Determining position (1)
Example I.(see diagram, Fig. 1).—Bring the compass in its box on deck (it should be of large size, so as to guide the eye; and small pocket-compasses are useless for this purpose), and, standing behind it, line with the eye with great care the bearing of the north lighthouse by the compass, this we will suppose to be N.W. by N.; mark this upona slip of paper, and then move the person so as to see the south lighthouse in the same way across the face of the compass, which is always between the observer and the object to be observed; and line the bearing of this lighthouse by compass, in the same manner, which we will suppose to be S.W. With these two results marked upon paper, refer to the chart, and place the parallel-rulers upon the printed compass, designed upon the chart, upon the line of N.W. by W. and S.E. by S. (its opposite), and move them by means of the pivots till one part of them rests upon north lighthouse; then draw a line of indefinite length upon the chart. Take up the rulers, and in the same manner place them upon the printed compass on the chart, on the line of S.W. and N.E., and carry them forward, keeping this angle, till some part rests upon south lighthouse; then draw a line which will at some point intersect the former line, which, if the bearings have been correctly taken, will be the exact position of the yacht at the time of the observation.
It will be shown too, by experiment, that considerable variation of the bearings, when the angle is large, may be made, without changing very much the position of the yacht, proving how valuable this process is for practical use, as a considerable error in the bearings will still enable one to know almost exactly the position of the yacht; whilst a good observation will give it exact.
Determining position (2)
Example II.(see diagram Fig. 2).—Placing the compass in front of the observer, it is found that the lighthouse bears W. by compass, and that the lightship bears S. W. by S. With these two bearings we consult the chart, and lay off the two lines by means of the parallel-rulers; and, if the chart gives the distance in miles of the lightship from the lighthouse, then, by means of a common rule of equal parts, we shall be able to measure the distance of the yacht from the lighthouse or from the lightship. At the foot of most charts, however, will be found a scale of miles, and, having once ascertained the exact position of the yacht by means of cross-bearings, it will be very easy, with a pair of dividers, to find its distance in miles from any desired object within view, or designed upon the chart, and, by the use of the parallel-rulers, the course, by compass, that should be sailed to reach any desired point.
It is often useful to know how many geographical or nautical miles, which measure at the equator6,086.4 feet in length, are contained in a degree of longitude at different latitudes; that is to say, a degree of longitude east or west of 89° N. latitude is only 1.05 nautical mile in length; and yet, in another sense, this 1.05 is 60 miles, or one degree in length: hence the following table:—
A TABLE SHOWING, FOR SEVERAL DEGREES OF LATITUDE, HOW MANY MILES DISTANT THE TWO MERIDIANS ARE WHOSE DIFFERENCE OF LONGITUDE IS ONE DEGREE.
A TABLE SHOWING, FOR SEVERAL DEGREES OF LATITUDE, HOW MANY MILES DISTANT THE TWO MERIDIANS ARE WHOSE DIFFERENCE OF LONGITUDE IS ONE DEGREE.
TABLE FOR DETERMINING THE DISTANCE THAT OBJECTS AT SEA CAN BE SEEN IN STATUTE MILES.
TABLE FOR DETERMINING THE DISTANCE THAT OBJECTS AT SEA CAN BE SEEN IN STATUTE MILES.
Note.—Enter the table in the column of height in feet, which represents the height of the observer above the sea; and opposite to it, in the column of miles, will be the result.
Column [A]:Height in Feet.Column [B]:Miles.
Example I.—Sailing along in the yacht "Firefly," from the top of the house on which I was standing, which brought my eyes to about 12 feet above the level of the sea, I observed seaward the head of a gaff-topsail that evidently belonged to ayacht of about ten tons, and was therefore estimated to be about 45 feet from the level of the sea. How far were these vessels from each other?
In the table,
Example II.—Sailing towards the land, I mounted the shrouds of my yacht till my eye was about 16 feet above the level of the ocean, where I sighted the top of a known lighthouse that I was looking for, which the chart informed me was 145 feet above the level of the sea. Required the distance of the lighthouse.
In the table,
Upon seeing the flash of a gun I counted 30 seconds by a watch before I heard the report. How far was the gun from me, supposing that sound moves at the rate of 1,142 feet per second?
The velocity of light is so great, that the seeing of any act done, even at the distance of a number of miles, is instantaneous. But by observation it is found that sound moves at the rate of 1,142 feetper second, or about one statute mile in 4.6 seconds: consequently the number of seconds elapsed between seeing the flash and hearing the report being divided by 4.6 will give the distance in statute miles. In the present example the distance was about 6-1/2 miles, because 30 divided by 4.6 gives 6-1/2 nearly.
To find the difference between the true and apparent direction of the wind.
