,transcribers notes3 ,some minor punctuation1 spelling and hyphenation mistakes and inconsistencies have been corrected4 ,italic text is denoted by underscores4 ,illustration3 ,frontispiece - ,,mariners ,,compass4 ,,practical ,,boat-,,sailing3 ,a ,concise and ,simple ,treatise ,,on ,,the ,,management ,,of ,,small ,,boats ,,and ,,yachts ,,under ,,all ,,conditions1 ,,with ,,explanatory ,,chapters ,,on ,,ordinary ,,sea-,,manoeuvres1 ,,and ,,the ,,use ,,of ,,sails1 ,,helm1 ,,and ,,anchor1 ,,and ,,advice ,,as ,,to ,,what ,,is ,,proper ,,to ,,be ,,done ,,in ,,different ,,emergencies2 ,,supplemented ,,by ,a ,,short ,,vocabulary ,,of ,,nautical ,,terms4 ,,by ,,douglas ,,frazar1 ,,formerly ,,fourth ,,officer ,,of ,,the ,,steamship ,,atlantic1 ,,master ,,of ,,the ,,bark ,,maryland1 ,,and ,,commander ,,of ,,the ,,yacht ,,fenimore ,,cooper ,,in ,,the ,,northern ,,seas ,,of ,,china ,,and ,,japan4 ,,boston3 ,,lee ,,and ,,shepard1 ,,publishers4 ,,new ,,york3 ,,charles ,t4 ,,dillingham4 ,,copyright1 #ahgi1 ,by ,,lee ,,and ,,shepard4 ,all rights reserved4 ,,preface4 ,this little work is not written to teach any thing new to those who know how to sail boats well and safely1 but only for the purpose of enabling any person1 after a perusal of its pages1 to feel confident of handling a boat so as to be perfectly safe1 and to have some knowledge of the rules which should govern its movements under all conditions that might naturally arise4 ,this sport is far less dangerous than is supposed2 and it may even be asserted that no kind of amusement is safer during the summer months in these latitudes1--many not as safe4 ,some one has truly said that the boat is always under the perfect control1 and subject to the will1 of its master2 whilst in driving1 for instance1 one is dependent for life and limb upon the forbearance1 good-temper1 and training of a brute whose strength is greater than one's own1 and whose over-vaunted intelligence is often exceeded by his obstinacy4 ,it is simply wonderful what stress of wind and sea a small boat will sustain with perfect safety when properly managed4 ,it is hoped that the following pages will be sufficient to post all tyros in the technique of the science1 and enable them to execute all the manoeuvres that are needful1 and to know the names and uses of all the important ropes1 sails1 c42 so that they will not have to ask anybody any questions1 and be able to paddle their own canoe4 ,if the author has succeeded in making himself understood1 so that the student will feel competent to take charge of his own boat or yacht with confidence1 he will be amply repaid4 ,there is no doubt but what there may be a difference of opinion amongst yachtsmen and boatmen as to the best manner of executing many sea-evolutions4 ,the author has chosen those which have stood the test of time1 and are comparatively simple1 and easy of execution1 fitted for small craft1 and perfectly safe4 ,several useful hints have been gathered by an inspection of ,bowditch's ,epitome and ,brady's ,kedge-,anchor4 ,,mother ,,goose 7slightly altered74 ,three wise men of ,gotham ,went to sea in a bowl3 ,if their wits had been stronger1 ,my song had been longer4 ,,contents4 ,,chapter ,i4 ,the ,model1 ,rig1 and ,names of the ,sails and ,ropes in ,common ,use #g ,,chapter ,,ii4 ,ballast4--,useful ,knots4--,to anchor in a ,gale of ,wind4--,getting the ,anchor1 and ,casting4--,anchoring for ,fishing4--,grounding and ,floating4--,warping by ,means of an ,anchor4--,to make a ,running ,moor #ag ,,chapter ,,iii4 ,the ,helm and ,rudder4--,sheets4--,the ,topping-,lift4--,springing a ,leak and the ,use of the ,pump4--,sailing close-hauled1 by the wind1 or full and by4--,to know when a ,yacht is as near the ,wind as she will lie4--,running free4--,before the ,wind1 or ,scudding4--,to execute a ,pilot's ,luff #ce ,,chapter ,,iv4 ,tacking4--,beating to ,windward4--,a ,long and a ,short ,leg4--,how to put a ,yacht about4--,how to distinguish the ,starboard ,tack from the ,port ,tack4--,jibing1 or ,wearing4--,dropping the ,peak4--,to beat to ,windward in a ,tide-,way4--,to take in a ,jib1 and furl it4--,to take in a ,mainsail1 and furl it4--,to reef a ,jib1 or take off a ,bonnet4--,to clap one ,reef in a ,mainsail4--,to cast out a ,reef #ej ,,chapter ,v4 ,signal-,lights4--,the ,united ,states ,regulations for ,steering and ,sailing1 and the ,rules of the ,road4--,fog-,signals4--,salutes4 --,dipping ,colors4--,coming alongside4--,quarterdeck ,etiquette4--,useful ,articles of ,cabin ,furniture4--,anchor ,watch4--,method and ,system versus ,disorder #fd ,,chapter ,,vi4 ,cross-,bearings4--,two ,examples4--,table of ,proportional ,distances4--,table for ,determining the ,distance that an ,object at ,sea can be seen in ,statute ,miles4--,determining ,distance by the ,flash of a ,gun4--,to find the ,difference between the ,true and ,apparent ,direction of the ,wind4--,to find the ,distance of an ,object on ,shore from the ,yacht1 by two ,bearings of the ,compass4--,use of the ,charts4--,soundings4--,lead-,line4--,ei ght ,bells1 and ,watch and ,watch4--,boxing the ,compass4--,velocity of the ,wind4--,the ,log ,reel and ,half-minute ,glass4--,buoys--,man ,overboard #gf ,,chapter ,,vii4 ,practical ,hints on ,boat-,sailing #aja ,,chapter ,,viii4 ,a ,short ,cruise with a ,sloop-,yacht1 illustrating the ,common ,sea-,manoeuvres #ajh ,,chapter ,,ix4 ,vocabulary of ,sea-,terms commonly in ,use #abd ,,practical ,,boat-,,sailing4 ,,chapter ,i4 ,,the ,,model1 ,,rig1 ,,and ,,names ,,of ,,the ,,sails ,,and ,,ropes ,,in ,,common ,,use4 ,it would be beyond the province or scope of this work to enumerate all the different models and peculiarities of the numerous crafts and rigs that are used to navigate the waters1 both in civilized and uncivilized countries2 and we must content ourselves by taking into consideration a few of the most pronounced types that are now in vogue1 and explaining their principles as briefly as possible4 ,local prejudices rule strong in all parts of the world2 and the rig1 size1 and model of a boat1 are almost always defined by the custom of the waters in which it is to be sailed3 still it is perhaps well to give a few general rules for the selection of a boat4 ,for bays1 sounds1 harbors1 and inland tidal waters connected with the sea1 the boat or small yacht should be of a shoal model1 and what is termed the centre-board principle1 and usually the sloop or cat-boat rig4 ,for ponds1 and small lakes of fresh water1 the boat should always be of good beam1 light draught1 and small sail1 on account of the frequency of puffs of winds from unexpected quarters from the neighboring hillsides4 ,in fact1 if there is any danger in sailing1 it is upon these land-locked ponds or lakes1 where more seamanship is often needed than on the larger bays and sounds of the ocean itself4 ,for outside work1 or in places where the tidal currents are strong1 or the wind may sweep across the water for miles1 kicking up a sea1 the deep keel model1 with schooner or cutter rig1 will be the better boat2 this class being considered superior in working to windward in a heavy sea to the shoaler craft4 ,but1 even on this question1 there are disagreements2 and you shall hear of those who maintain that the shoal-water centre-board craft is the better boat in a heavy sea-way2 and some lovers of a craft called a sharpie tell startling tales of its endurance in heavy weather1 although it is the shoalest of all shoal boats4 ,the advantage of the centre-board boat over the keel boat for harbor and sound sailing1 or wherever the tide rises and falls to any great extent1 is obvious4 ,with the latter1 one is liable to be brought up upon an unknown sand-bank or ledge1 and compelled to remain1 sometimes for hours1 till floated off2 whilst with the centre-board1 upon touching any danger or shoal1 the board is hauled up1 and the boat that a moment before drew1 perhaps1 six feet of water1 now draws but one foot1 allowing one to go about1 or steer to one side1 and avoid the obstacle1 and get home in time for supper4 ,in short1 in the opinion of the writer1 it is only for outside use1 and for a larger class of vessels than this book will treat of1 that the keel boat is needed4 ,to avoid repetition1 and to condense as much as possible1 so as to be useful to all for practicable purposes1 what is termed the sloop-rig--one quite as frequently used as any other for small boats--is presented in the accompanying diagram4 ,this will be described as briefly as possible consistent with a thorough explanation of the sails1 ropes1 c41 and their different names and uses2 it being1 of course1 understood that the management of a sloop in a seamanlike manner carries with it the knowledge of managing a yacht of any rig1 the principle applying equally to all2 and to describe the staying1 wearing1 and absolute management of each sail and rope of each separate rig1 would be unnecessary1 and extend this little work to a greater length than is desirable4 ,the best that can be done is to take a type1 and1 having made that familiar1 the whole science of boat-sailing will have been acquired4 ,the sloop-rig consists of the following-named spars3-- ,the mainmast 7c c71 which is usually placed at about two-thirds of the boat's length from the stern4 ,this spar serves to sustain the mainsail7#a7 by a series of hoops which encircle it4 ,illustration ,the main topmast 7d d71 which is fitted to the head of the mainmast1 and terminates at its upper end in a small ball1 called the truck1 through the sides of which are fitted little sheaves 7i4e41 wheels71 by means of which1 and the use of a small-sized rope1 called signal-halliards1 the flag1 or private signal of the boat1 is hoisted to the topmast's head1 and displayed4 ,this spar also serves to sustain the gaff-topsail 7#c71 which is hoisted and lowered along its length by a series of hoops encircling the spar4 ,this sail1 as a rule1 is set and furled from the top4 ,the bowsprit 7h71 which projects from the bow of the boat1 and serves to support the mainmast by means of a stay 7g g7 leading from its outer end to the mainmast head1 and another stay1 called the bobstay 7f71 to the prow of the boat4 ,the jib-stay 7g g7 serves to hoist and set the jib 7#b7 upon1--the most important sail1 after the mainsail4 ,the jib-boom 7i71 which extends out beyond the bowsprit1 its heel being made fast to the latter1 and1 by means of stays1 supports the mainmast and main-topmast2 and upon the inner one of these is hoisted and set the outer or flying jib 7#d71 the other 7k7 supporting the main-topmast1 and called the main-topmast stay4 ,the main-gaff 7e e71 which sustains and stretches the head of the mainsail1 which is securely lashed to it by means of small seizings1 or lashings4 ,the main-boom 7b b71 which receives and stretches the foot of the mainsail1 to which it is securely lashed4 ,the above constitute the main spars and sails of a boat of the sloop rig4 ,to enable one to understand all that follows1 it will be necessary to acquire a little more information concerning these spars and sails1 and the names and uses of the principal ropes1 sheets1 c4 ,as the reader faces the cut1 and glances at the mainsail 7#a71 he should remember that the head of the sail is that part fastened to the gaff2 and the foot1 that part of the sail fastened to the boom4 ,the outer-leach1 or after-leach1 that part of the sail which extends from the end of the gaff to the end of the boom farthest removed from the mainmast4 ,the inner-leach1 or luff1 is that part of the sail which extends from the gaff to the boom1 and is confined to the mainmast by hoops that embrace it1 and allow of the sail being hoisted and lowered at will4 ,the clews of a sail are those parts which a land-lubber might call corners2 i4e41 the clews of the mainsail are four1 and are situated at the junction of the luff and head of the sail1 the outer-leach and head of the sail1 the outer-leach and foot of the sail1 and the luff and foot of the sail2 the latter being also called the tack4 ,the mainsail1 as will be observed1 has also a series of regular lines crossing its surface4 ,these are called reef-points1 and consist of short1 dangling pieces of small rope1 sewed into the sail1 and hanging down on either side1 long enough1 when the sail is lowered1 to be fastened around the main-boom1 and thus tie down the sail1 making it smaller for rough weather1 which is called reefing4 ,on the outer-leach1 at the end of these rows of reef-points1 are placed little iron rings1 or cringles1 as they are called1 which are used to pass a rope through1 called a reef-pennant1 to haul the sail well out on to the boom when being reefed4 ,the rope 7a a7 represents what is called the topping-lift1 and is used to lower or hoist the main-boom1 so as to make the sail set well in certain circumstances2 or when the main-boom is out over the water on one side of the boat1 when running before the wind1 to top it up so as to keep it out of the water when the boat rolls4 ,it is set up by means of a small pulley1 the end of the rope coming inboard through a sheave in the boom1 or one fastened to its side4 ,the jib has its luff1 head1 foot1 and after-leach1 the same as the mainsail1 but1 of course1 has only three clews1 being a triangular sail4 ,and what is defined about these sails will apply to all fore-and-aft sails4 ,the most important ropes1 to which the attention of the reader is called1 are the following3-- ,the main-sheet 7l7 is a long rope fastened to the main-boom1 and controlling the action of the mainsail4 ,according to the size of the boat1 this sheet will be single1 or rove through a series of blocks1 to enable the helmsman to handle the sail4 ,upon the management of this sheet depends1 in a great measure1 the safety of all boat-sailing4 ,its perfect handling and adjustment call for the nicest skill2 for its slightest movement changes the whole face of the canvas spread in the mainsail4 ,the jib-sheets 7m7 are fastened to the after-clew of the jib at the foot of the sail1 and are led aft on both sides of the deck1 so as to be within reach of the helmsman1 or those sitting in the after-part of the boat4 ,like the main-sheet1 they are used to confine and trim down the jib1 each being used on the side on which it is desired to trim down the sail4 ,the outer-jib is controlled in the same manner1 by two sheets1 one being led aft on either side of the deck4 ,the mainsail is hoisted by means of two sets of ropes1 called throat and peak-halliards 7n74 ,these are fastened at the foot of the mast to cleats when the sail is hoisted2 the throat-halliards1 usually on the port side of the mast1 and the peak-halliards1 on the starboard side of the mast4 ,n4,b4--,the term starboard is applied to any thing appertaining to the right-hand side of a boat1 with the observer looking towards the bow4 ,the term port 7formerly1 and sometimes now1 called larboard7 is applied to any thing appertaining to the left-hand side1 and1 thus once defined1 never changes4 ,although the observer may go forward and look aft1 the starboard side is still the starboard side1 although now on his left hand4 ,hence sailors talk of the starboard anchor1 the port shrouds2 ,ease off the port jib-sheet6 ,let go the starboard flying-jib-sheet6 ,put your helm over to port6 ,hoist those colors from the starboard side6 ,let the boom go over to port6 ,get up that anchor which you will find below in the forecastle1 on the starboard side6 ,go about on the port tack6 c4 ,the jib 7#b7 is hoisted by means of a rope1 which is called the jib-halliards1 which is made fast to the upper clew of the sail1 and led through a block at the mainmast head1 and thence to the deck1 being belayed 7i4e41 made fast7 to the mainmast near the deck4 ,this sail also has a small but useful rope attached to it1 called the down-haul1 which is fastened to the upper clew1 and led down to a small block at the bowsprit end1 and thence in on deck2 and serves to haul the sail down after the halliards have been cast off4 ,the flying-jib 7#d7 is fitted with halliards and down-haul in the same manner4 ,the gaff-topsail 7#c7 is set by hauling out the after-leach and foot to the end of the main-gaff1 which part of the gaff is called the peak1 by means of a rope1 which is named the gaff topsail-sheet1 which reefs through a sheave in the gaff end1 and hence under the gaff to the throat1 and thence through a block to the deck4 ,the other clew1 formed by the luff and foot1 is stretched by means of a rope leading to the deck1 called the tack2 and the sail is hoisted by means of halliards1 that reeve through a block fastened at the topmast head1 and thence leading to the deck4 ,when the boat is under way1 and pressed over by the wind1 the terms starboard and port are often exchanged for leeward and windward1 and1 in fact1 are the more commonly used in many instances2 although an old sailor would apply the word starboard to certain things that he would not apply the word leeward or windward to3 but these exceptions it would be hard to point out1 and they would be of little material use4 ,let it suffice to say1 that as a rule1 when a boat is at anchor or upright1 the terms starboard and port are used2 whilst1 when under way1 the terms lee or leeward1 weather or windward1 are more commonly used2 for instance1 ,let go the weather jib-sheet6 ,haul aft the lee flying jib-sheet6 ,haul that coil of rope over to the weather-side 7or to windward76 ,throw that hot water to leeward6 ,does she carry a weather-helm8 c4 ,,chapter ,,ii4 ,ballast4--,useful ,knots4--,to anchor in a ,gale of ,wind4--,getting the ,anchor1 and ,casting4--,anchoring for ,fishing4--,grounding and ,floating4--,warping by ,means of an ,anchor4--,to make a ,running ,moor4 ,having learned the names of all the important spars1 sails1 and ropes1 and their uses1 it becomes necessary to study the other appurtenances of a boat to acquire a thorough knowledge of boat-sailing2 and for that purpose we will pass briefly in review the following4 ,,ballast4 ,nearly all yachts are made of such a model as to need some heavy material placed within them to enable them to carry sail1 and stand up against sudden squalls and flaws of wind4 ,this material is called ballast1 and1 as a self-evident rule1 yachts that are shallow1 and of great breadth of beam1 need less than those of a deep and narrow model4 ,many articles may be used for ballast1 and a yacht ballasted in many different ways2 but the following-named are those that are most commonly used4 ,pig-iron1 in pieces that can be handled1 is a favorite kind of ballast3 sometimes each piece is painted1 so as to preserve it from rusting1 and discoloring the inside of the boat4 ,iron in the form of fifty-six-pound weights is also used2 whilst a cheaper and very common ballast is found in the small clean pebbles of the seashore4 ,water contained in movable tanks has been at times1 with some1 a well-praised ballast2 and in yachts where it can be used1 and that are fitted for it1 it is of great practical value1 as1 like no other1 it can be discharged and renewed by means of a pump1 according to the will and weather4 ,the slag from smelted copper and iron is extensively used1 as are also broken pieces of iron-casting4 ,but perhaps the ballast as commonly in use as any other in medium-sized yachts and small boats1 or1 at least1 a part of the ballast1 consists of common sea-sand enclosed in canvas sacks of a not too unwieldy size1 that are movable about the bottom of the boat by means of canvas handles1 and can1 in emergency1 be dumped bodily over into the sea1 thus relieving the yacht of so much dead weight4 ,nearly all yachts that are ballasted1 when filled with water1 will sink2 and there have been many ingenious ways devised to prevent this1 so that1 in case a yacht should be swamped1 i4e41 completely filled with water1 she would yet float1 and make a sort of life-preserver to the occupants1 and not go to the bottom1 and leave them struggling on the surface4 ,a very ingenious and yet cheap way of obtaining this result is to have built into the wings of the yacht1 under the floorings1 and in every conceivable place that is out of the way1 empty tin or iron six-pound powder-canisters1 that seal hermetically1 sufficient in number to overcome1 by the air they contain and the natural buoyancy of the wood composing the yacht1 the weight of the ballast1 or the tendency of the same to sink the yacht when filled with water4 ,it will not take a great number of these canisters in quite a large yacht of medium model2 for1 although the yacht will sink without them1 it does not take very much of this confined air to turn the scale1 and make it float4 ,some yachts are ballasted with lead2 and this1 if it were not for its cost1 is a prime ballast1 taking up less space than any other4 ,and some care not for