Wind direction
Suppose that a yacht moves in the direction C B from C to B, while the wind moves in its true direction from A to B, the effect on the boat will be the same as if she be at rest, and the wind blow in the direction A C with a velocity represented by A C, the velocity of the yacht being represented by B C. In this case, the angle B A C will represent the difference between the true and apparent direction of the wind, the apparent being more ahead than the true; and, the faster the vessel goes, the more ahead the wind will appear to be. We must, however, except the case where the wind is directly aft, in which case the direction is not altered.
It is owing to the difference between the true and apparent directions of the wind that it appears to shift its direction by tacking ship; and if the difference of the directions be observed when ondifferent boards (the wind on both tacks being supposed to remain constant, and the yacht to have the same velocity, and to sail at the same distance from the wind), the half-difference will be equal to the angle B A C. By knowing this, together with the velocity of the yacht B C, and the angle B C A, we may obtain the true velocity of the wind; or by knowing the velocity of the wind and of the yacht, and the apparent direction of the wind, we may calculate the difference between the true and apparent directions of the wind.
Thus, if the velocity of a yacht, represented by B C, be 7 miles per hour, that of the wind, represented by A B, 27 miles per hour, and the angle with the yacht's course, with the apparent direction of the wind B C A, equal to 7-1/2 points, the difference between the true and apparent directions of the wind will be obtained by drawing the line B C, equal to 7-1/2 points; then with an extent equal to 27 miles, taken from the scale, and with one foot in B, describe an arc, to cut the line A C in A; join A B; then the angle B A C, being measured, will be the required difference between the true and apparent directions of the wind.
Sailing in my yacht, I saw a lighthouse bearing E. by N., and, after sailing 14 miles N. by W., it bore S. E. Required the distance of the yacht from the lighthouse at both stations.
Measuring distances
Solution.—Describe the compass E. S. W., and let its centre X represent the place of the yacht at the first station; draw the N. by W. line, X Y, equal to 14 miles, and Y will represent the second station.
Draw the line E. by N., X Z, of an indefinite length, and the line Y Z parallel to the S. E. and N. W. line of the compass: the point of intersection Z will represent the place of the lighthouse, and the distance Y Z, being measured by the same scale of equal parts with which the 14 miles of course is laid off, will be found to be 16-3/4 miles, and X Z 9-1/4 miles.
Charts can be purchased, at a very reasonable rate, of all the important harbors and the whole coast-line of the United States. They come nicely backed with cloth, so as to stand considerable hard sea-usage. They should be kept, when not in use, rolled up in a large tin box made for the purpose, or a long, narrow wooden trunk, called a chart-box.
In using charts,great care should be taken to see whether or not the courses laid down to be sailed are magnetic ones; that is, with the variation of thecompass allowed. Such is usually the case; but there are charts made where the variation of the compass must be allowed to make the courses true.
Always carefully read all the notes upon the margins of a chart: one will often run across an item of the greatest interest or importance. Nearly all charts of harbors and the coast-line will be found with two scales of miles upon them; one being markedstatute miles, and the othernautical miles.
Now, the difference is this, the scale that is marked statute miles means a mile of 320 rods of 16-1/2 feet each, or 1,760 yards of 3 feet each, or 5,280 feet; whilst a nautical mile means the sixtieth part of a degree of the earth's surface measured at the equator, which is about 6,086.4 feet in length.
Are very regular upon the American coast; and if the time of tide be known, and the note concerning soundings, on the margin of the chart, consulted, one can often, when caught in a fog, tell quite correctly the position of the yacht, its general place upon the chart being known.
The Lead-Line.—For the purpose of getting soundings, the lead-line must be used, of which there are two kinds,—thedipsey lead, i.e., the deep-sea lead, and the hand lead. The deep-sea lead consists of a lead sinker, usually about twenty-five pounds in weight, the lower part of which is hollowedout, and filled with tallow, when it is said to bearmed: this is for the purpose of bringing up a specimen of the bottom which it strikes upon in its descent, often thus aiding the navigator in determining his position. The line to which this lead is attached is coiled up in a half-barrel or tub, and is usually a hundred fathoms in length, a fathom being six feet. It is generally as large as one's little finger, and is laid up in what sailors call a "left-handed coil," the opposite to most other ropes in common use. It is marked up to twenty fathoms in the same manner as the hand lead-line, and then one knot for every ten fathoms, and a strip of leather for each five fathoms. The manner of casting the deep-sea lead is to bring the yacht to the wind, and as nearly stationary as possible, when the lead is taken by hand outside of all the rigging, forward on the weather-side, the tub remaining aft; the person forward then casts the lead as far as possible ahead of the yacht, singing out at the same moment, "Watch! Oh, watch!" and the person aft at the tub allows the line to be taken out by the lead in its descent as fast as possible; and when it reaches the bottom he hauls it carefully up till his hand hits upon the knots, the number of which determines the depth; the yacht is then kept on her course, and the line hauled in over the stern, and coiled down in the tub, as it comes in, for immediate use again. When the leadarrives on deck, it is unbent from the lead-line, the arming examined and scraped off, ready for a new cast.
Heaving the Hand Lead.—The hand lead is used in a different manner, and is the most perfect instrument yet devised to warn the yachtsman or sailor of unknown dangers and the rapid shoaling of the water, or approach to some unknown or unexpected shoal.
Custom has, from time immemorial, marked the lead-line in a peculiar and, the writer does not hesitate to say, ridiculous manner, which can be understood by the initiated only. But that it may be done according to "Gunter," and in "ship-shape and Bristol fashion," the following explanation is given:—
Heaving the lead is done usually by a person who is placed in the main-chains for that purpose, on the weather-side, or, in smaller craft, on deck, forward, just clear of the shrouds. It is thrown whilst the yacht is under way, and being kept on her course, and the results announced in a singing voice by the one casting; and, when the water becomes too shoal, the yacht is put about, and stands off from the danger which she was approaching. The one casting the lead takes hold of the line at about a fathom from it, and swings it to and fro till enough velocity is gained to swing it over his head; when at the right angle it is released, and flies forwardin the air, striking the water far in advance of the yacht and the bottom, before the yacht reaches the place where it struck the water, so that the line may be kept perpendicular for a moment from the yacht to the bottom of the sea, and the distance measured by means of marks upon the lead-line, which are as follows:—
At1 fathom one knot.2 " two knots.3 " three knots.4 " nothing.5 " a white rag.6 " nothing.7 " a red rag.8 " nothing.9 " nothing.10 " leather with one hole.11 " one knot.12 " two knots.13 " nothing.14 " nothing.15 " white rag.16 " nothing.17 " red rag.18 " nothing.19 " nothing.20 " leather with two holes.
Those that are marked are called "marks," the others, "deeps;" and a lead-line as above consists of eleven "marks" and nine "deeps."
If the mark of three fathoms is near the surfaceof the water, the caster sings out, "By the mark three!" or, if such be the case, "By the deep eight!" and, should he consider the depth to be a quarter or half more than any particular number, he sings out, "And a quarter six!" or, "A half five!" &c. If the depth is estimated to be three-quarters more than any particular number, he calls it a quarter less than the next higher number; thus, at two fathoms and three-quarters, he sings out, "A quarter less three!"
For all practical purposes a lead-line twenty fathoms in length, but marked only to ten fathoms, will be the most useful for yachts and small sail-boats. This line should be marked as follows:—
At1 fathom one knot.2 " two knots.3 " three knots.4 " four knots.5 " white rag.6 " six knots.7 " red rag.8 " blue rag.9 " nothing.10 " piece of leather.
A small piece of white rag may also be inserted at the half-fathoms between two and three.
Time at sea is divided differently than on shore; and the day commences at twelve o'clock, noon.The reason of this is, that at that time usually, at sea, the navigator determines and ascertains the position of the ship, hence the true time; and the clock is corrected from the difference in longitude from noon of the preceding day.
The time of twelve o'clock is denoted by striking the vessel's bell eight times in a peculiar manner, thus: by sets of twos, one, two, rapidly following each other, then a pause of three or four seconds, and then the next set of twos, thus: one, two—one, two—one, two—one, two; whilst seven bells would be struck thus: one, two—one, two—one, two—one; and three bells: one, two—one; four bells: one, two—one, two.
This system of eight strokes of the bell does for the whole twenty-four hours, each stroke denoting one half-hour: hence eight bells cover a space of four hours, which is termed a watch, and, if each watch was four hours long, of course there would be six such watches in the twenty four hours; and the crew, divided as they always are into starboard and port watches, would, during the whole voyage, have just the same hours on deck. That is to say, the starboard watch would come on deck at twelve o'clock noon every day of the voyage, and stay till fourP.M.
This would not be fair to the other watch; and to avoid this repetition, and to divide the time differentlyeach day, the hours from four to eight in the afternoon are divided up into what are calleddog-watchesof two hours each, which breaks up the daily regularity, and changes the hours; so that the starboard watch who happen to be on deck from twelve to fourP.M.one day are the next day below during the same hours, and the port watch on deck; and thus the same watches come round every forty-eight hours. After the bell is struck at twelve noon by order of the navigator or sailing-master, the time will be kept as follows:—
In cases of emergency, usually to take in sail, whether by night or day, "All hands on deck to take in sail, ahoy!" "Heave up my hearties!" is bellowed into the forecastle, and comes to the ears of the unwilling sleepers of the watch below.