the first cost2 for1 as is truly said1 it is a marketable article1 which does not vary much in price3 and1 even if it should cost quite a sum to ballast one's yacht with lead1 it is so much cash on hand1 and can always be taken out and sold at a moment's notice4 ,besides the different kinds of ballast that have been enumerated1 there is also the living ballast1 that is to say1 human beings1 whom one can place in different parts of the yacht to trim her in different situations4 ,but this kind of ballast is mostly used in racing1 and even then is sometimes apt to get out of order1 and not work well2 and the writer would advise one to stick to iron1 lead1 gravel1 or sand as superior4 ,perhaps for bay and harbor sailing and short cruises from port to port1 there is nothing better than the canvas bags of sand1 which can be emptied1 if necessary1 when one gets aground1 or in any other case of emergency1 and filled again at the very next shore upon which one lands in the little tender4 ,as a rule1 sailing-boats and small yachts are trimmed by the stern2 that is1 the bow is slightly elevated from the water1 the boat being pressed1 by the position of its ballast1 deeper into the water at the stern than at the bow4 ,but every yacht is a law to itself2 and no rule will do for all4 ,the position of the ballast has also much to do with the steering qualities1 as well as affecting speed3 if it be placed too far forward1 the yacht will yaw1 and at times1 before the wind1 be almost unmanageable4 ,in going about1 also1 if the ballast be too far forward1 the boat will often miss stays2 that is1 fail to perform the evolution of getting upon the other tack4 ,misplaced ballast will also cause the yacht to carry the helm in a bad position1 stopping her speed4 ,bringing a yacht by the head with too much ballast is a serious1 nay1 at times1 a dangerous fault4 ,bringing her too much by the stern1 by means of ballast1 is not so grave a matter3 the yacht may lose in speed1 and not be in her best trim2 but she is not as dangerous or unmanageable4 ,it is always better to have too much ballast than too little4 ,it is very easy to ballast a boat with sand or pebbles before one starts2 but they cannot be obtained after having once gotten under way2 and from this simple cause have arisen so many disasters that need never have occurred6 ,one's natural pride1 and the desire to sail fast1 prevent often the taking on board of the necessary amount2 and then1 when it suddenly comes on to blow1 the yacht is found to be crank1 perhaps dangerously so4 ,how much better would it be to have a little too much ballast1 which1 when homeward bound1--if there is need of haste1 and the weather be settled1--can be discharged over the side1 increasing her speed6 ,it is only by careful study that one can ascertain just the amount of ballast that is needed2 but1 once found1 do not change it for light or heavy weather1 but keep it intact1 and you and your boat will soon understand each other much better than will be the case if it be continually changed4 ,a happy medium is what must be sought for in the question of ballast2 for1 of course1 in different weathers different amounts would be in order4 ,but be advised1 and be on the safe side3 have plenty of ballast1 if the speed is not the very fastest that the boat is capable of making4 ,professional boatmen1 lobstermen1 and fishermen are never eternally shifting and changing their ballast3 having found the happy medium1 they let it alone for the season4 ,it is only the amateur that is continually sailing his yacht upon her beam-ends1 or watching with the utmost anxiety the fast approaching squall1 for which the professional cares naught4 ,,knots4 ,we cannot get along on board of a yacht without knowing how to make a few useful knots4 ,the great beauty of a knot1 in a sailor's estimation1 is not only to hold well1 but to be easily untied or cast off after having been subjected to a great strain4 ,of all knots the bowline is1 perhaps1 the king1 because it can be submitted to a strain that will part the rope1 before slipping or giving in the least 7and this holds true of the largest hawser1 as well as the smallest line72 and1 after this strain is removed1 it can be untied as easily as a knot in one's summer neck-tie4 ,it can be very quickly made1 and is useful in more situations than any other1 and can be used to replace many others4 ,it is used to fasten a rope in a hurry to the ring of an anchor1 or to make fast the painter of a tender through a ring-bolt securely for towing1 and yet so as to be easily cast off2 fastening sinkers upon fish-lines1 or the end of any rope in a position where it will bear strain4 ,flags may be bent on with this knot1 although sailors have a signal-halliard knot1 as they also have a peculiar bent for fastening a hawser to an anchor2 but no knot can be used in an emergency1 in place of all these1 like the bowline2 and1 if one can have knowledge of but a few1 let the bowline be the first acquired4 ,it will be useful also on shore1 and throughout one's life1 making as a matter of past record1 to be eternally sunk in oblivion1 those awful knots that never would come undone again4 ,next to the bowline in importance is1 perhaps1 the bend called two half-hitches1 or the clove hitch1 by means of which one can secure with the end of a rope almost any thing4 ,this hitch is called two half-hitches when it is made upon its own standing part1 and a clove hitch when made around any other thing1 such as a spar2 but both are the same in principle4 ,the third knot that must be acquired is what is called the square knot1 or reef knot1 and is used in reefing the sails4 ,the reef-points being tied in square knots can be easily untied when needed3 if improperly tied in a granny knot1 they either jam or fly open in the height of the gale1--when one desires them most to hold on4 ,with these three knots one can get along nicely1 and it is advisable to obtain a knowledge of how to make them without delay4 ,,to ,,make ,a ,,bowline ,,knot4 ,take the end of the rope in your right hand1 and the standing part in your left2 lay the end over the standing part2 then with your left hand turn the bight of the standing part from you1 and over the end part1 by a peculiar turn of the wrists1 which comes only by practice1 forming what is called a goose-neck on the standing part2 then lead the end1 which is already enclosed in the goose-neck1 under and around the standing part1 and down through the same goose-neck2 and haul the parts taut4 ,illustration3 ,bowline ,knot4 ,illustration3 ,two half ,hitches4 ,clove ,hitch4 ,,to ,,make ,,two ,,half-,,hitches4 ,pass the end of the rope around the standing part1 and up through the bight 7this is one half-hitch72 pass the end again around the standing part1 and up through its own bight1 which makes the second half-hitch1 and completes the knot4 7,see diagram47 ,then1 if this knot is used to bend on a hawser to an anchor1 it is customary to stop the end of the rope down upon the standing part by means of a rope-yarn1 so as to prevent all chance of its coming apart whilst chafing about at the bottom of the sea4 ,a clove hitch is this same knot made around a spar or other article1 instead of on its own standing part4 7,see diagram47 ,,to ,,make ,a ,,square ,,or ,,reef ,,knot4 ,illustration3 ,square or ,reef ,knot4 ,first make a common overhand knot around a spar1 or any thing that may suit2 then make exactly the same knot again1 taking care to cross the ends so that they will each come out on the same side of the bight as they did in the first knot4 ,if on either side of what may be called the right or left side of the knot1 as seen in the cut1 the ends do not come out in the same relative place as in the first knot1 it is called a granny knot1 and will not hold4 ,and one who makes a granny becomes the laughing-stock of all on board1 and is at once pronounced a land-lubber1 if he cannot make this simple and useful knot correctly4 ,so be advised1 and learn it at once4 ,,the ,,anchor ,,and ,,gear4 ,nothing on board the yacht1 after the sails and ropes1 should receive such attention as the ground tackle1 as it is called4 ,on the anchor and its appurtenances rests the safety1 often1 of all on board2 and yet there is nothing so often neglected1 or left carelessly out of order1 or the cable in a snarl1 as the anchoring gear in a small yacht4 ,illustration ,every yacht over twenty-five feet in length should be fitted with three anchors1 or1 at the very least1 two4 ,if three in number1 two of them should be nearly of the same size1 and one quite small and handy1 which is called the kedge-anchor4 ,we will suppose that the yacht is fitted with three1 and1 if so1 their uses will be as hereinafter described4 ,in the olden times hemp cables were wholly used1 even for vessels of large size and men-of-war2 but in these latter days they have been replaced by iron cables in large ships1 and by manila hawsers in small yachts4 ,to be sure there are some advantages in favor of a chain-cable for even small yachts2 but as a rule the pliable1 soft but strong manila rope is the favorite4 ,small iron cables are1 for some reason or other1 distrusted2 and they are also heavy to get back again1 even if of small size1 when the yacht is anchored in many fathoms of water4 ,they are useful when the yacht is likely to lie at anchor in a sea-way for a long time1 for then they would not chafe2 whilst a manila cable might become seriously injured4 ,some use a few fathoms of iron chain1 and then manila above that1 so as to keep the end near the anchor from fraying on rocky bottoms4 ,it is to be remembered1 then1 in a long piece of chain cable1 that the one imperfect link1 or one that is weak in any way1 determines the utmost strength of the cable4 ,in other words1 the strain necessary to part the weakest link makes the stronger ones useless4 ,perhaps it is the fear of this weakness lurking in some unknown link that deters yachtsmen1 as a class1 from using chain-cables1 and makes them prefer the clean1 handsome manila rope1 that they know is just as strong at one part as another throughout its entire length4 ,wire cables have commenced to be talked of1 made in the same shape as wire rigging1 only more pliable2 and these1 perhaps1 will1 in time1 come into use1 as they are of uniform strength1 and take up less room than the cumbersome manila rope cables4 ,if the anchors are stowed below deck1 always get them up1 and bent on to their respective cables1 long before the time when it becomes necessary to use them4 ,one never knows1 near a coast-line1 when an anchor may be needed4 ,always have good long cables1 and not nasty little pieces of short rope3 on this depends often the safety of all concerned4 ,every thing else being equal1 the length of the cables is what will determine1 in a gale of wind1 whether the yacht goes on shore a wreck1 or gallantly and safely weathers the storm4 ,,to ,,anchor ,,in ,a ,,gale ,,of ,,wind4 ,if caught in a gale of wind on a lee-shore1 and with no chance of escape1--the sea being too heavy to claw off to windward1 and no harbor to leeward1--the only safety is to anchor2 and always do this before it is too late1 and before the yacht has been driven too near the shore or breakers to lie quietly4 ,procrastination at such a time is often highly dangerous2 and a yacht may go ashore because she is anchored in a line of heavy breakers1 when just outside she would lie almost with ease4 ,it will be found1 also1 that it always takes longer to get an anchor down than was estimated1 and whilst it is being done the yacht sets heavily in towards the shore with each sea3 therefore anchor early4 ,when every thing is ready1 bring the yacht to the wind1 and let the sails shake in the wind's eye2 and1 so soon as she gets stem-way1 let go the best bower anchor1 taking care not to snub her too quickly1 but to let considerable of the cable run out before checking her2 then take a turn or two around the knight-heads1 long before there is any strain1 and be ready to give her cable gradually as she needs it4 ,one must be very careful to get this turn around the knight-heads long before there is any strain2 for the strength of the yacht drifting before the gale will be under-estimated1 except by a sailor2 and if one has neglected to take the necessary turn in time1 and a strain once commences upon the cable1 it will then be too late1 and the mortification will be experienced of seeing the whole cable go overboard1 unless the yacht be brought up by its being fastened below2 and even then the chances are1 that it will be snapped asunder by the momentum that the drifting yacht has acquired4 ,just so soon as the first anchor bites1 and the yacht seems to come head to wind1 and hold1 let go the second anchor1 and pay out plenty of cable on both1 keeping the strain as nearly equal on each as possible4 ,in grave circumstances like these of anchoring in a gale of wind on a lee-shore1 it is always well to put down both anchors4 ,too often one anchor is used1 because the weather does not look very bad1 and1 as it increases1 the cable is paid out upon2 and when1 at last1 it is ascertained that the gale has increased1 and another anchor is needed1 it is found1 after it is cast1 that the cable cannot be paid out upon it1 because the end of the cable of the first anchor is close at hand1 and has been nearly all paid out1 making the second anchor useless4 ,always let go both anchors1 one shortly after the other2 and if the weather be very bad indeed1 then1 when about half the cable is paid out on the second anchor1 lash to the cable the small kedge-anchor1 by fastening it by small ropes1 passed around the shank and through the ring1 to the cable of the large anchor1 and cast it over the bows4 ,this is called backing an anchor 7see diagram below71 and strengthens the hold of the first anchor in a marked degree1 especially if the holding-ground be poor4 ,it is supposed1 of course1 that1 as the yacht comes head to wind1 the jib is hauled down2 and now the next thing is to down mainsail1 and furl every thing snug4 ,if the yacht holds well1 keep part of the cables still on board1 to pay out1 if necessary2 and1 to be sure that she is not dragging1 cast a hand-lead over the side1 and let it rest on the bottom4 ,make it fast1 leaving enough slack so that the yacht may sheer without moving it4 ,by trying this once in a while1 it will be instantly seen1 from its relative position between the yacht and the bottom1 whether the vessel has dragged4 ,for instance1 if the lead-line should be left up and down1 and the next time it was tested should be found resting on the bottom1 toward the bow of the yacht1 she would have dragged just that distance1 and needs more cable at once4 ,it is well always to give a good scope in such emergencies1 and allow the anchors to become embedded at a good angle1 and not be played with by just holding1 and then dragging a little1 and then paying out a little3 that is dangerous sport4 ,after all is furled snug1 nothing else can be done for safety1 except in case of extreme emergency1 when1 as a last recourse1 the mainmast may be cut away if the yacht is dragging on shore4 ,but with two good anchors down in1 say1 six fathoms of water1 and one of those backed1 and forty or fifty fathoms of cable out1 it will take a terrific sea and wind to make a yacht budge an inch4 ,illustration3 ,an ,anchor backed ,,getting ,,the ,,anchor1 ,,and ,,casting4 ,illustration3 ,casting ,hoist the mainsail1 and take the gaskets off the jib1 and see that the down-haul is cast off1 and is clear for hoisting2 then heave away on the cable1 either by hand1 or by windlass1 if the yacht be large enough to need one1 till the anchor is almost broken out of the ground1 or what sailors call1 the cable1 up and down2 then1 by means of the rudder1 if in a tide-way1 cast the head of the yacht in the direction you wish to proceed upon2 trip the anchor2 and run up the jib as soon as it will draw4 ,if there is no tide-way to act upon the rudder1 then1 before breaking out the anchor1 hoist the jib2 and1 if it is desired to cast the boat upon the port tack1 trim down the jib-sheet to port1 and shove the main-boom well out over the starboard quarter1 and1 when the boat has a good sheer1 trip the anchor2 and1 when she has paid off enough1 let go the port jib-sheet1 and trim down on the starboard-sheet1 and haul aft the main-boom1 and proceed on your way4 ,,anchoring ,,for ,,fishing4 ,it is often needful to drop an anchor so as just to hold the yacht stationary for a short time in some known place1 for the purpose of fishing2 and these places are almost always ledges of rock1 which foul and entangle the anchor1 and it is often difficult to weigh it again4 ,to avoid this 7if there is not too much wind1 and the yacht will lie easily71 instead of making the cable fast to the ring of the anchor1 make it fast with a clove hitch around both arms at the crown1 and lead it along the shank of the anchor to the ring1 to which attach it by means of a small piece of spun yarn or twine that will hold some strain1 but which can be broken in case of necessity4 ,then1 when it is desired to get under way again1 and the anchor is found to be fouled1 bring enough strain1 by means of the windlass or otherwise1 upon the cable to part the twine at the ring2 when the strain will come directly upon the crown and flukes1 and the anchor will almost always be cleared4 ,if it should not be1 pay out plenty of cable1 and sail around or beyond it1 and all at once it will be found that it is cleared1 and can be weighed4 ,in anchoring in this manner1 it is not1 in light weather1 necessary to lower the mainsail1 but simply to trim down the main-sheet flat1 or place the boom in a crotch made for that purpose4 ,the jib can be lowered2 and hoisted again when under way4 ,,grounding ,,and ,,floating4 ,if the yacht takes the ground on any shoal1 and is left by the tide1 it is always proper to get out an anchor in the direction of the wind1 before the tide returns2 then1 when the water begins to make1 the yacht will not be blown higher and higher upon the shoal as she commences to float1 but will be held by her anchor1 and soon ride head to wind or tide4 ,,warping ,,by ,,means ,,of ,,an ,,anchor4 ,there are times when it is desirable to get a yacht into a certain position1 and there is no wind4 ,to do this1 run out a light anchor to the spot you desire to reach1 by means of a small tender2 cast it overboard2 and warp the yacht up to it3 repeat this till the desired position is reached4 ,a ,,running ,,moor ,is sometimes made by casting an anchor1 with plenty of scope of cable1 whilst a yacht is running free1 or before the wind1 and bringing her with a long sweep1 up to and heading the wind1 when another anchor is let go also1 and part of the cable of the first anchor hauled in so that she will lie to one anchor on the flood-tide1 and the other on the ebb-tide4 ,,chapter ,,iii4 ,the ,helm and ,rudder4--,sheets4--,the ,topping-,lift4--,springing a ,leak and the ,use of the ,pump4--,sailing close-hauled1 by the wind1 or full and by4--,to know when a ,yacht is as near the ,wind as she will lie4--,running free4--,before the ,wind1 or ,scudding4--,to execute a ,pilot's ,luff4 ,,the ,,helm ,,and ,,rudder ,control the movement of the yacht through the water1 and serve to direct her course4 ,the rudder may be described as pieces of boards or planks1 in a line with the keel1 hung upon pivots at the stern of a vessel1 in an upright position1 and extending from the keel to the rail1 and having an attachment1 called a tiller or wheel1 to move it in either direction1 to the right or left1 across the line of the keel of the yacht4 7,see diagram47 ,illustration3 ,rudder ,tiller ,the tiller1 which passes through the rudder-head1 is moved to the right or left2 and this is termed moving the helm4 ,for instance1 ,move the helm over to starboard1 ,put the helm to starboard1 that is to say1 push the tiller over towards the starboard side of the yacht1 which will carry the rudder to the port side of the yacht1 and1 if under way1 the bow will change direction towards the left4 ,in other words1 when a vessel is under way1 and going ahead by her own momentum1 or anchored in a tide-way1 the following rule always holds good3-- ,to starboard the helm carries the head to port4 ,to port the helm carries the head to starboard4 ,see diagrams1 ,figs4 #a and #b1 page #cg4 ,this is all reversed at a critical point in seamanship1 which should be carefully remembered2 and that is when a yacht has what is called a stern-board1 i4e41 has received some force which is making her go through the water stern first4 ,this often happens when an attempt has been made to tack1 and the execution of the manoeuvre has seemed to fail3 it is then for a moment or two that