Is the term used for repeating the thirty-two points of the compass-card by memory from the right hand to the left, (and then back again,) commencing at north, and proceeding to north by east, north, north-east, &c. It is necessary that the amateur and young salt should acquire this, if he desires to ever be able to make use of the most simple problems in boat-sailing, the use of the charts, the finding of the position of the yacht by cross-bearings, &c. In fact, it is indispensable; and the task should be commenced at once. It should not be gotten by rote, without rhyme or reason; but, in repeating the names of the points,the compass-card, or a printed imitation of it, should always be kept before the eye[see frontispiece].
After acquiring the regular thirty-two points, the subdivision of quarter and half points are to be gone into. The smallest division used in navigation is a quarter of a point; thus your course may be N. by E. 1/4 E., or N. by E. 1/2 E., or N. by E. 3/4 E.; but no smaller subdivision is ever made between two courses than one-quarter of a point. This is as nearas the yacht can be kept to her course, and is as near as the eye can line a course in an observation for cross-bearings. If, however, one desires more minuteness, it may be well to state that each point of the compass contains 11° 15', or 360° for the whole thirty-two points. The names of the points of the compass, commencing at north, and going towards east, are as follows. Theprincipal points, as they are called, which are marked larger than the others on the compass-card, are here designated by capitals.
If any one desires to bevery salt, he will pronounce these points as follows:—
And, in fact, the above is the way that they are pronounced by all sailors.
It should be remembered that thecompass does not move; that is to say, the yacht moves, which seemingly makes the card in the compass-box revolve. It is absolutely an optical illusion to "land-lubbers" and except by the jar of the yacht, or by pitching about in a heavy sea, the compass-card does not revolve, but is stationary, and it is the change of the course of the yacht which seems to give it motion.
The periphery of the circular casing in which the card revolves should be marked plainly with a perpendicular black line; and this black line should, by moving the compass-box, be brought to bear in a direct line with the keel of the yacht, and the box secured in that position. 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-box, and, having once brought the point needed to this position, keep it there by moving the helm when necessary; and this act of keeping it there is called "keeping the vessel on her course."
For instance: if the wind allows, suppose by the chart it is desired to steer N.E., to reach a certain place. Go on deck, and, by moving the helm, bring the N.E. point of the compass-card opposite to the black perpendicular mark on the compass-casing, and keep on your way, after having trimmed your sails so as to hold the wind properly. The yacht will not keep on N.E. exactly, but will yaw to and fro,which will seem as if the compass-card was moving; and this will occur more or less according to the roughness of the water. And, if one looks too much to the compass, the yacht will be off the course before the compass shows it: it is therefore well, if possible, to get some bearing,miles ahead, that cuts the weather-shrouds or jib-stay, when the yacht is on her course; then, by looking at that, one can easily see when she is off her course, casting an eye to the compass once in a while. In the night-time very fine steering can be done by picking out a star, and steering by it, after getting it to range on some part of the yacht. Steering by a compass is a great accomplishment: few amateurs do it well. It used to be said at sea, that the best helmsmenlooked at the head of the vesseloftener than the compass, and were thus enabled to check with the helm any disposition of the vessel to leave the true course, long before the departure was shown by the compass-card.
Generally speaking, a wind that blows sixteen miles an hour is called a fresh breeze. One that blows eighteen miles an hour calls for a single reef; and twenty miles, a close reef. Twenty-four miles an hour is a gale; whilst thirty miles an hour is a fresh gale.
This method of ascertaining how fast the yacht is moving through the water, and hence to calculate her position, has been almost done away with by the use of what is termed the "patent log," which is now almost universally used, and which consists ofa small propeller of brass, which is towed astern, and records its own revolutions on dials. But, to enable one to use the common log-line and glass, the following description is written: The half-minute glass is of the same form as an hour-glass, and contains such a quantity of sand as will run through its neck in twenty-eight seconds of time; or a watch with a second-hand may be used, if the glass is not handy. Thelogis a piece of thin board of a quadrantal form, about the size and shape of a quarter-section of the bottom of a common water-pail, loaded on the circular side with enough lead to make it swim upright in the water. To this is fastened a line, about one hundred and fifty fathoms in length, called thelog-line, which is divided into intervals calledknots, and is wound on a reel which turns very easily.
To ascertain the velocity at which the yacht is sailing is calledheaving the log, and is performed as follows: one person holds the reel, and another the half-minute glass, whilst a third throws the log over the stern on the lee-side; and, when he observes that the stray line has run off (which is about ten fathoms), and the first mark (which is generally a red rag) has passed the stern, he sings out,Turn: the glass-holder answers,Turn, and, watching the glass, the moment it has run out, sings out,Stop. The reel being immediately stopped, the last mark run off shows the number of knots thatthe yacht has sailed during the last hour, if the wind has been constant.
The log-line is marked as follows: allow ten fathoms for stray line, and then insert a red rag, and at every 47.6 feet mark the line as follows: at one, one leather; at two, two knots; at three, three knots; and also have a small mark at each half-knot, and so on to ten and twelve knots.