the yacht will often drift astern1 keeping in the wind's eye1 making it uncertain whether or not she will yet go about4 ,it is at this moment1 whilst she is making this stern-board1 that a knowledge of the helm will yet put her about by shifting the helm hard over to the opposite side from where it was when the attempt was made to go about4 ,remember not to move the helm till the yacht has commenced making stern-way1 then this law applies3-- ,to starboard the helm carries the head to starboard4 ,to port the helm carries the head to port4 ,for instance1 if it were desired to go about by bringing the helm over to the starboard side of the yacht1 and the manoeuvre should fail1 after the yacht has come head to wind1 and commenced to get stern-way1 it might yet be consummated by shifting the helm1 or tiller1 over to port1 which would have exactly the same effect as it formerly had when the yacht was advancing1 and the helm hard a starboard4 ,illustration3 ,fig4 #a4 ,illustration3 ,fig4 #b4 ,a yacht should be perfectly enough balanced with sails and ballast to carry a nearly even helm when on the wind3 but it is often the case that they carry what is called a lee-helm2 that is to say1 when the yacht is on a wind1 the tiller is continually poked down to leeward1 or the opposite side of the yacht from the wind1 to keep her up to her course1 from which a tendency to fall off is shown3 this is usually caused by too much head-sail1 and may be remedied by a shorter bowsprit1 a smaller jib1 or another cloth on the after-leach of the mainsail4 ,to carry a lee-helm is a beastly thing1 as an ,englishman would say1 and something that cannot long be endured by those who truly like yachting4 ,if the yacht is free from the odious lee-helm1 she may carry a weather-helm1 which is not as bad as a lee-helm1 but is troublesome4 ,this causes the yacht to have a tendency to luff up into the wind1 and causes the tiller to be carried hard over on the weather-side of the yacht1 and is usually occasioned by too much after-sail1 or bad storage of ballast4 ,both these habits of carrying a lee1 or weather-helm1 are detrimental to speed1 as in both positions the rudder is often held at nearly a right angle to the keel1 decreasing the speed materially4 ,a yacht that is well balanced in sails and ballast will1 on a wind1 habitually carry the tiller a point or two to windward of the line of the keel1 and it will need but little movement in any direction to keep her on her course4 ,sometimes1 in sudden squalls1 a yacht that carries a weather-helm will luff up into the wind in spite of the helm1 so as not to be stopped except by slacking off the main-sheet4 ,the same may occur in yawing with a yacht that carries a lee-helm4 ,the helm may be put hard down1 and sometimes the jib-sheet will have to be eased off1 before the yacht will come to the wind4 ,a weather-helm is endurable1 but a lee-helm never1--,well1 hardly ever4 ,,sheets4 ,sheets are the ropes that confine the mainsail and jib in place1 and are most important in their uses4 ,the jib-sheets lead along the deck1 aft1 to the standing-room1 in most yachts1 and in heavy weather should not be belayed so but what they can be cast off in an instant by a sudden jerk of the hand4 ,they may be held in place by a sort of hitch1 hard to describe1 where one part jams the other1 and keeps it in place4 ,any boatman will explain how it is made4 ,the main-sheet makes fast1 usually1 at or near the helmsman1 under whose charge it is2 and in heavy weather this should not be made fast at all1 but only one turn taken1 and the remainder of the strain rest upon the hand4 ,of course1 in yachts over thirty to forty feet in length1 with crews1 every thing can be made fast3 but we are now writing of smaller craft1 and it is repeated1 in squally and dirty weather never make fast the main-sheet2 it is the key to the whole science of boat-sailing1 and should never be out of one's hand in time of emergency4 ,it can1 after taking one turn1 be wound around the tiller1 and brought to the same hand as the one that is moving the helm1 and yet be instantly cast off1 if necessary4 ,,the ,,topping-,,lift4 ,this useful rope holds up the main-boom1 and its length is regulated by a pulley4 ,in scudding before the wind it is very useful2 for1 by means of the pulley1 the end of the boom can be topped up1 so as to be kept out of the water when the yacht rolls heavily4 ,it is also useful in making the mainsail set well2 and1 after the latter is hoisted1 it can be made to set flat as a board by slacking the topping-lift so that the after-leach of the sail will wholly sustain the outer end of the main-boom4 ,,springing ,a ,,leak1 ,,and ,,the ,,use ,,of ,,the ,,pump4 ,the pump should always be kept in good order1 and ready for immediate use4 ,in case the yacht springs a leak1 the best way to stop it is to pass a light sail over the bows1 and bring it aft over the leak by means of ropes on both sides of the yacht4 ,leaks are more easily stopped on the outside1 the pressure of the water forcing the canvas into the damaged part2 and even light canvas is almost water-proof4 ,of course1 after once having thus temporarily stopped a leak1 it is scarcely necessary to add that one should seek shelter in the nearest port1 and have the yacht perfectly repaired before proceeding farther2 for there is nothing more deceptive1 or dangerous even1 than a small leak1 which is almost always sure to open1 and become a source of great anxiety1 just so soon as the sea begins to get up and the wind to blow1--at the very moment1 in other words1 when the yacht needs all possible care and attention in other directions1 to insure her safety4 ,never neglect a small leak1 but have it attended to and repaired at once4 ,examine the well of the yacht often1 and ascertain by personal inspection that she is not making water faster than is usual1 and especially have this attended to during rough weather4 ,if a leak is discovered1 the yacht should1 if possible1 be put before the wind till it is secured2 for she will receive less strain to hull and spars in this position than in any other4 ,,close-,,hauled4 ,a yacht is said to be close-hauled1 or sailing full and by when she is brought as near to the wind as is possible1 so as to advance through the water2 for it is to be presumed that it is understood1 that if the main-boom were brought so as to pass directly over the line of the keel of the yacht1 and the head of the yacht brought as near the wind as possible1 and the sail to remain full1 and not shake1 she would not advance1 but would simply be pushed to leeward by the wind4 ,to insure her advancing1 the boom must be at some angle from the line of the keel3 therefore it may be taken as a rule that the main-boom1 in sailing1 is always kept out over the quarter1 on one side or the other2 and close-hauled simply means that it is brought as far inboard1 or towards the line of the keel1 by means of the main-sheet1 as experience has proved can be done1 and have her advance through the water4 ,some yachts haul aft the main-boom closer than others1 being enabled to do so on account of their build and model2 and the closer the boom can be brought to the line of the keel1 and the yacht still kept advancing1 the nearer the wind she will be said to sail1 and will hold a good wind1 as it is called4 ,and this is1 of course1 a desideratum in beating to windward1 or against the wind at an angle to it2 for the yacht that makes the angle least between itself and the direction of the wind will1 other things being equal1 arrive the quickest at its destination2 whilst another1 that cannot lie so nigh the wind1 will have to pass over much more water to arrive at the same place4 ,on general principles1 all fore-and-aft vessels lie equally near the wind1 usually within four points and a half2 but there are craft1 that from their model1 and equal balance of sail1 or some other unknown cause1 will lie nearer than their neighbors1 and seem to eat up into the wind4 ,just how far to have the main-boom over the side of the yacht1 in sailing close-hauled1 has never been settled2 for it resolves itself to this4 ,if the boom is hauled further inboard1 the yacht sails nearer to the wind1 but in an increased ratio loses its speed2 for1 if it should be hauled completely in till in a line with the keel1 the yacht would stop1 as has been explained3 whilst1 the farther out over the side it is allowed to go1 the faster the yacht sails1 but the farther also from the wind and the direction that it is desired to proceed in to windward4 ,hence a happy medium must be decided upon2 and there is no doubt but what the result of most races has depended more upon the use of the main sheet1 when close-hauled1 or beating to windward1 than upon any other cause4 ,just how flat to trim the sheets can only be acquired by experience2 but the following general rules will apply3-- ,as a general principle1 the sheets can be trimmed flatter1 or farther aft1 in light weather and a smooth sea1 than in heavy weather and a head sea4 ,in fact1 it is impossible to sail as near the wind in lumpy water as in smooth water4 ,after a yacht has been reefed1 also1 she will not lie as near the wind as before1 for the same reasons that compelled the reefing4 ,with old hands1 the yacht1 when close-hauled1 is allowed to1 what sailors call1 go through the water1 rather than to point up almost into the wind's eye1 and keep bobbing up and down1 and advancing very little4 ,in most yachts it will be found by experiment that the main-boom should be at about the angle shown in the figure in the diagram on p4 #df1 marked close hauled2 but others may be1 perhaps1 hauled slightly more inboard3 but1 as a general law1 a good free sheet is the better1 especially in a sea-way4 ,,to ,,know ,,when ,,the ,,yacht ,,is ,,as ,,near ,,the ,,wind ,,as ,,she ,,will ,,sail ,is important1 and it can always be known by the following method4 ,push the helm very slowly over to leeward1 and1 as the yacht commences to come towards the wind1 keep the eye fastened upon the luff1 or inner leach1 of the mainsail4 ,as soon as the yacht is too near the wind to have the sail stand full1 a little wave will be seen to agitate the luff of the sail1 from its head to the foot1 usually commencing near the head1 and just under the gaff1 as that part of the sail is at a further angle from the wind than the part that is fastened to the main-boom2 the gaff blowing out much further to leeward1 not being confined by a sheet as the main-boom is4 ,this wave1 or shake1 is caused by the wind getting on both sides of the sail1 and1 if persisted in1 would bring the yacht to a stand-still1 with the sail flapping in the wind's eye4 ,but short practice will enable one to see almost instantly this commencement of a shake1 that begins to show itself on the mainsail like a smile breaking over the countenance of a pretty woman2 and at the first symptom reverse the helm1 and keep the yacht in that position which is called sailing by the wind1 or full and by2 that is to say1 full sails1 and by the wind4 ,if1 after the yacht is in this position1 a bearing on shore can be taken to steer by1 it will be a good thing2 but as the wind often changes even several points1 especially near the coast-line1 every few moments1 this experiment must be repeated2 and it is this keeping a yacht up to her work1 and never letting her fall off1 and never shaking her1 and yet taking advantage of every flaw1 that goes to make up the accomplished helmsman4 ,there are other signs besides these1 which to a sailor are very simple1 that denote to him when the yacht is off the wind2 such as the angle at which the wind strikes his face1 the direction of the wind on the face of the waters1 and the line of the weather-vane at the main truck1 and the smoke from his pipe3 these will do for him as well as luffing and shaking the mainsail1 but the latter method is the perfect one2 and1 if the yacht can be so steered as to keep just the suspicion of a little smile rippling its luff below the throat of the gaff1 it will be the perfection of sailing close-hauled1 or by the wind4 ,,running ,,free4 ,when the wind is favorable1 and the yacht will lay her course without having to beat towards her destination at an angle against the head wind1 as in close-hauled1 then the sails are arranged in a different manner2 and the main-boom is swung out over the side in just such proportion as the wind may be free1 till completely out1 so as to hang at right angles with the keel1 when the wind is dead aft4 7,see diagrams47 ,illustration3 wind diagrams ,,before ,,the ,,wind1 ,,or ,,scudding4 ,this is the most difficult steering of any2 and in rough water it is very hard to keep the yacht upon her course1 for the reason that the seas will lift the stern out of the water1 thus at once neutralizing the use of the rudder for a moment1 and causing the yacht to yaw4 ,besides this1 the speed changes1 this affecting the rudder also4 ,when on top of a sea1 and all the sails full1 the yacht will go fast3 when she attempts to bury her head1 and kick up her heels1 and becalms the jib and lower part of the mainsail1 she will go slower4 ,there is one thing to be guarded against in running before the wind1 and that is the jibing of the main-boom2 that is to say1 the wind getting on the forward part of the sail1 from any cause1--whether by change of wind1 or on account of bad steering1--and carrying it violently over to the other side1 endangering the yacht1 and with a liability1 in heavy weather1 of carrying away the mast4 ,this must be guarded against carefully2 and if the sea is very bad1 and the yacht steers very wild1 it is better to tack down to leeward1 as it is termed1 that is to say1 to haul up the yacht a little towards the wind on either tack1 so as to bring it over the quarter1 and then run before it for a distance1 and then1 by careful jibing1 bring the wind over the other quarter1 and then proceed on4 ,,pilot',s ,,luff4 ,in harbor-sailing1 a buoy or point often appears ahead1 which1 if passed1 the yacht could be at once kept away free1 being now close-hauled1 thus saving the time and inconvenience of tacking1 but1 as she is going1 will be right in the way1 unless she is put about4 ,to avoid tacking in such a case1 where the yacht will almost stand by1 a manoeuvre is often executed 7if the tide is favorable1 and the wind brisk71 to avoid tacking1 called a pilot's luff1 and consists of--when quite near the object to be passed1 and according to its position as right ahead or slightly to leeward--bringing the yacht quickly up into the wind1 so that the sails shake1 and by her own momentum shooting her dead to windward once or twice her length2 and then1 before her headway is lost1 and the rudder1 therefore1 useless1 keeping her off again till every thing draws1 when the same manoeuvre may be again executed1 each time gaining a position farther to windward than could have been gained in any other way1 except by going about on the other tack4 ,it takes a steady hand at the tiller1 and a good calculation of the momentum of the yacht1 to execute a pilot's luff well3 but it is very useful often1 if well performed1 and very disastrous in a race2 for instance1 if the helmsman succeeds in getting the yacht into irons1 and with a stern-board on1 as may be the case if he brings her up too high1 or neglects to move the helm in time to get back upon his course before the momentum of the yacht is lost1 or lets her go about on the other tack4 ,a pilot's luff is a very pretty manoeuvre when well executed2 and you shall see many an old boatman squeezing his boat by a point1 instead of taking the trouble of going about1 knowing1 that1 the moment he has doubled it1 his course will be such that the wind will be fair1 and he can then ease off his sheets1 and go on his way rejoicing4 ,,chapter ,,iv4 ,tacking4--,beating to ,windward4--,a ,long and a ,short ,leg4--,how to put a ,yacht about4--,how to distinguish the ,starboard ,tack from the ,port ,tack4--,jibing1 or ,wearing4--,dropping the ,peak4--,to beat to ,windward in a ,tide-,way4--,to take in a ,jib1 and furl it4--,to take in a ,mainsail1 and furl it4--,to reef a ,jib1 or take off a ,bonnet4--,to clap one ,reef in a ,mainsail4--,to cast out a ,reef4 ,,tacking ,illustration3 tacking ,is the art of putting a yacht about1 so that the wind1 which has been blowing upon the starboard side1 we will say1 shall blow upon the port side1 or on the opposite side of the sails to which it was before the manoeuvre was executed1 and1 when used to force the vessel by a series of angles towards the direction from which the wind proceeds1 is called beating to windward4 ,sometimes the wind is not dead ahead1 and yet in such a direction that the yacht cannot proceed except by tacking once in a while4 ,this is termed making a long and a short leg4 7,see diagram47 ,we will first explain how a yacht is put about in heavy weather and with seamanlike accuracy4 ,illustration3 tacking ,in the first place1 let us define the starboard tack from the port tack1 and vice versa4 ,it must be remembered that a yacht is on the starboard tack when the main-boom is out over the port quarter1 and the port jib-sheets trimmed down2 and on the port tack1 when the main-boom is out over the starboard quarter2 or the starboard jib-sheets trimmed down2 or a yacht is said to be on the starboard tack when the wind blows so as to hit the starboard side of the boat1 and vice versa4 ,this is very useful to remember2 for there are several rights of way that one has when on the starboard tack1 which will be treated of hereafter4 ,the windward side of the yacht also denotes which tack she is upon1 the name of the weather-side being the name of the tack4 ,we will suppose that the yacht is on the starboard tack1 with the main-boom out over the port quarter1 the port jib-sheets trimmed down1 and the yacht close-hauled to the wind4 ,have every thing gotten ready for tacking1 by singing out1 ,ready about6 when all assistants should take their positions as before instructed2 then 7we will suppose you are steering your own yacht7 keep off till the yacht is going a good full through the water1 and then1 by means of the tiller gradually pressed hard over to port1 bring her into the wind's eye1 singing out1 as the tiller is being moved1 ,hard a-lee2 at which command the assistant at the jib-sheet should cast off all but one turn1 and1 as the boat starts into the wind1 should cast that off1 letting the jib fly loosely at the command1 ,let go the jib-sheet6 which follows quickly the announcement of ,hard a-lee4 ,then1 unless the yacht gets a stern-board1 which has been explained elsewhere1 she is helped round by pushing the main-boom--which is made fast by its sheet1 and works itself--out over the starboard quarter4 ,when the yacht is just about to pass the direction of the wind1 and is nearly upon the other tack1 give the order to trim down on the port jib-sheet1--the same sheet as has just been cast off2 and the outer surface of the sail will act as a lever to push the head of the yacht off till the wind fills the mainsail1 when the order1 ,let draw6 should be given1 and the jib-sheet let go on the port side1 and trimmed down as fast as slacked1 by another assistant on the starboard side4 7,see diagrams47 ,illustration3 ,,the ,,art ,,of ,,tacking ,when the weather is light1 the yacht small1 or particularly easy in coming about1 all the above may not need to be executed4 ,some vessels will come about without starting the head-sheets2 others always need it2 some always get stern-way1 and need the helm shifted to bring them round2 whilst the centre-board boats1 as a class1 fly round without touching any thing4 ,but it is well to know how to get a yacht about in a heavy sea2 and all the principles that will help bring about this result have been given above4 ,,jibing1 ,,or ,,wearing4 ,there are times when the sea is too high1 and the sail so much reduced that a yacht will not go about by turning towards the wind1 but must be gotten on the other tack by wearing1 as it is technically called in ships1 where the yards are square1 and jibing1 as it is called in crafts that carry fore-and-aft sails1 i4e41 sails that hoist up on a mast1 and are stretched upon booms1 in contradistinction to those that are fastened to yards that cross the mast at right angles1 as in a ship often called by sailors1 for this reason1 a square-rigger4 ,jibing is at all times a delicate manoeuvre1 as many have found out to their sorrow if they have ever been careless4 ,it is also a very deceptive manoeuvre1 to any but sailors4 ,how easy it is for land-lubbers1 after facing a good square breeze1 to think1 when the yacht is kept away before it1 that the wind has gone down6 ,and the writer has actually brought his yacht to the wind again1 to convince one sceptic that it was the position of the yacht wholly that caused all the change2 which is extremely marked1 as all must allow4 ,it is from this treacherous smoothness1 after so much buffeting about when close-hauled1 that all the mischief occurs2 for the boom often1 if carelessly allowed to jibe1 will fill with wind1 and1 as it goes over1 either part the main-sheet1 or carry away the mast1 or do other damage1 sometimes of a very serious nature4 ,it is forgotten1 also1 in this manoeuvre1 that1 when the mainsail comes aft1 there is a moment when it flutters in the wind's eye2 and the yacht1 relieved of its immense pressure1 loses in a great measure her momentum1 and then1 when the sail fills with a rush1 sufficient allowance for the loss of speed1 and the force of the hurrying wind that fills the great mainsail1 is not taken into account4 ,this manoeuvre must1 however1 be executed when the yacht will not go about by turning to windward2 but it is advised to use this method as little as possible1 except in light summer airs in inner harbors1 when it may be executed with impunity and without any danger of mishaps4 ,illustration3 dropping the peak ,we will suppose a yacht is running before the wind on the port tack1 with the main-boom off to its fullest extent2 which is a position that she will reach in turning to leeward1 from any other position1 either close-hauled or running free1 before she can be jibed4 ,it is always safer1 if the wind is at all strong1 to drop the peak before attempting the evolution4 ,dropping the peak consists of letting go the peak-halliards of the mainsail1 so that the outer clew and head of the sail1 that is attached to the gaff1 will be lowered down so as to dangle alongside of the mainmast1 with the gaff pointing to the deck4 ,this makes of the mainsail1 for the time being1 a sort of triangular or leg-of-mutton sail1 and takes off the leverage of the high part1 that the wind might fill in jibing1 and thus press over the yacht dangerously4 7,see diagram47 ,illustration3 ,jibing4 ,after dropping the peak1 commence hauling in upon the main-sheet1 keeping the yacht all the time turned a very little towards the wind on the port side1 till the main-sheet is hauled chock aft1 and the main-boom almost amidships2 then take a good turn with it1 and shift the helm gradually1 till the wind is on the starboard side slightly1 and the sail has filled with a slat upon that tack2 when the main-sheet may be slackened1 the peak hoisted1 and the yacht kept on her course4 ,,beating ,,to ,,windward ,,in ,a ,,tide-,,way4 ,it is very important at times to know how a current sets2 for1 in beating to windward1 it makes all the difference in the world often1 which tack the yacht is upon1 and whether she is heading well up to the tide1 or crossing it at such an angle as to receive its whole force2 and1 being swept to leeward1 the direction of the current will decide which tack to keep the longer upon1 and to make as short as possible the tack that brings the keel at right angles to the current4 ,manage the yacht1 also1 so that1 when the current or tide-way is faced in the place of its greatest strength1 the yacht shall be upon the tack that nearly stems it1 and that she shall be placed upon the unfavorable tack only when she approaches parts of the tide-way where the current may be less strong4 ,a knowledge of the direction of a tide-way1 and how to take advantage of it1 has won many a race4 ,,to ,,take ,,in ,a ,,jib1 ,,and ,,furl ,,it4 ,it is best to first bring to by the wind2 but the jib can be taken in and furled1 with the yacht in different positions4 ,stand by the jib-halliards1 and have the down-haul well manned1 also the lee jib-sheet2 then1 at the command1 ,down jib6 or1 ,let go the jib-halliards6 or1 ,take in the jib6 the halliards are cast off1 the lee jib-sheet eased off1 and the down-haul bowsed upon1 till the head of the jib is snug down to the boom1 when it should be carefully belayed1 and the lee-sheet again made fast1 leaving a little slack for furling4 ,then lay out upon the bowsprit1 on the weather-side1 and pick up the sail from out to leeward1 and furl it to the bowsprit by means of gaskets1 or stops1 or in any way that is arranged for1 being careful1 if the yacht is pitching much1 not to be thrown over the bowsprit to leeward1 if submerged in a sea2 for the person is suddenly lifted by a sea that may reach only to the middle1 and1 if care is not taken1 pitched over the bowsprit and to leeward4 ,having made every thing fast1 lay in1 and set taut the jib-halliards1 and belay them1 and bring the after-clew of the jib amidships1 by setting taut on the starboard and port jib-sheets1 and belaying them1 and coiling down every thing snug4 ,,to ,,take ,,in ,a ,,mainsail1 ,,and ,,furl ,,it4 ,bring the yacht close to the wind1 and haul the main-sheet flat aft1 and belay it carefully2 for1 if it should get adrift whilst the sail was being furled1 some one might be knocked overboard4 ,then stand by the throat and peak-halliards1 and1 at the word ,lower away1 ease away handsomely on each1 taking care not to let the peak drop too fast1 which1 if done1 sometimes causes the hoops to jam1 and the whole sail to stick1 till the peak-halliards are hoisted upon again to clear things4 ,when the sail is wholly down1 make fast the halliards1 and get along on the weather-side of the main-boom1 and pick up the sail by what is called skinning it2 that is to say1 not to haul it up bodily upon the boom1 but by repeatedly taking the canvas1 and shaking it towards one1 it is finally rolled up so as to lay snugly on the boom1 to which it should be fastened by gaskets4 ,the main-boom should then be lifted into a crotch1 if one is used1 and the throat and peak-halliards hauled taut1 and the main-sheet again belayed1 as it will have to be slacked to get the crotch under the boom1 and every thing coiled up snug1 and belayed4 ,,reefing4 ,this consists of the art of reducing the sails of a yacht in heavy weather1 so that she will not be top-heavy1 and be able to stand up bravely against the coming blast4 ,and here let the writer beg all persons who desire to be advised at all1 not to delay reefing too long2 and always put in two reefs rather than one1 if the weather looks very dirty4 ,reefing before bad weather reaches one is quite another thing than trying to reef down in the middle of a thunder-storm in which one has been caught by holding on too long4 ,,to ,,reef ,a ,,jib1 ,,or ,,take ,,off ,,the ,,bonnet4 ,if fitted with a bonnet1 instead of reef-points1 bring the yacht to the wind1 lower away on the jib-halliards1 and bowse on the down-haul1 and lower the jib enough so as to bring the reef-cringle down to the bowsprit2 then1 if a bonnet1 unlace and cast off1 and1 if reef-points1 tie up the sail with them1 and lash the outer clew to the bowsprit1 and cast off the jib-sheet blocks1 and hook the sister-hooks into the reef-cringle2 hoist up the sail1 and trim it4 ,,to ,,put ,,one ,,reef ,,in ,a ,,mainsail4 ,haul down the jib1 bring the yacht to the wind1 haul the main-boom chock aft1 and belay the sheet carefully2 lower away on the throat and peak-halliards till the reef-band is down somewhat lower than the main-boom2 then1 by means of the reef-pennant rove through the reef-cringle on the outer-leach of the sail1 bowse the foot out on the boom1 and lash it fast by passing an earing through the cringle1 and around the boom by several turns1 till the clew of the sail is securely fastened2 then pass an earing from the reef-cringle in the luff of the sail around the main-boom in the same manner1 and commence fastening the reef-points1 either around the main-boom1 or to an iron jack-stay fastened to the boom1 or around the foot of the sail1 according as the yacht may be arranged1 remembering to make each knot a square knot1 and not a granny4 ,after the sail is half lowered in this manner1 so as to get at the reef-band1 c41 the yacht is kept head to sea and hove to1 by placing the tiller towards the lee-side of the yacht1 or what is called hard a-lee1 where it is secured till the vessel is reefed1 and started again on her way4 ,in reefing1 always haul out on the reef-pennant first1 and stretch the foot of the sail1 and then lash the luff next1 and fasten the reef-points last4 ,when the points are all tied1 hoist away on the throat and peak-halliards1 and set the sail4 ,,to ,,take ,,in ,a ,,second ,,reef4 ,proceed in exactly the same manner1 except that1 in first commencing to reef1 two reefs can be taken in one by lowering the sail to the second reef-band1 and proceeding in exactly the same manner as in the first reef1 except that the two extremities of the sail are lashed at the second reef-band cringles2 and1 in tying the reef-points1 no notice is taken of the first reef-points1 but they are stowed with the rest of the sail to the boom1 and are not tied4 ,this taking two reefs in one is often done when caught suddenly and a great reduction of sail is needed at once2 and it is as useful and safe as if one reef above the other had been properly tied1 the only difference being1 that if the weather should moderate1 so that the yacht would need but one reef1 instead of the two she has in1 nothing can be done1 till the weather is enough settled to carry all sail1 towards shaking out the two reefs in one1 which would1 of course1 shake out the whole sail3 and valuable time may be lost for want of more sail1 set2 but1 if it is really needed1 the two reefs in one can be cast out1 and a single reef taken in4 ,illustration3 ,reefed ,sails ,,to ,,shake ,,out ,a ,,reef4 ,bring the yacht to the wind in the same manner as for reefing1 and unknot carefully all the reef-points first1 then cast off the lashing at the luff1 and1 lastly1 the earing at the end of the boom4 ,,chapter ,v4 ,signal-,lights4--,the ,united ,states ,regulations for ,steering and ,sailing1 and the ,rules of the ,road4--,fog-,signals4--,salutes4--,dipp ing ,colors4--,coming alongside4--,quarterdeck ,etiquette4--,useful ,articles of ,cabin ,furniture4--,anchor ,watch4--,method and ,system versus ,disorder4 ,,signal-,,lights4 ,in all night sailing it is important to know the direction in which any passing vessel is proceeding1 and also to be able to give notice of the direction in which one's own yacht is sailing1 or1 if she be at anchor1 to so denote1 so as to avoid collisions2 and1 for this purpose1 law and custom have made certain fixed rules1 the most important of which1 and those that are necessary for usual contingencies1 are here appended4 ,,rules ,,of ,,the ,,road2 ,,or1 ,,steering ,,and ,,sailing ,,rules ,,of ,,the ,,united ,,states4 ,,article #b4--,the lights mentioned in the following articles1 and no others1 shall be carried in all weathers between sunset and sunrise4 ,,lights ,,for ,,steamships4 ,,art4 #c4--;,all steam vessels1 when under way1 shall carry 7a47 ,at the foremast head a bright white light1 so fixed as to show a uniform and unbroken light over an arc of the horizon of twenty points of the compass2 so fixed as to throw the light ten points on each side of the ship1 viz41 from right ahead to two points abaft the beam on either side2 and of such a character as to be visible on a dark night1 with a clear atmosphere1 at a distance of at least five miles4 7b47 ,on the starboard side a green light1 so constructed as to throw a uniform and unbroken light over an arc of the horizon of ten points of the compass2 so fixed as to throw the light from right ahead to two points abaft the beam on the starboard side2 and of such a character as to be visible on a dark night1 with a clear atmosphere1 at a distance of at least two miles4 7c47 ,on the port side a red light1 so constructed as to show a uniform1 unbroken light over an arc of the horizon of ten points of the compass2 so fixed as to throw the light from right ahead to two points abaft the beam on the port side2 and of such a character as to be visible on a dark night1 with a clear atmosphere1 at a distance of at least two miles4 ,,note4,to fix firmly in the mind the side of the vessel on which the lights belong1 the following1 although original1 is recommended3 ,,port ,,wine is red1 and the ,,red ,,light is always on the ,,port ,,side4 7d47 ,the said green and red side-lights shall be fitted with inboard screens1 projecting at least three feet forward from the light1 so as to prevent these lights from being seen across the bow4 ,,lights ,,for ,,steam-,,tugs4 ,,art4 #d4--,steamships1 when towing other ships1 shall carry two bright white masthead lights vertically1 in addition to their side-lights1 so as to distinguish them from other steamships4 ,,lights ,,for ,,sailing-,,vessels4 ,,art4 #e4--,sailing-vessels under way1 or being towed1 shall carry the same lights as steamships under way1 with the exception of the white masthead lights1 which they shall never carry4 ,,exceptional ,,lights ,,for ,,small ,,sailing-,,vessels4 ,,art4 #f4--,whenever1 as in the case of small vessels during bad weather1 the green and red lights cannot be fixed1 these lights shall be kept on deck1 on their respective sides of the vessel1 ready for instant exhibition2 and shall1 on the approach of or to other vessels1 be exhibited on their respective sides in sufficient time to prevent collision1 in such manner as to make them most visible1 and so that the green light shall not be seen on the port side1 nor the red light on the starboard side4 ,to make the use of these portable lights more certain and easy1 they shall each be painted outside with the color of the light they respectively contain1 and shall be provided with suitable screens4 ,,lights ,,for ,,ships ,,at ,,anchor4 ,,art4 #g4--,ships1 whether steamships or sailing-ships1 when at anchor in roadsteads or fairways1 shall1 between sunset and sunrise1 exhibit where it can best be seen1 but at a height not exceeding twenty feet above the hull1 a white light in a globular lantern of eight inches in diameter1 and so constructed as to show a clear1 uniform1 and unbroken light visible all around the horizon1 and at a distance of at least one mile4 ,,lights ,,for ,,pilot-,,vessels4 ,,art4 #h4--,sailing pilot-vessels shall not carry the lights required for other sailing-vessels1 but shall carry a white light at the masthead1 visible all around the horizon2 and shall also exhibit a flare-up light every fifteen minutes4 ,,lights ,,for ,,fishing-,,vessels ,,and ,,boats4 ,,art4 #i4--,open fishing-boats and other open boats shall not be required to carry side-lights required for other vessels1 but shall1 if they do not carry such lights1 carry a lantern having a green slide on the one side1 and a red slide on the other side2 and1 on the approach of or to other vessels1 such lantern shall be exhibited in sufficient time to prevent collision2 so that the green light shall not be seen on the port side1 nor the red light on the starboard side4 ,fishing-vessels and open boats when at anchor1 or attached to their nets1 and stationary1 shall exhibit a bright white light4 ,fishing-vessels and open boats shall1 however1 not be prevented from using a flare-up light in addition1 if considered expedient4 ,,rules ,,governing ,,fog-,,signals4 ,,fog-,,signals4 ,,art4 #aj4--,whenever there is a fog1 whether by day or night1 the fog-signals described below shall be carried and used1 and shall be sounded at least every five minutes1 viz43-- 7a47 ,steamships under way shall use a steam-whistle placed before the funnel1 and not less than eight feet from the deck4 7b47 ,sailing-vessels under way shall use a fog-horn4 7c47 ,steamships and sailing-ships1 when not under way shall use a bell4 ,,steering ,,and ,,sailing ,,rules4 ,,two ,,sailing-,,ships ,,meeting4 ,,art4 #aa4--;,if two sailing-ships are meeting end on1 or nearly end on1 so as to involve risk of collision1 the helms of both shall be put to port1 so that each may pass on the port side of the other4 ,,two ,,sailing-,,ships ,,crossing4 ,,art4 #ab4--,when two sailing-ships are crossing so as to involve risk of collision1 then1 if they have the wind on different sides1 the ship with the wind on the port side shall keep out of the way of the ship with the wind on the starboard side1 except in the case in which the ship with the wind on the port side is close-hauled1 and the other ship free1 in which case the latter ship shall keep out of the way4 ,but if they have the wind on the same side1 or if one of them has the wind aft1 the ship which is to windward shall keep out of the way of the ship which is to leeward4 99 99 99 99 99 ,,sailing-,,ship ,,and ,,ship ,,under ,,steam4 ,,art4 #ae4--;,if two ships1 one of which is a sailing-ship and the other a steamship1 are proceeding in such directions as to involve risk of collision1 the steamship shall keep out of the way of the sailing-ship4 ,,ships ,,under ,,steam ,,to ,,slack ,,speed4 ,,art4 #af4--;,every steamship1 when approaching another ship so as to involve risk of collision1 shall slacken her speed1 or1 if necessary1 stop and reverse2 and every steamship shall1 when in a fog1 go at a moderate speed4 ,,vessels ,,overtaking ,,other ,,vessels4 ,,art4 #ag4--;,every vessel overtaking any other vessel shall keep out of the way of the said last-mentioned vessel4 ,,construction ,,of ,,articles #ab1 #ae1 ,,and #ag4 ,,art4 #ah4--,when1 by the above rules1 one of two ships is to keep out of the way1 the other shall keep her course1 subject to the qualifications contained in the following article3-- ,,proviso ,,to ,,save ,,special ,,cases4 ,,art4 #ai4--;,in obeying and construing these rules1 due regard must be had to all dangers of navigation1 and due regard must also be had to any special circumstances which may exist in any particular case1 rendering a departure from the above rules necessary in order to avoid immediate danger4 ,,no ,,ship ,,under ,,any ,,circumstances ,,to ,,neglect ,,proper ,,precautions4 ,,art4 #bj4--,nothing in these rules shall exonerate any ship1 or the owner or master1 or crew thereof1 from the consequences of any neglect to carry lights or signals1 or of any neglect to keep a proper lookout1 or of the neglect of any precaution which may be required by the ordinary practice of seamen1 or by the special circumstances of the case4 ,the following diagrams are designed to illustrate the use of the lights carried by vessels at sea as prescribed in the ,regulations above1 and the manner in which they indicate to each vessel the position and course of the other4 ,illustration3 vessels approaching ,,fig4 #a 7when the red and green lights are both seen74--,a sees a red and green light ahead4 ,a knows that a vessel is approaching him on a course directly opposite to the one he is steering1 as ,b4 ,if ,a sees a white masthead light above the red and green lights1 he knows that the vessel ,b is a steamer4 ,a should put his helm to port2 and ,b1 seeing the same lights on board of ,a1 should by the same rule put his helm to port also4 ,,fig4 #b 7when the red light only is seen74--,a sees a red light ahead or on the port bow4 ,a knows that either1 first1 a vessel is approaching him on his port bow1 as ,b1 or1 second1 a vessel is crossing his bows to port in some direction1 as ,d ,d' ,d 7,fig4 #c74 ,if ,a sees a white masthead light above the red light1 he knows that the vessel is a steamer1 and is either approaching in the same direction as ,b 7,fig #b71 or is crossing to port in the same direction as ,d ,d' ,d 7,fig4 #c74 ,in the first position 7,fig4 #b7 ,a sees ,b a little on the port bow1 ,b's red light exposed1 and1 by the diagrams1 ,b should see ,a's red light as well2 in which case both vessels should put their helms to port4 ,in the second position 7,fig4 #c7 ,a sees ,d on his starboard bow1 and1 from the fact that he only sees ,d's red light1 he knows that ,d must be steering in some direction1 as at ,d ,d' ,d2 at the same time1 ,d ,d' ,d will see ,a's green light on his port bow4 ,in this case1 ,a1 having ,d clearly on his starboard bow1 should put his helm to starboard to turn from ,d1 and ,d1 having ,a clearly on his port bow1 should put his helm to port to turn to starboard from ,a4 ,,fig4 #d 7when the green light is seen1 and the red light is not seen74--,a sees a green light ahead1 or on his bow4 ,a knows that either1 first1 a vessel is approaching him on his starboard bow1 as ,b1 or1 second1 that a vessel is crossing his bow in some direction to starboard1 as ,d ,d' ,d 7,fig4 #e74 ,if ,a sees a white masthead light above the green light1 ,a knows that the vessel is a steamer1 and is either approaching him in the same direction as ,b1 or is crossing to starboard in some direction1 as ,d ,d' ,d4 ,in the first position ,a sees ,b on his starboard bow1 ,b's green light exposed1 and1 by the diagram1 ,b should see ,a's green light as well2 in which case both vessels should put their helms to starboard4 ,in the second position ,a sees ,d on his port bow1 and1 from the fact that he only sees ,d's green light1 he knows that ,d must be steering in some direction1 as ,d ,d' ,d2 at the same time ,d will see ,a's red light on his starboard bow4 ,in this case ,a1 having ,d clearly on his port bow1 should put his helm to port to turn from ,d2 and ,d1 having ,a clearly on his starboard bow1 should put his helm to starboard to turn to port from ,a4 ,,salutes4 ,when lying in harbor in a well-ordered and disciplined yacht1 considerable ceremony is made in hauling down the colors at sunset1 and hoisting them at sunrise4 ,it is customary to have this done with great exactness1 and to the very minute often1 at which the sun rises or sets1 as ascertained by the nautical almanac1 at the discharge of a swivel or small cannon2 when all the colors aloft1 including the ensign and private signal1 should commence to descend towards the deck together1 and at the same rate of speed4 ,to execute this graceful ceremony it becomes necessary to post two hands at each of the signal-halliards1--one to haul down the color1 the other to check it on its descent1 so as to have it move with the same speed as the ensign1 by which all other colors are regulated2 then1 with two hands to each flag1 with the signal-halliards cast off1 and every thing clear1 and ready to lower away1 another hand is placed at the swivel1 and when the second-hand of one's watch touches the minute of sunset1 the command ,fire6 is given1 and down drop gracefully and slowly all the colors that are aloft4 ,they may be set in the morning in the same way1 or may be made up in a bundle on deck1 and hoisted to their position aloft1 when at a given signal1 or discharge of a cannon1 the stop is jerked asunder1 and they are unfolded to the breeze at the same instant of time4 ,this is a more graceful method than hoisting them up from deck1 which1 at the best1 causes a jerky movement of the bunting4 ,in a sloop-yacht the ensign is carried always at the end of the gaff1 when hoisted2 and the burgee1 or private signal1 at the topmast head4 ,when passing a vessel at sea that has her colors set1 it is always courtesy to bend on one's own1 and1 as the nearest point is reached1 lower the ensign half way towards the deck1 and then hoist it back again to its position at the peak4 ,this is called dipping the colors2 and the smaller vessel should always be the one to offer the courtesy first4 ,if a man-of-war is met1 care should be taken to be always the first2 and here it is proper to dip one's ensign three times1 as is it also to any large and important vessel1 such as an ,european steamer moving along in all her majesty3 she will not neglect to answer the politeness4 ,in entering harbor1 especially if there are other yachts lying at anchor1 it has become customary1 at the same moment that the anchor is dropped1 to discharge a gun announcing one's arrival2 and1 if there are other yachts present to whom the yacht is known1 she will receive probably a salute from each in return4 ,in coming alongside of a yacht at anchor1 all persons who are not guests of the captain1 or especially invited1 or of some rank or consequence1 should come to the port gangway4 ,the starboard side of a vessel at anchor is the captain's side1 as is that side of the deck which is the windward-side when she is under way4 ,ladies always come on board on the starboard side1 if the yacht be large enough to enter into all these niceties of quarterdeck etiquette4 ,every yacht that is large enough to admit of it should be fitted with a ship's clock with watch movement1 a swinging-lamp1 and an aneroid barometer2 all of which are of great use1--the clock to give the time which courses have been sailed2 the lamp1 light to the chart upon the table2 and the barometer1 admonition of a change in the weather4 ,it is of great importance that an anchor-watch1 as it is called1 should be kept on all yachts1 for many reasons4 ,for instance1 to see that none of the sails get adrift in the night1 should it come on to blow2 and to see that the anchor holds well1 or to pay out more cable1 if necessary2 to watch the lantern in the fore-rigging1 and take care that it does not go out1 leaving the yacht at the mercy of the first lumber-man that may come pitching into her4 ,do not anchor too near the shore1 so that good sea-room cannot be obtained1 should it be desired to get under way1 to run out of the harbor1 or to pay out cable to hold on4 ,it is very easy to row to the shore in a tender1 with the yacht well out1 but very hard to make an inch sometimes1 when it becomes a lee-shore4 ,these may seem trivial matters to be so careful about2 but it is looking out for all contingencies1 and yet being without a particle of fear1 that makes the true yachtman1--always ready1 and every thing always on hand4 ,it is for this very reason of being prepared1 that fear is driven out2 whilst1 with the careless one1 in times of emergency the ropes foul1 the gaskets are missing1 the anchor is not bent on1 the lamp wants oil1 the lead-line can't be found1 and the jib-halliards1 not being properly belayed and coiled down1 unreve from the masthead block1 and every thing is at sixes and at sevens4 ,,chapter ,,vi4 ,cross-,bearings4--,two ,examples4--,table of ,proportional ,distances4--,table for ,determining the ,distance that an ,object at ,sea can be seen in ,statute ,miles4--,determining ,distance by the ,flash of a ,gun4--,to find the ,difference between the ,true and ,apparent ,direction of the ,wind4--,to find the ,distance of an ,object on ,shore from the ,yacht1 by two ,bearings of the ,compass4--,use of the ,charts4--,soundings4--,lead-,line4--,ei ght ,bells and ,watch and ,watch4--,boxing the ,compass4--,velocity of the ,wind4--,the ,log ,reel and ,half-minute ,glass4--,buoys4 ,,cross-,,bearings4 ,perhaps there is nothing more useful in simple coast-sailing and entering harbors than to know how to find one's exact position upon the chart1 at a moment's notice1 by means of taking what is called cross-bearings4 ,nothing is necessary for this purpose1 but a pair of parallel-rulers1 a compass1 and a sight of any two well-defined objects in view1 that may be known upon the chart by their general relative positions1 such as lighthouses1 lightships1 buoys1 churches1 headlands1 c4 ,the parallel-rulers are two rulers attached by means of two brass swivels1 so that they can be moved over the surface of a chart in any parallel direction to that from which they are first started2 and are used to define direction upon any part of the chart4 ,for instance1 being placed upon the printed compass upon the chart1 say upon the line of ,n4,w4 and ,s4,e41 they can be moved about the chart1 carrying this same direction ,n4,w4 and ,s4,e41 to any other part of the chart4 ,the two objects decided upon to be taken should be in such a direction as to form somewhat nearly a right angle with the yacht to obtain the most perfect results4 ,all depends upon the aptitude with which the observer can line the object to be observed1 i4e41 its bearing by compass4 ,the writer knows of nothing so important and useful as this simple method of knowing just where one is at any moment1 and thus be enabled to know just how to steer to avoid all dangers4 ,these sights1 or cross-bearings1 can be taken every ten minutes with ease in fine weather1 and the position of the yacht exactly defined4 ,,example ,i4 7see diagram1 ,fig4 #a74--;,bring the compass in its box on deck 7it should be of large size1 so as to guide the eye2 and small pocket-compasses are useless for this purpose71 and1 standing behind it1 line with the eye with great care the bearing of the north lighthouse by the compass1 this we will suppose to be ,n4,w4 by ,n42 mark this upon a slip of paper1 and then move the person so as to see the south lighthouse in the same way across the face of the compass1 which is always between the observer and the object to be observed2 and line the bearing of this lighthouse by compass1 in the same manner1 which we will suppose to be ,s4,w4 ,with these two results marked upon paper1 refer to the chart1 and place the parallel-rulers upon the printed compass1 designed upon the chart1 upon the line of ,n4,w4 by ,w4 and ,s4,e4 by ,s4 7its opposite71 and move them by means of the pivots till one part of them rests upon north lighthouse2 then draw a line of indefinite length upon the chart4 ,take up the rulers1 and in the same manner place them upon the printed compass on the chart1 on the line of ,s4,w4 and ,n4,e41 and carry them forward1 keeping this angle1 till some part rests upon south lighthouse2 then draw a line which will at some point intersect the former line1 which1 if the bearings have been correctly taken1 will be the exact position of the yacht at the time of the observation4 ,illustration3 ,fig4 #a4 ,illustration3 ,fig4 #b4 ,it will be shown too1 by experiment1 that considerable variation of the bearings1 when the angle is large1 may be made1 without changing very much the position of the yacht1 proving how valuable this process is for practical use1 as a considerable error in the bearings will still enable one to know almost exactly the position of the yacht2 whilst a good observation will give it exact4 ,,example ,,ii4 7see diagram ,fig4 #b74--,placing the compass in front of the observer1 it is found that the lighthouse bears ,w4 by compass1 and that the lightship bears ,s4 ,w4 by ,s4 ,with these two bearings we consult the chart1 and lay off the two lines by means of the parallel-rulers2 and1 if the chart gives the distance in miles of the lightship from the lighthouse1 then1 by means of a common rule of equal parts1 we shall be able to measure the distance of the yacht from the lighthouse or from the lightship4 ,at the foot of most charts1 however1 will be found a scale of miles1 and1 having once ascertained the exact position of the yacht by means of cross-bearings1 it will be very easy1 with a pair of dividers1 to find its distance in miles from any desired object within view1 or designed upon the chart1 and1 by the use of the parallel-rulers1 the course1 by compass1 that should be sailed to reach any desired point4 ,it is often useful to know how many geographical or nautical miles1 which measure at the equator #f1jhf4d feet in length1 are contained in a degree of longitude at different latitudes2 that is to say1 a degree of longitude east or west of #hi deg4 ,n4 latitude is only #a4je nautical mile in length2 and yet1 in another sense1 this #a4je is #fj miles1 or one degree in length3 hence the following table3-- ,a ,,table ,,showing1 ,,for ,,several ,,degrees ,,of ,,latitude1 ,,how ,,many ,,miles ,,distant ,,the ,,two ,,meridians ,,are ,,whose ,,difference ,,of ,,longitude ,,is ,,one ,,degree4 ---------------------------------------- ,,lat4,,miles4,,lat4,,miles4,,lat4,,mile s4,,lat4,,miles4 ---------------------------------------- #ae #eg4if #bf #ec4ic #cg #dg4ib #dh #dj4ae #af #eg4fh #bg #ec4df #ch #dg4bh #di #ci4cf #ag #eg4ch #bh #eb4ih #ci #df4fc #ej #ch4eg #ah #eg4jf #bi #eb4dh #dj #de4if #ea #cg4gf #ai #ef4gc #cj #ea4if #da #de4bh #eb #cf4id #bj #ef4ch #ca #ea4dc #db #dd4ei #ec #cf4aa #ba #ef4ja #cb #ej4hh #dc #dc4hh #ed #ce4bg #bb #ee4fc #cc #ej4cb #dd #dc4af #ee #cd4da #bc #ee4bc #cd #di4gd #de #db4dc #ef #cc4ee #bd #ed4ha #ce #di4ae #df #da4fh #eg #cb4fh #be #ed4ch #cf #dh4ed #dg #dj4ib #eh #ca4hj ---------------------------------------- ,,table ,,for ,,determining ,,the ,,distance ,,that ,,objects ,,at ,,sea ,,can ,,be ,,seen ,,in ,,statute ,,miles4 ,,note4--,enter the table in the column of height in feet1 which represents the height of the observer above the sea2 and opposite to it1 in the column of miles1 will be the result4 ,a3 ,,height ,,in ,,feet4 ,b3 ,,miles4 ---------------------------------------- -------- ,a ,b ,a ,b ,a ,b ,a ,b ,a ,b ,a ,b ---------------------------------------- -------- #a #a4cb #ac #d4gg #be #f4fa #cg #h4je #di #i4bfajeac4ef #b #a4hg #ad #d4ie #bf #f4ge #ch #h4af #ej #i4ceaajac4hh #c #b4bi #ae #e4ab #bg #f4hg #ci #h4bf #ee #i4haaaead4ai #d #b4fe #af #e4bi #bh #g4jj #dj #h4cg #fjaj4beabjad4di #e #b4if #ag #e4de #bi #g4ab #da #h4dg #feaj4fgabead4gi #f #c4bd #ah #e4fa #cj #g4be #db #h4eg #gjaa4jgacjae4jh #g #c4ej #ai #e4gg #ca #g4cg #dc #h4fh #geaa4dfaceae4cg #h #c4gd #bj #e4ib #cb #g4dh #dd #h4gh #hjaa4hcadjae4fe #i #c4ig #ba #f4jf #cc #g4fj #de #h4hg #heab4bjadeae4ic #aj #d4ah #bb #f4ba #cd #g4ga #df #h4ig #ijab4eeaejaf4bj #aa #d4ci #bc #f4cd #ce #g4hc #dg #i4jg #ieab4hiafjaf4gc #ab #d4eh #bd #f4dh #cf #g4id #dh #i4agajjac4bcagjag4be ---------------------------------------- -------- ,,example ,i4--,sailing along in the yacht ,firefly1 from the top of the house on which ,i was standing1 which brought my eyes to about #ab feet above the level of the sea1 ,i observed seaward the head of a gaff-topsail that evidently belonged to a yacht of about ten tons1 and was therefore estimated to be about #de feet from the level of the sea4 ,how far were these vessels from each other8 ,in the table1 ,opposite #ab feet stands #d4eh miles ,opposite #de feet stands #h4hg ----- ,distance apart #ac4de miles ,,example ,,ii4--,sailing towards the land1 ,i mounted the shrouds of my yacht till my eye was about #af feet above the level of the ocean1 where ,i sighted the top of a known lighthouse that ,i was looking for1 which the chart informed me was #ade feet above the level of the sea4 ,required the distance of the lighthouse4 ,in the table1 ,opposite #af feet stands #e4bi miles ,opposite #ade feet stands #ae4ic ----- ,distance #ba4bb miles ,upon seeing the flash of a gun ,i counted #cj seconds by a watch before ,i heard the report4 ,how far was the gun from me1 supposing that sound moves at the rate of #a1adb feet per second8 ,the velocity of light is so great1 that the seeing of any act done1 even at the distance of a number of miles1 is instantaneous4 ,but by observation it is found that sound moves at the rate of #a1adb feet per second1 or about one statute mile in #d4f seconds3 consequently the number of seconds elapsed between seeing the flash and hearing the report being divided by #d4f will give the distance in statute miles4 ,in the present example the distance was about #f-a_/b miles1 because #cj divided by #d4f gives #f-a_/b nearly4 ,to find the difference between the true and apparent direction of the wind4 ,illustration3 triangle ,suppose that a yacht moves in the direction ,c ,b from ,c to ,b1 while the wind moves in its true direction from ,a to ,b1 the effect on the boat will be the same as if she be at rest1 and the wind blow in the direction ,a ,c with a velocity represented by ,a ,c1 the velocity of the yacht being represented by ,b ,c4 ,in this case1 the angle ,b ,a ,c will represent the difference between the true and apparent direction of the wind1 the apparent being more ahead than the true2 and1 the faster the vessel goes1 the more ahead the wind will appear to be4 ,we must1 however1 except the case where the wind is directly aft1 in which case the direction is not altered4 ,it is owing to the difference between the true and apparent directions of the wind that it appears to shift its direction by tacking ship2 and if the difference of the directions be observed when on different boards 7the wind on both tacks being supposed to remain constant1 and the yacht to have the same velocity1 and to sail at the same distance from the wind71 the half-difference will be equal to the angle ,b ,a ,c4 ,by knowing this1 together with the velocity of the yacht ,b ,c1 and the angle ,b ,c ,a1 we may obtain the true velocity of the wind2 or by knowing the velocity of the wind and of the yacht1 and the apparent direction of the wind1 we may calculate the difference between the true and apparent directions of the wind4 ,thus1 if the velocity of a yacht1 represented by ,b ,c1 be #g miles per hour1 that of the wind1 represented by ,a ,b1 #bg miles per hour1 and the angle with the yacht's course1 with the apparent direction of the wind ,b ,c ,a1 equal to #g-a_/b points1 the difference between the true and apparent directions of the wind will be obtained by drawing the line ,b ,c1 equal to #g-a_/b points2 then with an extent equal to #bg miles1 taken from the scale1 and with one foot in ,b1 describe an arc1 to cut the line ,a ,c in ,a2 join ,a ,b2 then the angle ,b ,a ,c1 being measured1 will be the required difference between the true and apparent directions of the wind4 ,sailing in my yacht1 ,i saw a lighthouse bearing ,e4 by ,n41 and1 after sailing #ad miles ,n4 by ,w41 it bore ,s4 ,e4 ,required the distance of the yacht from the lighthouse at both stations4 ,,solution4--,describe the compass ,e4 ,s4 ,w41 and let its centre ,x represent the place of the yacht at the first station2 draw the ,n4 by ,w4 line1 ,x ,y1 equal to #ad miles1 and ,y will represent the second station4 ,illustration3 distance calculations ,draw the line ,e4 by ,n41 ,x ,z1 of an indefinite length1 and the line ,y ,z parallel to the ,s4 ,e4 and ,n4 ,w4 line of the compass3 the point of intersection ,z will represent the place of the lighthouse1 and the distance ,y ,z1 being measured by the same scale of equal parts with which the #ad miles of course is laid off1 will be found to be #af-c_/d miles1 and ,x ,z #i-a_/d miles4 ,,use ,,of ,,the ,,charts4 ,charts can be purchased1 at a very reasonable rate1 of all the important harbors and the whole coast-line of the ,united ,states4 ,they come nicely backed with cloth1 so as to stand considerable hard sea-usage4 ,they should be kept1 when not in use1 rolled up in a large tin box made for the purpose1 or a long1 narrow wooden trunk1 called a chart-box4 ,in using charts1 great care should be taken to see whether or not the courses laid down to be sailed are magnetic ones2 that is1 with the variation of the compass allowed4 ,such is usually the case2 but there are charts made where the variation of the compass must be allowed to make the courses true4 ,always carefully read all the notes upon the margins of a chart3 one will often run across an item of the greatest interest or importance4 ,nearly all charts of harbors and the coast-line will be found with two scales of miles upon them2 one being marked statute miles1 and the other nautical miles4 ,now1 the difference is this1 the scale that is marked statute miles means a mile of #cbj rods of #af-a_/b feet each1 or #a1gfj yards of #c feet each1 or #e1bhj feet2 whilst a nautical mile means the sixtieth part of a degree of the earth's surface measured at the equator1 which is about #f1jhf4d feet in length4 ,,soundings ,are very regular upon the ,american coast2 and if the time of tide be known1 and the note concerning soundings1 on the margin of the chart1 consulted1 one can often1 when caught in a fog1 tell quite correctly the position of the yacht1 its general place upon the chart being known4 ,,the ,,lead-,,line4--,for the purpose of getting soundings1 the lead-line must be used1 of which there are two kinds1--the dipsey lead1 i4e41 the deep-sea lead1 and the hand lead4 ,the deep-sea lead consists of a lead sinker1 usually about twenty-five pounds in weight1 the lower part of which is hollowed out1 and filled with tallow1 when it is said to be armed3 this is for the purpose of bringing up a specimen of the bottom which it strikes upon in its descent1 often thus aiding the navigator in determining his position4 ,the line to which this lead is attached is coiled up in a half-barrel or tub1 and is usually a hundred fathoms in length1 a fathom being six feet4 ,it is generally as large as one's little finger1 and is laid up in what sailors call a left-handed coil1 the opposite to most other ropes in common use4 ,it is marked up to twenty fathoms in the same manner as the hand lead-line1 and then one knot for every ten fathoms1 and a strip of leather for each five fathoms4 ,the manner of casting the deep-sea lead is to bring the yacht to the wind1 and as nearly stationary as possible1 when the lead is taken by hand outside of all the rigging1 forward on the weather-side1 the tub remaining aft2 the person forward then casts the lead as far as possible ahead of the yacht1 singing out at the same moment1 ,watch6 ,oh1 watch6 and the person aft at the tub allows the line to be taken out by the lead in its descent as fast as possible2 and when it reaches the bottom he hauls it carefully up till his hand hits upon the knots1 the number of which determines the depth2 the yacht is then kept on her course1 and the line hauled in over the stern1 and coiled down in the tub1 as it comes in1 for immediate use again4 ,when the lead arrives on deck1 it is unbent from the lead-line1 the arming examined and scraped off1 ready for a new cast4 ,,heaving ,,the ,,hand ,,lead4--,the hand lead is used in a different manner1 and is the most