The principle of the log-line is, that a knot is the same part of a sea-mile that half a minute is of an hour: therefore the length of a knot should be one hundred and twentieth the length of a sea-mile, or fifty-one feet; but, as it is more convenient to have the knot divided into eight parts of six feet each, the proportional reduction is necessary in the half-minute glass.
In entering harbors, thered buoysare to be left upon the starboard hand, and theblackbuoys upon the port hand.
Throw overboard at once any light object that will float, such as a stool, oar, boat-hook, or life-preserver, for him to grasp; then bring the yacht at once to the wind and heave her to, and pick up the man with the tender, or by going about and standing for him.Don't look out astern for the man where he disappeared, but out on the beam, which will be his position when the yacht is brought to the wind.
Remember, in the first place, that no small boat fit to be called a sail-boat can capsize, unless the sail is confined by the sheet being made fast.
If the sail is loose, and the boom, or lower leach of the sail, as the case may be, can move in a direction parallel to the wind, or in the "wind's eye" as sailors would say, the boat cannot be upset by an ordinary gust of wind.
In other words, in all fore-and-aft sails, such as are used almost the world over for small sail-boats, the sheet, or rope that confines the after-part of the sail to the stern-part of the boat, is the key to the whole science of boat-sailing.
If one knows how to use the sheet properly, one knows how to sail a boat with comparative safety. Of course it is supposed that he should also understand flaws of wind and their effects.
It is the flaws of wind caught by the sail—more than it can bear—that capsize a boat; and, if thewind that has force enough to do this could be "spilled" out of the sail, the boat would be immediately relieved.
Therefore to insure safety, the person steering a boat should never belay the sheet, but keep it in hand, so as to be able to slack it off gradually, or cast it off entirely at a moment's notice. To do this, only one turn should be taken round the cleat; so that the sheet will slip under the force of a gust of wind, when the hand retaining it in place slackens it in the slightest degree.
If the whole sail points towards the wind's eye, it no longer has any effect upon the boat. The sail then shakes in the wind exactly as a flag does from the top of a flag-staff, the wind passing by on both sides. Should the sheet be hauled aft, the sail would be filled with wind upon one side, and, if the wind had strength to overcome the gravity of the boat, capsize her.
Or, if the boat is so heavy ballasted that its gravity cannot be readily overcome, the mast or sail are liable to be carried away, and danger incurred on account of the towing mast and sail. These would most likely draw the boat into the trough of the sea, where she would be swamped almost instantly.
It does not follow, because the slacking of the sheet is a safe thing to do, that it should always be done. With boatmen who are thoroughly practised, it seldom is done; for they can obtain thesame result with the rudder by bringing the boat into the wind until the sail shakes, with the sheet still fast. This gives more control of the boat than would be the case if the boom were out to leeward, perhaps dragging in the water, on account of the pressure of the wind upon the hull and mast.
The very best thing to do in a sudden squall is to use a modification of both these methods; i.e., slack off the sheet for a foot or two, so that the sail, before it can fill with wind, will be at such an angle with the hull, that the shock upon the latter cannot be great. This gives one more command of the boat, and insures quicker movement of the hull, and hence quicker obedience to the helm, should a sudden change occur. This slacking of the sheet also prevents the boat from going about on the other tack, should she be brought too suddenly to the wind.
With an experienced hand at the helm, unless the squall is very severe, there is no need of luffing so as to shake the sail to any great degree. The slightest movement of the tiller will keep the sail just quivering in the wind, the boat still advancing, so that she will not lose steerage-way; thus enabling one to at once luff up nearer to the wind, or change the boat's position rapidly, should the wind, which is often the case, shift its direction suddenly.
Nothing is of more importance than to keep steerage-way on the boat, as it is only in the utmostemergency that the sheet should be slacked wholly off, and the headway lost.
If the boat is well under command when the squall is seen advancing, then the method of steering into the wind's eye may be safely adopted, and is, in fact, the better and more seamanlike method.
In small sail-boats on ponds, or arms of the sea, when a thunder-shower is coming up,—which can always be seen in time,—it is, as a rule, much the safest plan to take the boat as quickly as possible towards the nearest harbor or land, unless rocky, inaccessible, or dangerous; in which case, furl all sail and let go an anchor, paying out such a scope of cable that the boat will ride easily. Then wait for the coming blast.
However severe it may be, the thunder-gust can then do no harm. With an oar you can head the boat towards the coming blast, so that she will feel but little of its force, and prevent the dragging of the anchor.
Thunder-showers are particularly dangerous, however, from the fact that they almost always make their way directly against the prevailing wind. When the two winds meet, and one finds one's self in the vortex between them, it is very difficult to command a boat. Each wind, fighting for the supremacy, will fill the sails with gusts, for which one does not more than have time to prepare beforea counter-gust will throw them aback, or violently to the opposite side of the boat. Often, in fact, the wind, blowing a gale all the time, will in less than five minutes have visited every point of the compass. An anchor down and a furled sail are the best for all small, open, or half-decked boats or yachts in such an emergency.
Boats are often capsized by persons on board suddenly scrambling to the windward, or upper side, when a squall buries the lee gunwale in the water. Should the boat at this moment be taken aback by a counter squall or flaw, she will almost surely capsize, for in one moment the windward side becomes the leeward side; and the mass of weight hanging to what was, a moment before, the weather-side, will carry the boat over. It is too late to try and struggle back again: the bodies are all in the wrong position to be able to turn around inboard towards the centre of the boat. In their helpless postures they face the waves that are ready to devour them.
The safest position in an open boat, when preparing for an approaching squall, is, for all except the helmsman, to sit down in the bottom of the boat, as near the centre as possible, thus being safe from any blows from the boom of the sail, and increasing the steadiness of the boat in a marked degree. Here they act as ballast, and do much good in keeping the boat upright.
To the above knowledge should be added also the science of reefing the sails of a boat quickly and neatly, so that she will stand up under a great pressure of wind.
The mistake most frequently made is to neglect to reef till it is too late. Landsmen scarcely ever calculate how quickly wind moves, and how suddenly a change in the weather takes place. It is easy to reef while there is time, but sometimes almost impossible if too long delayed. Reefing saves one from much anxiety. The boat that with her whole sail would be cranky and dangerous plunges along buoyantly through the summer gale when her sails are properly reefed.
With a thorough knowledge of the sheet and rudder, and how to reef a sail, there ought to be no accidents, even in very small boats; but the trouble is, that too many tyros are allowed to invite unsuspecting ladies and young girls into their boats, they not understanding the first rudiments of a real nautical knowledge, of how to manage a craft in times of danger.
A boat is like a good horse,—it will always do the best it can. It will not capsize if it can help it; but, if mismanaged in time of emergency, it is a dangerous plaything. Properly handled, it is amazing, almost incredible, what can be done with a small open boat, with a common lug-sail, and what weather it will live through.
But without knowledge, and knowing just what to do in dangerous times, this pleasant summer sail is a treacherous pastime.
"Well, uncle Charley, when are you going to give me a sail in your yacht? You know, that, although I have sailed a little, I look forward with the greatest impatience to a trip with you; so that I may become posted in all respects, and finally turn out a first-class sailor."
"Your ambition is a worthy one, Tom; and I am willing to gratify it. But it is yet very early in the season; and I am afraid that we shall encounter some dirty weather, should we attempt now to make a trip."
"Well, that is the very thing that I want to encounter," said Tom. "Besides, you have quite a large yacht, and every thing in apple-pie order; whilst I only have a little bit of an open boat at my home, and really know but little of the science of boat-sailing, and nothing of the technical language or discipline of a well-appointed vessel."
Thus spoke Tom Coffin, a young man of some seventeen years, who was on a visit to his uncle, Capt. Charles Coffin, a middle-aged retired sea-captain, who knew a vessel from her stem to her stern, and who retained his youthful passion for the water, and enjoyed himself thoroughly during the summer months in his beautiful yacht "Nancy Lee."
"By the way, uncle Charley, you have not told me any thing yet about your yacht; and you know I have never seen her. How large is she?"
"She is about thirty feet over all," said his uncle.
"How is she rigged? Tell me all about her, uncle, won't you?"
"Well, the 'Nancy Lee' was built two years ago, and is what is called a 'centre-board sloop;' that is, she is shallow, and broad of beam, and is rigged as a sloop. She has a good comfortable cabin, and sound spars, and strong and durable canvas, and good ground-tackle, and I think she will compare favorably with any of her class. She is not so fast as some, being, as I said, of good beam, and her spars and sails are not too large for rough weather; but I consider her a first-class boat for outside work, safe, strong, and easily managed."
"How many crew do you carry, uncle Charley?"
"Well, as a general rule, I have only Bob Stevens with me, who made, if you remember, many voyages to sea with me, and is a true, able seamanin every sense of the word. He usually keeps the 'Nancy' in order for me, and acts as 'cook and all hands;' although, when I am going on a cruise of a week or two, I usually take with me also Widow Tompkins's son, who is smart and active, and who, if he will only take a voyage round the Horn, will, I prophesy, yet turn out a good sailor. But you shall take his place."
"Is the yacht all ready now?"
"Oh, yes!" replied uncle Charley. "She has been at her moorings the last two weeks. But I thought I would give you a day or two to get over your journey before speaking about a cruise; but I see that young blood will not be restrained."
"And have you every thing on board ready for a cruise?" asked Tom.