perfect instrument yet devised to warn the yachtsman or sailor of unknown dangers and the rapid shoaling of the water1 or approach to some unknown or unexpected shoal4 ,custom has1 from time immemorial1 marked the lead-line in a peculiar and1 the writer does not hesitate to say1 ridiculous manner1 which can be understood by the initiated only4 ,but that it may be done according to ,gunter1 and in ship-shape and ,bristol fashion1 the following explanation is given3-- ,heaving the lead is done usually by a person who is placed in the main-chains for that purpose1 on the weather-side1 or1 in smaller craft1 on deck1 forward1 just clear of the shrouds4 ,it is thrown whilst the yacht is under way1 and being kept on her course1 and the results announced in a singing voice by the one casting2 and1 when the water becomes too shoal1 the yacht is put about1 and stands off from the danger which she was approaching4 ,the one casting the lead takes hold of the line at about a fathom from it1 and swings it to and fro till enough velocity is gained to swing it over his head2 when at the right angle it is released1 and flies forward in the air1 striking the water far in advance of the yacht and the bottom1 before the yacht reaches the place where it struck the water1 so that the line may be kept perpendicular for a moment from the yacht to the bottom of the sea1 and the distance measured by means of marks upon the lead-line1 which are as follows3-- ,at #a fathom one knot4 #b two knots4 #c three knots4 #d nothing4 #e a white rag4 #f nothing4 #g a red rag4 #h nothing4 #i nothing4 #aj leather with one hole4 #aa one knot4 #ab two knots4 #ac nothing4 #ad nothing4 #ae white rag4 #af nothing4 #ag red rag4 #ah nothing4 #ai nothing4 #bj leather with two holes4 ,those that are marked are called marks1 the others1 deeps2 and a lead-line as above consists of eleven marks and nine deeps4 ,if the mark of three fathoms is near the surface of the water1 the caster sings out1 ,by the mark three6 or1 if such be the case1 ,by the deep eight6 and1 should he consider the depth to be a quarter or half more than any particular number1 he sings out1 ,and a quarter six6 or1 ,a half five6 c4 ,if the depth is estimated to be three-quarters more than any particular number1 he calls it a quarter less than the next higher number2 thus1 at two fathoms and three-quarters1 he sings out1 ,a quarter less three6 ,for all practical purposes a lead-line twenty fathoms in length1 but marked only to ten fathoms1 will be the most useful for yachts and small sail-boats4 ,this line should be marked as follows3-- ,at #a fathom one knot4 #b two knots4 #c three knots4 #d four knots4 #e white rag4 #f six knots4 #g red rag4 #h blue rag4 #i nothing4 #aj piece of leather4 ,a small piece of white rag may also be inserted at the half-fathoms between two and three4 ,,eight ,,bells1 ,,and ,,watch ,,and ,,watch4 ,time at sea is divided differently than on shore2 and the day commences at twelve o'clock1 noon4 ,the reason of this is1 that at that time usually1 at sea1 the navigator determines and ascertains the position of the ship1 hence the true time2 and the clock is corrected from the difference in longitude from noon of the preceding day4 ,the time of twelve o'clock is denoted by striking the vessel's bell eight times in a peculiar manner1 thus3 by sets of twos1 one1 two1 rapidly following each other1 then a pause of three or four seconds1 and then the next set of twos1 thus3 one1 two--one1 two--one1 two--one1 two2 whilst seven bells would be struck thus3 one1 two--one1 two--one1 two--one2 and three bells3 one1 two--one2 four bells3 one1 two--one1 two4 ,this system of eight strokes of the bell does for the whole twenty-four hours1 each stroke denoting one half-hour3 hence eight bells cover a space of four hours1 which is termed a watch1 and1 if each watch was four hours long1 of course there would be six such watches in the twenty four hours2 and the crew1 divided as they always are into starboard and port watches1 would1 during the whole voyage1 have just the same hours on deck4 ,that is to say1 the starboard watch would come on deck at twelve o'clock noon every day of the voyage1 and stay till four ,p4,m4 ,this would not be fair to the other watch2 and to avoid this repetition1 and to divide the time differently each day1 the hours from four to eight in the afternoon are divided up into what are called dog-watches of two hours each1 which breaks up the daily regularity1 and changes the hours2 so that the starboard watch who happen to be on deck from twelve to four ,p4,m4 one day are the next day below during the same hours1 and the port watch on deck2 and thus the same watches come round every forty-eight hours4 ,after the bell is struck at twelve noon by order of the navigator or sailing-master1 the time will be kept as follows3-- #ab4jj o'clock1 noon #h bells4 #ab4cj ,p4,m4 #a bell4 #a4jj #b bells4 #a4cj #c #b4jj #d ,afternoon #b4cj #e ,watch4 #c4jj #f #c4cj #g #d4jj #h #d4cj #a bell4 #e4jj #b bells4 ,first ,dog-,watch4 #e4cj #c #f4jj #d #f4cj #e #g4jj #f ,second #g4cj #g ,dog-,watch4 #h4jj #h #h4cj #a bell4 #i4jj #b bells4 #i4cj #c #aj4jj #d ,first #aj4cj #e ,night-,watch4 #aa4jj #f #aa4cj #g #ab4jj midnight #h #ab4cj ,a4,m4 #a bell4 #a4jj #b bells4 #a4cj #c ,second #b4jj #d ,night-,watch4 #b4cj #e #c4jj #f #c4cj #g #d4jj #h #d4cj #a bell4 #e4jj #b bells4 #e4cj #c #f4jj #d ,morning-,watch4 #f4cj #e #g4jj #f #g4cj #g #h4jj #h #h4cj #a bell4 #i4jj #b bells4 #i4cj #c #aj4jj #d ,forenoon-,watch4 #aj4cj #e #aa4jj #f #aa4cj #g #ab4jj noon #h ,in cases of emergency1 usually to take in sail1 whether by night or day1 ,all hands on deck to take in sail1 ahoy6 ,heave up my hearties6 is bellowed into the forecastle1 and comes to the ears of the unwilling sleepers of the watch below4 ,,boxing ,,the ,,compass ,is the term used for repeating the thirty-two points of the compass-card by memory from the right hand to the left1 7and then back again17 commencing at north1 and proceeding to north by east1 north1 north-east1 c4 ,it is necessary that the amateur and young salt should acquire this1 if he desires to ever be able to make use of the most simple problems in boat-sailing1 the use of the charts1 the finding of the position of the yacht by cross-bearings1 c4 ,in fact1 it is indispensable2 and the task should be commenced at once4 ,it should not be gotten by rote1 without rhyme or reason2 but1 in repeating the names of the points1 the compass-card1 or a printed imitation of it1 should always be kept before the eye4 ,see frontispiece4 ,after acquiring the regular thirty-two points1 the subdivision of quarter and half points are to be gone into4 ,the smallest division used in navigation is a quarter of a point2 thus your course may be ,n4 by ,e4 #a_/d ,e41 or ,n4 by ,e4 #a_/b ,e41 or ,n4 by ,e4 #c_/d ,e42 but no smaller subdivision is ever made between two courses than one-quarter of a point4 ,this is as near as the yacht can be kept to her course1 and is as near as the eye can line a course in an observation for cross-bearings4 ,if1 however1 one desires more minuteness1 it may be well to state that each point of the compass contains #aa deg4 #ae'1 or #cfj deg4 for the whole thirty-two points4 ,the names of the points of the compass1 commencing at north1 and going towards east1 are as follows4 ,the principal points1 as they are called1 which are marked larger than the others on the compass-card1 are here designated by capitals4 #a4 ,,north ,n4 #b4 ,north by east ,n4 by ,e4 #c4 ,north1 north-east ,n4,n4,e4 #d4 ,north-east by north ,n4,e4 by ,n4 #e4 ,,north-,,east ,n4,e4 #f4 ,north-east by east ,n4,e4 by ,e4 #g4 ,east1 north-east ,e4,n4,e4 #h4 ,east by north ,e4 by ,n4 #i4 ,,east ,e4 #aj4 ,east by south ,e4 by ,s4 #aa4 ,east1 south-east ,e4,s4,e4 #ab4 ,south-east by east ,s4,e4 by ,e4 #ac4 ,,south-,,east ,s4,e4 #ad4 ,south-east by south ,s4,e4 by ,s4 #ae4 ,south1 south-east ,s4,s4,e4 #af4 ,south by east ,s4 by ,e4 #ag4 ,,south ,s4 #ah4 ,south by west ,s4 by ,w4 #ai4 ,south1 south-west ,s4,s4,w4 #bj4 ,south-west by south ,s4,w4 by ,s4 #ba4 ,,south-,,west ,s4,w4 #bb4 ,south-west by west ,s4,w4 by ,w4 #bc4 ,west1 south-west ,w4,s4,w4 #bd4 ,west by south ,w4 by ,s4 #be4 ,,west ,w4 #bf4 ,west by north ,w4 by ,n4 #bg4 ,west1 north-west ,w4,n4,w4 #bh4 ,north-west by west ,n4,w4 by ,w4 #bi4 ,,north-,,west ,n4,w4 #cj4 ,north-west by north ,n4,w4 by ,n4 #ca4 ,north1 north-west ,n4,n4,w4 #cb4 ,north by west ,n4 by ,w4 ,if any one desires to be very salt1 he will pronounce these points as follows3-- ,nor'1 nor'-west ,n4,n4,w4 ,noothe by east ,n4 by ,e4 ,sou' by west ,s4 by ,w4 ,sou'1 sou'-west ,s4,s4,w4 ,and1 in fact1 the above is the way that they are pronounced by all sailors4 ,it should be remembered that the compass does not move2 that is to say1 the yacht moves1 which seemingly makes the card in the compass-box revolve4 ,it is absolutely an optical illusion to land-lubbers and except by the jar of the yacht1 or by pitching about in a heavy sea1 the compass-card does not revolve1 but is stationary1 and it is the change of the course of the yacht which seems to give it motion4 ,,to ,,place ,a ,,compass ,,to ,,steer ,,by4 ,the periphery of the circular casing in which the card revolves should be marked plainly with a perpendicular black line2 and this black line should1 by moving the compass-box1 be brought to bear in a direct line with the keel of the yacht1 and the box secured in that position4 ,one has then only to move the helm to bring each and every point on the compass-card opposite to this black mark on the compass-box1 and1 having once brought the point needed to this position1 keep it there by moving the helm when necessary2 and this act of keeping it there is called keeping the vessel on her course4 ,for instance3 if the wind allows1 suppose by the chart it is desired to steer ,n4,e41 to reach a certain place4 ,go on deck1 and1 by moving the helm1 bring the ,n4,e4 point of the compass-card opposite to the black perpendicular mark on the compass-casing1 and keep on your way1 after having trimmed your sails so as to hold the wind properly4 ,the yacht will not keep on ,n4,e4 exactly1 but will yaw to and fro1 which will seem as if the compass-card was moving2 and this will occur more or less according to the roughness of the water4 ,and1 if one looks too much to the compass1 the yacht will be off the course before the compass shows it3 it is therefore well1 if possible1 to get some bearing1 miles ahead1 that cuts the weather-shrouds or jib-stay1 when the yacht is on her course2 then1 by looking at that1 one can easily see when she is off her course1 casting an eye to the compass once in a while4 ,in the night-time very fine steering can be done by picking out a star1 and steering by it1 after getting it to range on some part of the yacht4 ,steering by a compass is a great accomplishment3 few amateurs do it well4 ,it used to be said at sea1 that the best helmsmen looked at the head of the vessel oftener than the compass1 and were thus enabled to check with the helm any disposition of the vessel to leave the true course1 long before the departure was shown by the compass-card4 ,,velocity ,,of ,,wind4 ,generally speaking1 a wind that blows sixteen miles an hour is called a fresh breeze4 ,one that blows eighteen miles an hour calls for a single reef2 and twenty miles1 a close reef4 ,twenty-four miles an hour is a gale2 whilst thirty miles an hour is a fresh gale4 ,,the ,,log1 ,,reel1 ,,and ,,half-,,minute ,,glass4 ,this method of ascertaining how fast the yacht is moving through the water1 and hence to calculate her position1 has been almost done away with by the use of what is termed the patent log1 which is now almost universally used1 and which consists of a small propeller of brass1 which is towed astern1 and records its own revolutions on dials4 ,but1 to enable one to use the common log-line and glass1 the following description is written3 ,the half-minute glass is of the same form as an hour-glass1 and contains such a quantity of sand as will run through its neck in twenty-eight seconds of time2 or a watch with a second-hand may be used1 if the glass is not handy4 ,the log is a piece of thin board of a quadrantal form1 about the size and shape of a quarter-section of the bottom of a common water-pail1 loaded on the circular side with enough lead to make it swim upright in the water4 ,to this is fastened a line1 about one hundred and fifty fathoms in length1 called the log-line1 which is divided into intervals called knots1 and is wound on a reel which turns very easily4 ,to ascertain the velocity at which the yacht is sailing is called heaving the log1 and is performed as follows3 one person holds the reel1 and another the half-minute glass1 whilst a third throws the log over the stern on the lee-side2 and1 when he observes that the stray line has run off 7which is about ten fathoms71 and the first mark 7which is generally a red rag7 has passed the stern1 he sings out1 ,turn3 the glass-holder answers1 ,turn1 and1 watching the glass1 the moment it has run out1 sings out1 ,stop4 ,the reel being immediately stopped1 the last mark run off shows the number of knots that the yacht has sailed during the last hour1 if the wind has been constant4 ,the log-line is marked as follows3 allow ten fathoms for stray line1 and then insert a red rag1 and at every #dg4f feet mark the line as follows3 at one1 one leather2 at two1 two knots2 at three1 three knots2 and also have a small mark at each half-knot1 and so on to ten and twelve knots4 ,the principle of the log-line is1 that a knot is the same part of a sea-mile that half a minute is of an hour3 therefore the length of a knot should be one hundred and twentieth the length of a sea-mile1 or fifty-one feet2 but1 as it is more convenient to have the knot divided into eight parts of six feet each1 the proportional reduction is necessary in the half-minute glass4 ,,buoys4 ,in entering harbors1 the red buoys are to be left upon the starboard hand1 and the black buoys upon the port hand4 ,,man ,,overboard4 ,throw overboard at once any light object that will float1 such as a stool1 oar1 boat-hook1 or life-preserver1 for him to grasp2 then bring the yacht at once to the wind and heave her to1 and pick up the man with the tender1 or by going about and standing for him4 ,don't look out astern for the man where he disappeared1 but out on the beam1 which will be his position when the yacht is brought to the wind4 ,,chapter ,,vii4 ,,practical ,,hints ,,on ,,boat-,,sailing4 ,remember1 in the first place1 that no small boat fit to be called a sail-boat can capsize1 unless the sail is confined by the sheet being made fast4 ,if the sail is loose1 and the boom1 or lower leach of the sail1 as the case may be1 can move in a direction parallel to the wind1 or in the wind's eye as sailors would say1 the boat cannot be upset by an ordinary gust of wind4 ,in other words1 in all fore-and-aft sails1 such as are used almost the world over for small sail-boats1 the sheet1 or rope that confines the after-part of the sail to the stern-part of the boat1 is the key to the whole science of boat-sailing4 ,if one knows how to use the sheet properly1 one knows how to sail a boat with comparative safety4 ,of course it is supposed that he should also understand flaws of wind and their effects4 ,it is the flaws of wind caught by the sail--more than it can bear--that capsize a boat2 and1 if the wind that has force enough to do this could be spilled out of the sail1 the boat would be immediately relieved4 ,therefore to insure safety1 the person steering a boat should never belay the sheet1 but keep it in hand1 so as to be able to slack it off gradually1 or cast it off entirely at a moment's notice4 ,to do this1 only one turn should be taken round the cleat2 so that the sheet will slip under the force of a gust of wind1 when the hand retaining it in place slackens it in the slightest degree4 ,if the whole sail points towards the wind's eye1 it no longer has any effect upon the boat4 ,the sail then shakes in the wind exactly as a flag does from the top of a flag-staff1 the wind passing by on both sides4 ,should the sheet be hauled aft1 the sail would be filled with wind upon one side1 and1 if the wind had strength to overcome the gravity of the boat1 capsize her4 ,or1 if the boat is so heavy ballasted that its gravity cannot be readily overcome1 the mast or sail are liable to be carried away1 and danger incurred on account of the towing mast and sail4 ,these would most likely draw the boat into the trough of the sea1 where she would be swamped almost instantly4 ,it does not follow1 because the slacking of the sheet is a safe thing to do1 that it should always be done4 ,with boatmen who are thoroughly practised1 it seldom is done2 for they can obtain the same result with the rudder by bringing the boat into the wind until the sail shakes1 with the sheet still fast4 ,this gives more control of the boat than would be the case if the boom were out to leeward1 perhaps dragging in the water1 on account of the pressure of the wind upon the hull and mast4 ,the very best thing to do in a sudden squall is to use a modification of both these methods2 i4e41 slack off the sheet for a foot or two1 so that the sail1 before it can fill with wind1 will be at such an angle with the hull1 that the shock upon the latter cannot be great4 ,this gives one more command of the boat1 and insures quicker movement of the hull1 and hence quicker obedience to the helm1 should a sudden change occur4 ,this slacking of the sheet also prevents the boat from going about on the other tack1 should she be brought too suddenly to the wind4 ,with an experienced hand at the helm1 unless the squall is very severe1 there is no need of luffing so as to shake the sail to any great degree4 ,the slightest movement of the tiller will keep the sail just quivering in the wind1 the boat still advancing1 so that she will not lose steerage-way2 thus enabling one to at once luff up nearer to the wind1 or change the boat's position rapidly1 should the wind1 which is often the case1 shift its direction suddenly4 ,nothing is of more importance than to keep steerage-way on the boat1 as it is only in the utmost emergency that the sheet should be slacked wholly off1 and the headway lost4 ,if the boat is well under command when the squall is seen advancing1 then the method of steering into the wind's eye may be safely adopted1 and is1 in fact1 the better and more seamanlike method4 ,in small sail-boats on ponds1 or arms of the sea1 when a thunder-shower is coming up1--which can always be seen in time1--it is1 as a rule1 much the safest plan to take the boat as quickly as possible towards the nearest harbor or land1 unless rocky1 inaccessible1 or dangerous2 in which case1 furl all sail and let go an anchor1 paying out such a scope of cable that the boat will ride easily4 ,then wait for the coming blast4 ,however severe it may be1 the thunder-gust can then do no harm4 ,with an oar you can head the boat towards the coming blast1 so that she will feel but little of its force1 and prevent the dragging of the anchor4 ,thunder-showers are particularly dangerous1 however1 from the fact that they almost always make their way directly against the prevailing wind4 ,when the two winds meet1 and one finds one's self in the vortex between them1 it is very difficult to command a boat4 ,each wind1 fighting for the supremacy1 will fill the sails with gusts1 for which one does not more than have time to prepare before a counter-gust will throw them aback1 or violently to the opposite side of the boat4 ,often1 in fact1 the wind1 blowing a gale all the time1 will in less than five minutes have visited every point of the compass4 ,an anchor down and a furled sail are the best for all small1 open1 or half-decked boats or yachts in such an emergency4 ,boats are often capsized by persons on board suddenly scrambling to the windward1 or upper side1 when a squall buries the lee gunwale in the water4 ,should the boat at this moment be taken aback by a counter squall or flaw1 she will almost surely capsize1 for in one moment the windward side becomes the leeward side2 and the mass of weight hanging to what was1 a moment before1 the weather-side1 will carry the boat over4 ,it is too late to try and struggle back again3 the bodies are all in the wrong position to be able to turn around inboard towards the centre of the boat4 ,in their helpless postures they face the waves that are ready to devour them4 ,the safest position in an open boat1 when preparing for an approaching squall1 is1 for all except the helmsman1 to sit down in the bottom of the boat1 as near the centre as possible1 thus being safe from any blows from the boom of the sail1 and increasing the steadiness of the boat in a marked