"Yes, every thing," replied his uncle; "for, being an old sailor, I like to have every thing prepared. Now, on board the 'Nancy Lee' you will find, I will be bound, every thing that is needful for a craft of her size; such as compass, charts, signal-lights, barometer, lead-line, log, and all that is needful to handle her in a seamanlike manner in all weathers."
"Well, uncle, when will you start? Have you provisions on board?"
"Every thing is on board; and, as you have inoculated me, I suppose we might as well get under way to-morrow morning on the young ebb: so takeyourself up aloft, young man, and 'turn in,' and be prepared to turn out at about one bell in the morning watch; and I will go down to the landing, and see that Bob has every thing in ship-shape."
"Come, rouse out, youngster! it is past one bell," sang out the cheery voice of uncle Charley at Tom's door the next morning; and hurrying on his clothes, and taking a small valise filled with a change or two fit for sea-use, he was soon by his uncle's side.
"Well, it is going to be a lovely morning, if it is only the 10th of May," said Capt. Coffin.
"Why, how do you know, uncle Charley? It is as dark as pitch yet."
"Well, my boy, when you are as old as I am, you will know how, by many signs, to forecast the weather, even in the night-time. But let us hurry along, and get on board, as I want to take advantage of this ebb to get outside before the flood makes."
Arriving at the landing, the following conversation took place:—
"'Nancy,' ahoy!"
"Ay, ay, sir!"
"Is that you, Bob?"
"Yes, captain."
"Come ashore in the tender, and set us on board!"
"Ay, ay, sir!"
The small boat soon reached the landing; and our friends were soon alongside the "Nancy Lee," and quickly on board.
"Now, Bob," said Capt. Coffin, "have you got hot coffee and biscuit ready?"
"Yes, captain, all ready, and humming hot on the stove."
"Well, then, we will go below, Bob, and you can serve it in the cabin; for it is well to get something hot down before facing this damp morning air."
After each had drunk a good hot mug of strong coffee without milk, and eaten a good large sea-biscuit, Capt. Coffin and Tom appeared again on deck, and preparations were made to get under way.
"Have you got the stops off of the mainsail, Bob?"
"Yes, captain: they are all off."
"Then go forward, you two," said Capt. Coffin, "and hoist away the mainsail. You take the peak-halliards, Tom; and you the throat, Bob. That's the way! Up she goes! [Cheerily.] Avast, there, Tom! you are hoisting too fast on the peak, and have jammed the hoops round the mast, so that Bob can't get an inch on the throat-halliards. Slack away a little! Handsomely: there, that will do! Now hoist away. Belay the peak-halliards! Now go over and take in the slack, whilst Bob swigs off on the throat-halliards: that will do. Belay!Now over to the peak, and stand by to peak it up, whilst I let go the main-sheet, and lift up the main-boom. So! That will do. Belay! Now coil the halliards down snug, and lay aft here, Tom, and tend the jib-sheet.—Are the gaskets off the jib, Bob?"
"Ay, ay, sir! All off!"
"Then let go your down-haul, and run her up!
"Now, Tom, I want to cast to starboard; and, as the yacht is now lying head to wind, when Bob has the jib up, I want you to trim down flat on the port jib-sheet, and hold on till I tell you to let go.—Now, Bob, is that jib chock up?"
"Yes, captain."
"All right, then; slip your moorings, and let her slide! Haul aft the port jib-sheet, Tom; and lay aft here, Bob, and help shove this boom out to starboard, whilst I put the helm to port. There, she pays off all right! Down with the centre-board, Bob!—Let go the jib-sheet, and trim down to starboard, Tom! That will do. Belay!
"There! Don't she move through the water well? Just a nice working-breeze. And see the glimmer of the breaking day over there to the eastward! I wonder if we can fetch by Rouse's Point without going about. I fear not; but we shall see long before we get there. There is plenty of time.
"Now, Tom, do you see that little light on shore, just forward of the weather fore-rigging? Come and stand just where I am, and see if you see it."
"Yes, uncle, I see it all right."
"Well, take the helm, and keep her just as she goes, with that light cutting the weather-rigging, as a course. She steers like a pilot-boat, and you will have no trouble.—Bob, keep a good lookout there forward, whilst I go below to have a look at the chart."
"Ay, ay, sir!"
"Now, Tom, I have looked carefully at the chart, and I know this harbor well; but the wind is so scant, that I am afraid that we shall not be able to lie by Rouse's Point without going about; and I had rather do it now than when we get farther down, and nearer to the point, for there are some bad rocks make off: so I think that we will go about to make all sure.
"Ready about!
"Come aft, Bob, and tend the lee jib-sheet!—And you look out for the weather one, Tom! All ready! Hard a-lee! Let go the jib-sheet! Avast hauling, Tom: you are too quick!—Trim down, Bob!—Now let draw, and trim down flat, Tom, and belay! There, she begins to trot again! We can't stand very far in this direction; for we are crossing the channel at about right angles, and it is not more than a mile and a half wide hereabouts; and I don't want to be picked up by any of these flats on an ebb tide, and don't mean to; and yet I want to stand over just as far as I can, so as to clear Rouse'sPoint on the next tack. There comes the daylight at last! Is it not a beautiful sight, Tom?—Come, Bob, jump below, and get up the hand lead, and give us a few casts from the weather-rigging.
"Are you all ready?"
"Ay, ay, sir!"
"Then cast."
Bob.—And a quarter less five.
"That is plenty of water; isn't it, Tom? But then you can't be too careful, and there is nothing like the lead. We only draw eight feet and a half with the centre-board down, and only three and a half with it up: so we have little to fear yet. Keep casting, Bob!"
Bob.—By the deep, four!
"There, you see Tom, we have already commenced to shoal our water."
Bob.—And a quarter less three!
"Still shoaling, and pretty fast too."
Bob.—And by the mark, two!
"We are getting well over, Tom; but we will have a cast or two more from Bob."
Bob.—And a quarter less two!
Bob.—And a half one!
"Ready about!
"Hard a-lee!
"There, Tom, you did better with your jib-sheet that time, and did not try to haul it over too quick, and before Bob had trimmed it down again to make her pay off.
"See, Tom, the day is breaking fast, and there is Rouse's Point well on our lee. If the wind holds, we shall not have the slightest difficulty in passing it on this tack. And now, as we are going to make a long leg, we will let Bob go below and get breakfast ready. Do you think you can eat any thing, Tom?"
"Yes, uncle, I think I can; but this is just splendid. But tell, me, why do you trim down the jib again on the same side, after letting it go? Would not the yacht come about without it?"
"Yes, she would," replied Capt. Coffin, "easily; but I wanted you to see how a craft should be put about in a seamanlike manner, and how she would have to be put about in heavy weather. It is well to know how to do a thing well, and what will be necessary in times of emergency."
"Thank you, uncle: I shall remember. Is it not a lovely morning, and how nicely we are slipping along! I think I could eat a piece of whale's blubber, I am so hungry."
"Are you, Tom? Well, so am I. But here comes Bob up the companion-way, to say that breakfast is ready.
"Now, Bob, keep her full and by; and, if she breaks off any, call me at once, for we shall have to go about again.
"Let's get below, Tom, and get our breakfast; for I must not be long below till we get well outside.
"Is this not a snug little cabin? and haven't I got things handy around me? I like to have things where I can put my hand upon them quickly.
"If you have finished, we will go on deck again.
"Well, Bob, has she held her course?"
"I don't believe she has changed it a pint, Capt. Coffin."
"Well, go below and get your breakfast, and clear things up. We will look out for her. In an hour or two we shall be out in the sound all clear."
"See, uncle, how we have gained upon that fishing-schooner! Are we not going to pass too near him? He evidently is beating out as well as we."
"You are right, Tom. If we should keep on, there would be a collision; but as we are on the port tack, and the fishing-schooner on the starboard tack, and both of us close-hauled, he has the right of way; and it is therefore for that reason that I gracefully ease off the main-sheet, as you see, and keep her off, so as to pass under his stern, whilst he passes saucily on his course and to windward. But it is his right, and we must not hesitate. When we are on the starboard tack, we will demand our rights just as strongly."
"I am afraid after all, uncle Charley, that it is going to be rough; is it not? The day is not as pleasant as it was an hour ago, and it seems kind of overcast and cloudy to windward."
"Yes, Tom: the weather does look a little dirtyto windward, but nothing to speak of; but, as you started to see some fun, I hope that you will see it."
"How far do you call us now from the land?"
"Well, I should say that we were a good ten miles from the southern light. I can tell you exactly by cross-bearings, if you really want to know very much."
"No, uncle, I do not care enough to give you that trouble; and, besides, I only wanted to know about how far off you estimated it. We must be going through the water pretty fast, as she is well heeled over."
"Yes, she is jumping along now, and the wind and sea are both getting up fast. I think that I shall take in a reef.
"Never be ashamed, Tom, of reefing early: it is a simple matter if undertaken in time; but, if neglected too long, is a difficult, and at times a dangerous job.
"In the first place, you and Bob get hold of that tender, and draw her up on the lee-side, and get her aboard forward, where she belongs, and lash her down. Don't get overboard!
"Be careful of the rail, Bob: don't chafe it. Now lash her down snug, and, as soon as you are ready, man the jib-halliards and down-haul. All ready?"
"Ay, ay, sir!"
"Then let go the jib-halliards. Down with it,Bob!—Lend a hand on the down-haul, Tom! There, that will do! Make fast!