degree4 ,here they act as ballast1 and do much good in keeping the boat upright4 ,to the above knowledge should be added also the science of reefing the sails of a boat quickly and neatly1 so that she will stand up under a great pressure of wind4 ,the mistake most frequently made is to neglect to reef till it is too late4 ,landsmen scarcely ever calculate how quickly wind moves1 and how suddenly a change in the weather takes place4 ,it is easy to reef while there is time1 but sometimes almost impossible if too long delayed4 ,reefing saves one from much anxiety4 ,the boat that with her whole sail would be cranky and dangerous plunges along buoyantly through the summer gale when her sails are properly reefed4 ,with a thorough knowledge of the sheet and rudder1 and how to reef a sail1 there ought to be no accidents1 even in very small boats2 but the trouble is1 that too many tyros are allowed to invite unsuspecting ladies and young girls into their boats1 they not understanding the first rudiments of a real nautical knowledge1 of how to manage a craft in times of danger4 ,a boat is like a good horse1--it will always do the best it can4 ,it will not capsize if it can help it2 but1 if mismanaged in time of emergency1 it is a dangerous plaything4 ,properly handled1 it is amazing1 almost incredible1 what can be done with a small open boat1 with a common lug-sail1 and what weather it will live through4 ,but without knowledge1 and knowing just what to do in dangerous times1 this pleasant summer sail is a treacherous pastime4 ,,chapter ,,viii4 ,a ,,short ,,cruise ,,with ,a ,,sloop-,,yacht1 ,,illustrating ,,the ,,common ,,sea-,,manoeuvres4 ,well1 uncle ,charley1 when are you going to give me a sail in your yacht8 ,you know1 that1 although ,i have sailed a little1 ,i look forward with the greatest impatience to a trip with you2 so that ,i may become posted in all respects1 and finally turn out a first-class sailor4 ,your ambition is a worthy one1 ,tom2 and ,i am willing to gratify it4 ,but it is yet very early in the season2 and ,i am afraid that we shall encounter some dirty weather1 should we attempt now to make a trip4 ,well1 that is the very thing that ,i want to encounter1 said ,tom4 ,besides1 you have quite a large yacht1 and every thing in apple-pie order2 whilst ,i only have a little bit of an open boat at my home1 and really know but little of the science of boat-sailing1 and nothing of the technical language or discipline of a well-appointed vessel4 ,thus spoke ,tom ,coffin1 a young man of some seventeen years1 who was on a visit to his uncle1 ,capt4 ,charles ,coffin1 a middle-aged retired sea-captain1 who knew a vessel from her stem to her stern1 and who retained his youthful passion for the water1 and enjoyed himself thoroughly during the summer months in his beautiful yacht ,nancy ,lee4 ,by the way1 uncle ,charley1 you have not told me any thing yet about your yacht2 and you know ,i have never seen her4 ,how large is she8 ,she is about thirty feet over all1 said his uncle4 ,how is she rigged8 ,tell me all about her1 uncle1 won't you8 ,well1 the ',nancy ,lee' was built two years ago1 and is what is called a 'centre-board sloop2' that is1 she is shallow1 and broad of beam1 and is rigged as a sloop4 ,she has a good comfortable cabin1 and sound spars1 and strong and durable canvas1 and good ground-tackle1 and ,i think she will compare favorably with any of her class4 ,she is not so fast as some1 being1 as ,i said1 of good beam1 and her spars and sails are not too large for rough weather2 but ,i consider her a first-class boat for outside work1 safe1 strong1 and easily managed4 ,how many crew do you carry1 uncle ,charley8 ,well1 as a general rule1 ,i have only ,bob ,stevens with me1 who made1 if you remember1 many voyages to sea with me1 and is a true1 able seaman in every sense of the word4 ,he usually keeps the ',nancy' in order for me1 and acts as 'cook and all hands2' although1 when ,i am going on a cruise of a week or two1 ,i usually take with me also ,widow ,tompkins's son1 who is smart and active1 and who1 if he will only take a voyage round the ,horn1 will1 ,i prophesy1 yet turn out a good sailor4 ,but you shall take his place4 ,is the yacht all ready now8 ,oh1 yes6 replied uncle ,charley4 ,she has been at her moorings the last two weeks4 ,but ,i thought ,i would give you a day or two to get over your journey before speaking about a cruise2 but ,i see that young blood will not be restrained4 ,and have you every thing on board ready for a cruise8 asked ,tom4 ,yes1 every thing1 replied his uncle2 for1 being an old sailor1 ,i like to have every thing prepared4 ,now1 on board the ',nancy ,lee' you will find1 ,i will be bound1 every thing that is needful for a craft of her size2 such as compass1 charts1 signal-lights1 barometer1 lead-line1 log1 and all that is needful to handle her in a seamanlike manner in all weathers4 ,well1 uncle1 when will you start8 ,have you provisions on board8 ,every thing is on board2 and1 as you have inoculated me1 ,i suppose we might as well get under way to-morrow morning on the young ebb3 so take yourself up aloft1 young man1 and 'turn in1' and be prepared to turn out at about one bell in the morning watch2 and ,i will go down to the landing1 and see that ,bob has every thing in ship-shape4 99 99 99 99 99 ,come1 rouse out1 youngster6 it is past one bell1 sang out the cheery voice of uncle ,charley at ,tom's door the next morning2 and hurrying on his clothes1 and taking a small valise filled with a change or two fit for sea-use1 he was soon by his uncle's side4 ,well1 it is going to be a lovely morning1 if it is only the #ajth of ,may1 said ,capt4 ,coffin4 ,why1 how do you know1 uncle ,charley8 ,it is as dark as pitch yet4 ,well1 my boy1 when you are as old as ,i am1 you will know how1 by many signs1 to forecast the weather1 even in the night-time4 ,but let us hurry along1 and get on board1 as ,i want to take advantage of this ebb to get outside before the flood makes4 ,arriving at the landing1 the following conversation took place3-- ',nancy1' ahoy6 ,ay1 ay1 sir6 ,is that you1 ,bob8 ,yes1 captain4 ,come ashore in the tender1 and set us on board6 ,ay1 ay1 sir6 ,the small boat soon reached the landing2 and our friends were soon alongside the ,nancy ,lee1 and quickly on board4 ,now1 ,bob1 said ,capt4 ,coffin1 have you got hot coffee and biscuit ready8 ,yes1 captain1 all ready1 and humming hot on the stove4 ,well1 then1 we will go below1 ,bob1 and you can serve it in the cabin2 for it is well to get something hot down before facing this damp morning air4 ,after each had drunk a good hot mug of strong coffee without milk1 and eaten a good large sea-biscuit1 ,capt4 ,coffin and ,tom appeared again on deck1 and preparations were made to get under way4 ,have you got the stops off of the mainsail1 ,bob8 ,yes1 captain3 they are all off4 ,then go forward1 you two1 said ,capt4 ,coffin1 and hoist away the mainsail4 ,you take the peak-halliards1 ,tom2 and you the throat1 ,bob4 ,that's the way6 ,up she goes6 ,cheerily4 ,avast1 there1 ,tom6 you are hoisting too fast on the peak1 and have jammed the hoops round the mast1 so that ,bob can't get an inch on the throat-halliards4 ,slack away a little6 ,handsomely3 there1 that will do6 ,now hoist away4 ,belay the peak-halliards6 ,now go over and take in the slack1 whilst ,bob swigs off on the throat-halliards3 that will do4 ,belay6 ,now over to the peak1 and stand by to peak it up1 whilst ,i let go the main-sheet1 and lift up the main-boom4 ,so6 ,that will do4 ,belay6 ,now coil the halliards down snug1 and lay aft here1 ,tom1 and tend the jib-sheet4--,are the gaskets off the jib1 ,bob8 ,ay1 ay1 sir6 ,all off6 ,then let go your down-haul1 and run her up6 ,now1 ,tom1 ,i want to cast to starboard2 and1 as the yacht is now lying head to wind1 when ,bob has the jib up1 ,i want you to trim down flat on the port jib-sheet1 and hold on till ,i tell you to let go4--,now1 ,bob1 is that jib chock up8 ,yes1 captain4 ,all right1 then2 slip your moorings1 and let her slide6 ,haul aft the port jib-sheet1 ,tom2 and lay aft here1 ,bob1 and help shove this boom out to starboard1 whilst ,i put the helm to port4 ,there1 she pays off all right6 ,down with the centre-board1 ,bob6--,let go the jib-sheet1 and trim down to starboard1 ,tom6 ,that will do4 ,belay6 ,there6 ,don't she move through the water well8 ,just a nice working-breeze4 ,and see the glimmer of the breaking day over there to the eastward6 ,i wonder if we can fetch by ,rouse's ,point without going about4 ,i fear not2 but we shall see long before we get there4 ,there is plenty of time4 ,now1 ,tom1 do you see that little light on shore1 just forward of the weather fore-rigging8 ,come and stand just where ,i am1 and see if you see it4 ,yes1 uncle1 ,i see it all right4 ,well1 take the helm1 and keep her just as she goes1 with that light cutting the weather-rigging1 as a course4 ,she steers like a pilot-boat1 and you will have no trouble4--,bob1 keep a good lookout there forward1 whilst ,i go below to have a look at the chart4 ,ay1 ay1 sir6 ,now1 ,tom1 ,i have looked carefully at the chart1 and ,i know this harbor well2 but the wind is so scant1 that ,i am afraid that we shall not be able to lie by ,rouse's ,point without going about2 and ,i had rather do it now than when we get farther down1 and nearer to the point1 for there are some bad rocks make off3 so ,i think that we will go about to make all sure4 ,ready about6 ,come aft1 ,bob1 and tend the lee jib-sheet6--,and you look out for the weather one1 ,tom6 ,all ready6 ,hard a-lee6 ,let go the jib-sheet6 ,avast hauling1 ,tom3 you are too quick6--,trim down1 ,bob6--,now let draw1 and trim down flat1 ,tom1 and belay6 ,there1 she begins to trot again6 ,we can't stand very far in this direction2 for we are crossing the channel at about right angles1 and it is not more than a mile and a half wide hereabouts2 and ,i don't want to be picked up by any of these flats on an ebb tide1 and don't mean to2 and yet ,i want to stand over just as far as ,i can1 so as to clear ,rouse's ,point on the next tack4 ,there comes the daylight at last6 ,is it not a beautiful sight1 ,tom8--,come1 ,bob1 jump below1 and get up the hand lead1 and give us a few casts from the weather-rigging4 ,are you all ready8 ,ay1 ay1 sir6 ,then cast4 ,,bob4--,and a quarter less five4 ,that is plenty of water2 isn't it1 ,tom8 ,but then you can't be too careful1 and there is nothing like the lead4 ,we only draw eight feet and a half with the centre-board down1 and only three and a half with it up3 so we have little to fear yet4 ,keep casting1 ,bob6 ,,bob4--,by the deep1 four6 ,there1 you see ,tom1 we have already commenced to shoal our water4 ,,bob4--,and a quarter less three6 ,still shoaling1 and pretty fast too4 ,,bob4--,and by the mark1 two6 ,we are getting well over1 ,tom2 but we will have a cast or two more from ,bob4 ,,bob4--,and a quarter less two6 ,,bob4--,and a half one6 ,ready about6 ,hard a-lee6 ,there1 ,tom1 you did better with your jib-sheet that time1 and did not try to haul it over too quick1 and before ,bob had trimmed it down again to make her pay off4 ,see1 ,tom1 the day is breaking fast1 and there is ,rouse's ,point well on our lee4 ,if the wind holds1 we shall not have the slightest difficulty in passing it on this tack4 ,and now1 as we are going to make a long leg1 we will let ,bob go below and get breakfast ready4 ,do you think you can eat any thing1 ,tom8 ,yes1 uncle1 ,i think ,i can2 but this is just splendid4 ,but tell1 me1 why do you trim down the jib again on the same side1 after letting it go8 ,would not the yacht come about without it8 ,yes1 she would1 replied ,capt4 ,coffin1 easily2 but ,i wanted you to see how a craft should be put about in a seamanlike manner1 and how she would have to be put about in heavy weather4 ,it is well to know how to do a thing well1 and what will be necessary in times of emergency4 ,thank you1 uncle3 ,i shall remember4 ,is it not a lovely morning1 and how nicely we are slipping along6 ,i think ,i could eat a piece of whale's blubber1 ,i am so hungry4 ,are you1 ,tom8 ,well1 so am ,i4 ,but here comes ,bob up the companion-way1 to say that breakfast is ready4 ,now1 ,bob1 keep her full and by2 and1 if she breaks off any1 call me at once1 for we shall have to go about again4 ,let's get below1 ,tom1 and get our breakfast2 for ,i must not be long below till we get well outside4 ,is this not a snug little cabin8 and haven't ,i got things handy around me8 ,i like to have things where ,i can put my hand upon them quickly4 ,if you have finished1 we will go on deck again4 ,well1 ,bob1 has she held her course8 ,i don't believe she has changed it a pint1 ,capt4 ,coffin4 ,well1 go below and get your breakfast1 and clear things up4 ,we will look out for her4 ,in an hour or two we shall be out in the sound all clear4 ,see1 uncle1 how we have gained upon that fishing-schooner6 ,are we not going to pass too near him8 ,he evidently is beating out as well as we4 ,you are right1 ,tom4 ,if we should keep on1 there would be a collision2 but as we are on the port tack1 and the fishing-schooner on the starboard tack1 and both of us close-hauled1 he has the right of way2 and it is therefore for that reason that ,i gracefully ease off the main-sheet1 as you see1 and keep her off1 so as to pass under his stern1 whilst he passes saucily on his course and to windward4 ,but it is his right1 and we must not hesitate4 ,when we are on the starboard-tack1 we will demand our rights just as strongly4 ,i am afraid after all1 uncle ,charley1 that it is going to be rough2 is it not8 ,the day is not as pleasant as it was an hour ago1 and it seems kind of overcast and cloudy to windward4 ,yes1 ,tom3 the weather does look a little dirty to windward1 but nothing to speak of2 but1 as you started to see some fun1 ,i hope that you will see it4 ,how far do you call us now from the land8 ,well1 ,i should say that we were a good ten miles from the southern light4 ,i can tell you exactly by cross-bearings1 if you really want to know very much4 ,no1 uncle1 ,i do not care enough to give you that trouble2 and1 besides1 ,i only wanted to know about how far off you estimated it4 ,we must be going through the water pretty fast1 as she is well heeled over4 ,yes1 she is jumping along now1 and the wind and sea are both getting up fast4 ,i think that ,i shall take in a reef4 ,never be ashamed1 ,tom1 of reefing early3 it is a simple matter if undertaken in time2 but1 if neglected too long1 is a difficult1 and at times a dangerous job4 ,in the first place1 you and ,bob get hold of that tender1 and draw her up on the lee-side1 and get her aboard forward1 where she belongs1 and lash her down4 ,don't get overboard6 ,be careful of the rail1 ,bob3 don't chafe it4 ,now lash her down snug1 and1 as soon as you are ready1 man the jib-halliards and down-haul4 ,all ready8 ,ay1 ay1 sir6 ,then let go the jib-halliards4 ,down with it1 ,bob6--,lend a hand on the down-haul1 ,tom6 ,there1 that will do6 ,make fast6 ,stand by the throat and peak-halliards6 lower away6 ,that will do4 ,well of all4 ,belay6 ,come1 lay aft here1 and bowse out on this reef-pennant6 ,that will do6 ,lay out on the boom1 ,bob1 and pass this earing6 ,all fast8 ,all fast1 sir4 ,then come in and get another earing for the luff1 ,bob1 and hurry up6 ,that's the talk2 make fast6 ,now tackle the reef-points1 and knot as fast as you can4 ,now lay forward1 and off with the bonnet1 off the jib6 ,and sing out when you are ready4 ,now lay aft1 and hoist up the mainsail6 ,that will do4 ,belay6 ,now up with the jib6 ,there1 off we go upon our course again4 ,do you see how much better she stands up to it1 ,tom8 and how much better weather we are making8 ,i don't like the looks of things to windward1 however2 and ,i guess that we will square away for a harbor that ,i know on the other side of the sound1 unless you would like to heave to out here1 and ride it out4 ,but we should make nothing by that1 and we may as well get in smoother water as to jump about here2 for it is coming on to blow fresh1 if ,i know any thing about weather4 ,my barometer is falling too1 which is also a warning sign4 ,here comes an extra puff1 rather more than we can stand even with this reef in2 but you see1 by shaking her up into the wind1 ,i have allowed all its force to pass us without damage4 ,well1 ,i think that we have had enough of this3 it is cold1 and the water that we are taking on board will soon chill us more4 ,here goes for squaring away before it6 ,stand by the main-sheet and jib-halliards6 ,ease away on the main-sheet1 ,tom6 handsomely6 ,keep a good turn6 ,don't let it get away with you4 ,that will do6--,ease off the jib-sheet1 ,bob6 ,make fast6 ,all fast1 sir6 ,why1 uncle ,charley1 what a change6 ,i should think there was scarcely any wind at all4 ,yes1 that is a most common impression when a craft is kept off before the wind after pounding into it2 but you should not be deceived4 ,now is the time that you must pay great attention to the helm2 for the waves lift the stern so far out of the water1 that the rudder acts1 as you see1 in an irregular and unequal manner1 causing me to meet her as she yaws with a quick movement of the helm4 ,i don't like the looks of the weather at all4 ,look out6 ,hold on1 everybody6 ,there1 that sea has pooped us1 and we are all afloat6 ,this will never do4 ,stand by to haul aft the main-sheet6 ,we must shake out this reef1 ,bob1 if it is blowing fresh1 so as to go faster before the wind1 and not get pooped again4 ,the reef is shaken out1 and the yacht again kept away4 ,there1 ,tom6 see how she runs away from those large seas1 now6 ,no more danger of their coming on board again4 ,you see1 the tide was against us1 and the wind astern2 and the ',nancy' moved too slowly forward to escape those big fellows4 ,this is one of the times that it is good seamanship to clap on more sail1 although the sea is getting up4 ,if we should haul on a wind now1 we should need two reefs in2 but1 running before it1 she is doing very well4 ,there is the headland that we shall have to leave on the port side4 ,do you see it1 ,tom8 ,we shall have to jibe before we can run in1 and that is a manoeuvre that must be nicely executed in such a sea-way as this4 ,but we shall execute it all right1 as you shall see4 ,lay aft here1 ,bob1 and stand by the peak-halliards6 ,let go6 ,that will do4 ,belay6 ,now clap on this main-sheet1 and get it aft1 steadily4 ,round it in6 ,keep a good turn at the cleat6 ,don't let the boom get away with you6 ,now slack the lee jib-sheet off1 so that the jib can work itself4 ,now look out for the jerk when the boom goes over1 and stand by to slack the sheet at once4 ,handsomely done6 ,slack away the main-sheet6 ,belay6 ,there1 that is a good job6 ,up with the peak6 ,belay6 ,go forward1 ,bob1 and stock the second anchor2 and bend on the cable1 and have it all ready for anchoring2 for we shall not find very much lee in this harbor till the wind shifts4 ,but there is good holding-ground1 and we shall be all right4 ,as soon as we pass that lighthouse1 ,tom1 and get in the bight of the bay you see ahead on the starboard side1 ,i shall round her to1 and let go the anchors4 ,there are two fishermen at anchor there now4 ,do you see them8 ,yes1 uncle1 ,i see them2 and they seem to be laboring pretty heavy4 ,yes4 ,that is because they are loaded deep2 but we shall ride like a bird4 ,haul down the jib1 and stow it6 ,lend ,bob a hand1 ,tom4 ,now come aft here6 ,stand by the anchor1 ,bob6 ,ay1 ay1 sir6 ,now you see1 ,tom1 how ,i round her up under the stern of this fisherman1 and bring her head to wind4 ,let go the anchor6 ,all gone4 ,don't check her too quick1 ,bob6 ,pay out6 pay out6 ,now snub her1 but not too sharp4 ,does she hold8 ,yes1 sir4 ,she has brought up4 ,then let go the second anchor1 and pay out on both4 ,give your cables plenty of scope4 ,that will do4 ,make every thing fast4 ,i can see by the land that she does not drag4 ,but jump below1 ,bob1 and hand me up the hand lead1 that ,i may throw it over the side1 and see that she is holding all right4 ,there1 ,tom6 don't she ride easily8 ,now down mainsail1 and stow it1 before it is slatted to pieces by the wind1 and lash the helm amidships4 ,we shall ride here like a ,mother ,carey's chicken4 ,now let's sound the pumps1 and then we will go below1 and take things easy till this wind moderates2 have a good1 nice dinner2 and then we will proceed upon our cruise4 ,well1 ,tom1 do you think you have smelt salt water1 boy8 ,yes1 uncle2 but ,i like it1 though1 and the way you manage1 in spite of the elements4 ,we have not started a rope-yarn1 and are lying here as snug as a bug in a rug4 ,and thus we will leave them1 wishing them good weather1 and a pleasant ending to their cruise4 ,,chapter ,,ix4 ,,vocabulary ,,of ,,sea-,,terms ,,commonly ,,in ,,use4 ,,aback4--,a sail is said to be taken aback1 when its forward surface is acted upon by the wind4 ,,abaft4--,the position1 towards the stern1 or hinder part of the yacht1 from any stated point2 as1 abaft the forecastle1 abaft the mainmast1 abaft the cabin4 ,,abeam4--,any object is said to be abeam that bears at right angles to the line of the keel2 and an imaginary line drawn at right angles across the keel1 equidistant from the bow and stern1 divides the yacht into two parts4 ,any thing bearing forward of this line is said to be forward of the beam1 and any thing bearing behind this line is said to be abaft the beam4 ,,aboard4--,in the yacht2 as1 ,get the anchor aboard6 ,come aboard6 ,,about4--,a yacht is said to go about when tacking1 the order to prepare for which is1 ,ready about6 ,,abreast4--,opposite to1 as relates to the sides of a yacht2 as1 abreast of a lighthouse1 when the side of the yacht is at right angles to it1 or nearly so4 ,,adrift4--,broken loose from moorings2 or any thing rolling about the decks loose in a sea-way is said to have broken adrift4 ,,afloat4--,clear of the bottom1 sustained by the water4 ,,afore4--,that part of the yacht nearest to the stem1 or head4 ,,aft4--,behind2 as1 ,stand further aft1 ,haul aft the main sheet6 i4e4 bring the boom nearer the line of the keel4 ,,after4--,hinder1 as after sails1 such as the mainsail1 in contra distinction to forward-sails1 such as the jib4 ,,aground4--,not having water enough for the yacht1 which rests on the ground4 ,,ahead4--,before the yacht2 any thing in advance of where the yacht is being directed4 ,a-,,lee4--,the helm is a-lee when the tiller is put to the lee-side2 hard a lee1 when it is put over as far as it will go4 ,,all ,,in ,,the ,,wind4--,when the sails receive a portion of the wind on both surfaces1 and shake or wave like a flag4 ,,all ,,hands1 ,,ahoy4--,a summons used to call all the crew on deck in an emergency4 ,,aloft4--,up above1 at the masthead4 ,,alongside4--,close to the side of the yacht4 ,,amidships4--,any thing in a line with the keel2 viz41 ,put the helm amidships6 ,,to ,,anchor4--,to let the anchor fall overboard that it may hold the yacht2 the order for which is ,let go the anchor6 ,,anchorage4--,ground fit to anchor on4 ,,to ,,weigh ,,the ,,anchor4--,to heave it up from the bottom to the bow of the yacht4 ,,ashore4--,on land1 aground4 ,,astern4--,behind the yacht4 ,,athwart4--,across4 ,,athwart-,,ships4--,any thing lying at right angles to the line of the keel1 or nearly so4 ,,avast4--,to cease pulling1 to stop4 ,a-,,weather4--,the helm is said to be a-weather when the tiller is put over to the windward side of the yacht2 and hard a-weather1 when it is put over as far as it will go4 ,,awning4--,a canvas covering stretched overhead1 to give protection from the heat of the sun4 ,,back-,,stays4--,ropes fixed at the topmasthead1 and fastened to the sides of the yacht to sustain the topmast4 ,,ballast4--,a quantity of heavy material placed in the hold of the yacht to give her proper stability4 ,,bands4--,pieces of canvas sewn across a sail to strengthen it to sustain the reef-points1 and called reef-bands4 ,,bar4--,a shoal1 usually found at the mouths of rivers and harbors that are subject to much current4 ,,bare ,,poles4--,having no sail up1 on account of the severity of the wind3 hence scudding under bare poles1 that is1 running before the wind with no sail set4 ,,beams4--,pieces of timber across the yacht under the decks1 bound to the sides by knees4 ,a yacht is said to be on her beam-ends when she is hove down by any force1 so that the ends of the beams point towards the ground4 ,,forward ,,of ,,the ,,beam4--,when the object or wind is at some position between abeam and ahead4 ,,before ,,the ,,beam4--,when the wind or object bears on some point forward of the beam1 but within the right angle formed by the keel and a line across the middle of the yacht4 ,,abaft ,,the ,,beam4--,the opposite to ,before the ,beam4 ,,bearings4--,the direction of any object by observation of the compass2 also to any object1 as the lighthouse bears abaft the beam4 ,,beating ,,to ,,windward4--,advancing in the direction from which the wind proceeds by a series of manoeuvres called tacking4 ,,becalmed4--,having no wind to fill the sails4 ,one sail is also said to becalm another when the wind is aft4 ,,belay4--,to make fast a rope around a cleat or pin4 ,,to ,,bend4--,to fasten2 as to bend the sails1 bend on the cable to the anchor1 bend on the colors1 c4 ,,bight4--,any slack part of a rope between the ends4 ,,bilge4--,the flat part of a yacht's bottom1 where the water that she ships1 or which leaks in1 remains1 and is called bilge-water4 ,,binnacle4--,a box1 fitted with lights1 which contains the steering-compass4 ,,berth4--,an anchorage2 a bunk or wooden shelf used for sleeping in4 ,,bitts4--,large1 upright pieces of timber1 with a cross-piece1 to which hawsers or large ropes are belayed2 also called knight-heads4 ,,blocks4--,instruments1 with sheaves or pulleys1 used to increase the power of ropes4 ,,block ,,and ,,block 7also called commonly chock-a-block74--,when the two blocks of a tackle have been brought as near together as possible4 ,,to ,,make ,a ,,board4--,to tack4 ,,to ,,make ,a ,,stern-,,board4--,to move through the water stern foremost4 ,,bob-,,stays4--,ropes from the cut-water1 or stem1 to the bowsprit end1 to sustain and strengthen it4 ,,bolt-,,ropes4--,ropes sewn round the edges of the sails1 to keep them from splitting4 ,,booms4--,round pieces of timber on which the foot of sails are lashed4 ,,bows4--,the round part of the yacht forward1 ending in the cut-water1 or stem4 ,,to ,,bouse4--,to haul upon4 ,,bowsprit4--,a spar nearly parallel with the deck1 extending out over the stem4 ,,to ,,bring ,,up4--,to take the bottom suddenly1 as brought up by a shoal2 to come to an anchor4 ,,to ,,bring ,,to4--,to make the yacht nearly stationary by stopping her headway by means of the sails set in different positions1 so as to counterpoise each other in connection with the helm4 ,,butt ,,end4--,the end of a plank in a yacht's side2 to start a butt1 i4e41 to leak4 ,,by ,,the ,,board4--,a mast is said to go by the board when carried away just above the deck4 ,,by ,,the ,,head4--,when a yacht is deeper in the water forward than aft4 ,,by ,,the ,,stern4--,the reverse of by the head4 ,,by ,,the ,,wind4--,when a yacht is as near the wind as she can be sailed without the sails shaking2 also called full and by4 ,,cable4--,the rope by which the yacht is secured to the anchor4 ,,to ,,pay ,,out ,,the ,,cable4--,to allow more of it to pass outboard1 so that the yacht lies farther from the anchor4 ,,caboose4--,place where the food is cooked2 also called the cook's galley4 ,,call4--,a silver whistle used by the boatswain to have certain orders obeyed4 ,,capsize4--,to turn over4 ,,to ,,carry ,,away4--,a spar is said to be carried away when it is broken by the wind4 ,,to ,,cast ,,off4--,to untie1 to allow to go free2 viz41 ,cast off the main-sheet6 ,cast off that boat's painter6 ,,casting4--,to pay a yacht off on the desired tack when weighing the anchor1 by arranging the sails so as to be taken aback4 ,,cat ,,boat-,,rig4--,a yacht rigged with one mast placed chock forward in the eyes1 and without stays or bowsprit1 and fitted with one fore-and-aft sail4 ,,cat',s-,,paw4--,a light breeze or puff of air seen upon the water4 ,,to ,,calk4--,to drive oakum or cotton into the seams to prevent leaking1 and to pay the same with pitch or tar4 ,,centre-,,board4--,a movable keel that can be lowered or hoisted at pleasure4 ,,to ,,claw ,,off4--,to beat to windward from off a lee-shore4 ,,cleat4--,a piece of wood with two horns1 fastened to the side of the yacht or to the mast1 upon which ropes are made fast4 ,,clews4--,the corners of sails4 ,,close-,,hauled4--,to sail as near the wind as possible4 ,,coiling4--,to gather up a rope into a circular form ready for running out again at a moment's notice2 such as1 ,coil up the peak-halliards1 and have them ready for running6 ,,course4--,the point of the compass on which the yacht sails4 ,,cross-,,bearings4--,the finding of the exact position of the yacht upon the chart by taking the bearings by compass of two objects on shore4 ,,crotch4--,two crossed pieces of wood in which the main boom is lashed1 when the yacht is at anchor or the sail furled1 to confine it in place4 ,,to ,,cun4--,to direct the helmsman how to steer4 ,,cut-,,water4--,the timber forming the entrance of the yacht4 ,,boat-,,davits4--,pieces of strong1 bent iron standing out over the side to hoist boats up to1 and secure them4 ,,down-,,haul4--,a rope used to pull down the jib1 c4 ,,draught4--,depth of water4 ,thus it is said of a yacht that her draught is three feet2 i4e41 she draws three feet of water4 ,,drift4--,to drive to leeward2 to lose steerage way for want of wind4 ,,earings4--,small ropes used for lashings4 ,,ease ,,off4--,to slacken4 ,,ease ,,off ,,handsomely4--,to slacken very carefully4 ,,end ,,for ,,end4--,to change a rope that has been worn1 and use one part where the other was formerly used4 ,,end ,,on4--,to advance bow or stern on1 or to have another vessel approach in a similar manner4 ,,ensign4--,the national flag1 carried always at the gaff-end4 ,,fag-,,end4--,the end of a rope which is frayed4 ,,falling ,,off4--,when a yacht moves from the wind farther than she ought4 ,,fathom4--,a measurement six feet in length4 ,,fid4--,a tapered piece of wood used to splice ropes with1 and1 when made of iron1 called a marline-spike4 ,,to ,,fill4--,to have the wind strike the inner or after surfaces of the sails4 ,,flake4--,one circle of a coil of rope4 ,,flukes4--,the broad spade-like parts of an anchor4 ,,fore4--,that part of the yacht nearest to the head4 ,,fore ,,and ,,aft4--,in the direction of the keel2 also vessels without square yards4 ,hence a schooner is often called a fore-and-after2 and a ship1 a square-rigger4 ,,foul ,,hawse4--,when the cables are twisted4 ,,to ,,foul4--,to entangle a rope2 as1 ,the jib-halliards are foul4 ,to run foul of a yacht is to come in collision with another4 ,,to ,,founder4--,to sink4 ,,furling4--,making the sails fast to the booms and spars1 and stowing them1 by means of gaskets4 ,,gaff4--,the spar that supports the head of a fore-and-aft sail4 ,,gangway4--,the place where persons come on board4 ,,gasket4--,a piece of rope or narrow canvas used to tie up sails with1 or lash any thing4 ,,to ,,go ,,about4--,to tack4 ,,goring4--,cutting a sail obliquely4 ,,granny-,,knot4--,a foul knot1--one not tied in a proper manner4 ,,griping4--,when a yacht carries too great a weather-helm4 ,,halliards4--,ropes or pulleys to hoist up sails4 ,,hands4--,the crew2 i4e41 ,send a hand aft here6 ,all hands1 all the crew4 ,to hand a sail1 to furl it4 ,bear a hand1 hurry up to help4 ,hand lead1 instrument used for sounding4 ,,handsomely4--,carefully4 ,,hanks4--,oval rings1 fitted to work upon stays1 to which the sail is lashed to be hoisted or lowered4 ,,hatchway4--,a square hole in the deck that communicates with the hold4 ,,to ,,haul4--,to pull4 ,,to ,,hail4--,to call out to another ship2 such as ,what ship is that8 ,,to ,,heel4--,to incline to one side2 i4e41 she heels over too much on account of a want of ballast4 ,,helm4--,a tiller or wheel which controls the rudder4 ,,to ,,haul ,,home4--,to pull the clew of any sail as far as it will go4 ,,too ,,high4--,the warning given to the helmsman when the yacht is too near the wind4 ,,to ,,hitch4--,to make fast4 ,,the ,,hold4--,the space under deck4 ,,hull4--,the body of a yacht4 ,,in ,,irons4--,a yacht is said to be in irons when she has lost steerage way from any cause1 and will not obey the helm4 ,,jack-,,stay4--,a small bar of iron1 or slat of wood1 fastened to a spar1 and to which the sail is bent4 ,,to ,,jam4--,a knot is said to be jammed when it cannot be untied4 ,,junk4--,old pieces of rope1 canvas1 c4 ,,jury-,,masts4--,temporary masts used when others are carried away4 ,,jibing4--,the act of passing the main-boom from one side of the yacht to the other1 whilst running before the wind4 ,,keel4--,that part of the yacht lowest in the water1 and upon which all her superstructure is erected4 ,,kink4--,a twist or turn in the rope4 ,,to ,,labor4--,a yacht is said to labor when she pitches and rolls heavily in a sea-way4 ,,land-,,fall4--,discovering the land4 ,,larboard4--,the left side of the yacht1 facing forward1 now almost obsolete1 port having almost wholly taken its place2 larboard having been found in practice to be too near in sound to its opposite starboard4 ,,lay ,,aft4--,the command to come aft4 ,lay aloft1 to go up the rigging4 ,lay out1 to go out1 on the bowsprit1 for instance4 ,lay in1 to come in4 ,,leach4--,the perpendicular border of a fore-and-aft sail4 ,,lee-,,lurch4--,when the yacht rolls heavily and suddenly to leeward4 ,,lee-,,shore4--,the coast-line to leeward of the yacht1 on which the wind is blowing4 ,,leeward4--,the direction towards which the wind is blowing4 ,,long ,,leg4--,a term used when the wind is not dead ahead1 but so as to cause the yacht to make a long tack and a short one4 ,hence1 to make a long leg1 and a short leg4 ,,log4--,the record of the yacht's performance each day of twenty-four hours1 as concerns weather1 courses1 c41 kept in a log-book4 ,heaving the log1 to ascertain the speed by means of a log-line4 ,,looming4--,the appearance of a distant object1 such as another vessel1 or the land1 especially in foggy or misty weather1 when it is said to loom1 i4e41 look larger1 and appear nearer1 than it really is4 ,,lubber4--,a person who is not a sailor1--a greenhorn4 ,,luff4--,an order to have the helmsman put the helm to leeward2 the forward part of a fore-and-aft sail attached to the mast by hoops4 ,,lying ,,to4--,bringing the yacht to the wind under small sail1 and lashing the helm a-lee1 so that she may lie safely1 and ride out the storm4 ,,to ,,moor4--,to secure the yacht by more than one anchor4 ,,moorings4--,the place where the yacht is generally kept when in harbor1 and denoted by a buoy1 which watches over them4 ,,neap-,,tides4--,those tides which occur when the moon is in her quarters2 spring-tides being much higher1 and occurring at the full and change4 ,,too ,,near4--,a warning to the helmsman that the sails are not quite full1 and that he is steering a little too near the wind4 ,,main ,,chains4--,place on the yacht's side where the shrouds and backstays are fastened4 ,,miss-,,stays4--,the act of failing to go about on the other tack4 ,,model4--,the shape and form of the hull4 ,,off ,,and ,,on4--,approaching the land on one tack1 and leaving it on the other4 ,,offing4--,out to sea1 clear of all dangers1 yet near the land2 sea-room4 ,,overboard4--,out of the yacht2 in the water4 ,,overhauling4--,to haul a rope through a block2 to examine any thing thoroughly2 to gain upon a vessel or object ahead4 ,,painter4--,a short rope in the bows of a boat by which she is secured4 ,,to ,,part4--,to tear asunder2 i4e41 the cable has parted2 the main-sheet has parted4 ,,to ,,pass ,a ,,lashing4--,to wind a rope round a spar or sail4 ,,pay4--,to rub on pitch or tar with a large brush4 ,,to ,,pay ,,off4--,to make a yacht's head recede from the wind by hauling the jib to windward1 and easing off the main-boom to leeward4 ,,to ,,peak ,,up4--,to elevate the outer or after end of a gaff1 so that the sail may set better4 ,,plying4--,turning to windward4 ,,pooping4--,a yacht is said to be pooped when she is struck by a sea that comes on board over the stern or quarter4 ,,port4--,see larboard4 ,,preventer4--,any thing to secure or take off the strain1 as preventer jib-sheet4 ,,pennant4--,a long narrow flag4 ,,quarter4--,that part of the yacht's side contained between the beam and stern4 ,,rake4--,the sheer of masts from the perpendicular4 ,,range ,,of ,,cable4--,a sufficient length overhauled and ready so as to allow the anchor to reach the bottom without fouling4 ,,to ,,reef4--,to reduce a sail by fastening it down to a boom or jack-stay by means of reef-points4 ,,to ,,reeve4--,to pass a rope through a block4 ,,to ,,ride4--,to be held at anchor4 ,,to ,,right4--,a yacht is said to right when she rises to an upright position again1 after having been thrown on her beam-ends by a sudden squall4 ,,to ,,right ,,the ,,helm4--,to put it amidships1 so that the rudder will be in a line with the keel4 ,,to ,,run ,,down4--,when one yacht sinks another by running over her4 ,,scant4--,the wind is said to be scant when a yacht will barely lay her course4 ,,scope4--,to pay out more of the cable when at anchor4 ,,to ,,scud4--,to run before the wind in a storm4 ,,to ,,scuttle4--,to make holes in a yacht's bottom to sink her4 ,,to ,,serve4--,to wind any thing round a rope so as to save it from chafing4 ,,to ,,seize4--,to make fast or bind4 ,,to ,,sheer4--,to vary to the right and left from a direct course4 ,,to ,,ship4--,to place or receive any thing on board2 as1 to ship a sea1 to ship a crew4 ,,to ,,shiver4--,to make the sails shake in the wind's eye4 ,,shoal4--,the land beneath the water that approaches near the surface1 or is left bare at low water4 ,,the ,,slack ,,of ,a ,,rope4--,the part that hangs loose4 ,,to ,,slip ,a ,,cable4--,to let it run out overboard1 and release the yacht from the anchor1 being first generally buoyed so as to be recovered4 ,,to ,,slue4--,to turn any thing about4 ,,snub4--,used in reference to the cables1 in checking the yacht1 after they have been paid out4 ,,to ,,sound4--,to ascertain the depth of water by means of a lead-line4 ,,to ,,take ,a ,,spell4--,to relieve any one at any duty2 as1 to take a spell at the wheel4 ,,to ,,spill4--,to take the wind out of a sail by easing off the sheets or otherwise1 so as to remove the pressure of the wind4 ,,to ,,splice4--,to join two ropes together by interweaving the strands4 ,,to ,,spring ,a ,,mast4--,to crack or split it4 ,a ,,spring4--,a rope made fast to the cable1 and taken on board aft1 in order to haul the yacht's side in any direction4 ,,spring-,,tides4--,the highest tides1 which occur at the full and change of the moon4 ,,to ,,stand ,,on4--,to keep on in one's course4 ,,to ,,stand ,,by4--,to be ready4 ,,starboard4--,the right side of a yacht1 the observer looking from aft forward4 ,,to ,,steer4--,to control the yacht with the rudder and tiller4 ,,stranded4--,a yacht is said to be stranded when she is so far on shore that she cannot be floated4 ,,to ,,strike4--,to beat against the bottom2 to hit suddenly any object below the surface of the water4 ,,swig ,,off4--,to take a turn with a rope at a cleat1 and then pull upon it laterally1 so as to gather in all the slack4 ,,to ,,tack4--,to advance by a series of angles toward the direction from which the wind proceeds4 ,,taut4--,tight4 ,,taunt4--,long1 lofty4 ,,tender4--,a small boat or wherry used to pass from the yacht to the shore4 ,,to ,,tow4--,to drag any thing astern behind the yacht2 as1 to tow the tender4 ,,truck4--,the small ball at the topmasthead1 through which the signal-halliards reeve4 ,,trough ,,of ,,the ,,sea4--,the level of the water between two waves4 ,,turning ,,to ,,windward4--,tacking4 ,,unbend4--,to cast off1 to release2 as1 ,unbend the anchor from the cable6 ,unbend the mainsail6--roll it up and put it below4 ,,to ,,unship4--,to take any thing from the place where it was fixed2 as1 to unship the rudder4 ,,wake4--,the track1 or furrow1 left by the yacht on the water she has passed over4 ,,to ,,wear4--,to turn a yacht round from the wind1--the direct opposite of tacking4 ,,to ,,warp4--,to move a yacht by hawsers4 ,,watch4--,a division of the crew into starboard and larboard watch1 who take turns in taking care of the yacht4 ,,water-,,logged4--,the condition of a yacht when she is so full of water as to be almost unmanageable1 and nearly submerged4 ,,way4--,progress through the water3 she has good way on4 ,to a boat's crew1 to cease pulling1 the command is given1 ,way enough4 ,,to ,,weather ,a ,,yacht4--,to get to the windward side by faster speed1 or lying nearer the wind4 ,,weather ,,beaten4--,worn by the weather and exposure4 ,,well ,,of ,,all4--,a command used when the several ropes of a sail have all been hauled upon at the same time1 and it is perfectly set1 and means to belay4 ,,to ,,weigh4--,to lift an anchor from the bottom4 ,,wind',s ,,eye4--,the exact direction from which the wind proceeds4 ,,to ,,windward4--,towards that point from which the wind blows4 ,,to ,,work ,,to ,,windward4--,to tack so as to make progress in the direction from which the wind blows4 ,,yacht4--,a vessel used for pleasure only1 and not for commerce or trade2 built for speed and comfort4 ,,to ,,yaw4--,to swerve suddenly and violently from the true course1 in spite of the action of the rudder4 ,franklin ,press3 ,rand1 ,avery1 ,co41 ,boston4