Watching Shore at Delaware Breakwater
The light on Cape May, the twinkle of lights ashore, and the clear autumn night following the day of fog, came as a welcome relief. We needed sleep; we were tired and we were on the eve of parting. I remember during my anchor watch, from two to four in the mid watch, I stumped the deck in a highly reminiscent mood. Several timesI went to the fo'c'sle doors and looked in; bad as the drill had been, I hated to leave it.
On Monday, Captain Nichols went ashore and sent out fresh provisions, but there was no mail for us forward. Orders were to come soon and we spent the time polishing and cleaning as if our salvation depended upon the brilliance of the ship. The day passed without word, and we kept at our brass and paintwork until Wednesday, when orders were received for New York. TheHugheswas notified, and on Thursday noon, a break in her engine having delayed her, the tug took us in tow for Sandy Hook. We found the wind favorable off the Five Fathom Bank lightship and set all plain sail to top-gallant-sails. At midnight it started to rain, and the wind freshening, we were startled by a commotion under our bows and found we were bearing down on theAtkins Hughes, her smoke pipe sheering off to one side of our flying jibboom, and her steam whistle protesting in strident blasts.
We at once shortened down to lower tops'ls and topmast stays'ls, and as we gathered in her wings the old ship lay back on the hawser; for the last time that voyage she had felt the independent urge of her canvas.
A graydawn broke to seaward, and as the flash of the Navesink Light dimmed, and the bulk of the land defined itself in the lifting haze to the west, we picked up our pilot. In past the low spit of the Hook, up through the main ship channel and past the Narrows, we labored aloft, furling sail, giving it a harbor stow, while Mr. Zerk watched us with critical eyes.
The day was fine, warm sunshine welcoming us, and a strange unnatural brightness seeming to radiate from every nook and corner of theFuller—she was groomed, polished, and triple polished for this very day. We brought up near Bedloe's Island, under the lee of the great statue, anchoring shortly after noon. The glitter of the tall buildings on Manhattan, and the busy harbor scenes, constantly called to our sea weary eyes. All hands went forward to a dinner of cracker hash, and a pale looking duff to which Chow had added an extra ration of molasses,black like tar, and a huge can of coffee; all of the tack in the bread barge was broken and mealy as if it had been searched for weevils before coming forward.
"To hell with this grub," growled Old Smith, as he filled his pannikin with coffee and lit his pipe. "I'm eating white man's tucker tonight. To hell with this, I can wait."
However, most of us were too hungry to wait; but the near approach of human victuals made our mouths water. All about the fo'c'sle bags and chests were hauled out from under bunks and benches and were being stowed.
"That looks like them!" Australia at the starboard fore channels was scanning several small boats coming out toward the ship. "I bet old pedlar O'Brien is coming out to make me a present of a watch," he said, at which we all laughed.
"Where are they?" a half dozen got up to watch the boats coming out from the Battery with interest.
"Are you going to stay by?" asked Frenchy. "If you've got any place to go to, don't leave, but stay by."
"Guess I'll stick," I said, "as I am going to my uncle's house. Why don't you stay by?"
"They make it tough for you if you do," saidFrenchy, nodding at the boats which were now coming alongside with a spurt, the runners, for it was they, racing to see who would get over the side first.
At that time there was a gentlemen's agreement—if we may call it such—between the boarding house keepers, in the business of fleecing sailors in the port of New York, whereby all victims were parcelled out according to an impartial schedule, so many sailors to each house. When a rich deep waterman came in, the boarding houses in the combine would each get two or three men, stripping them of the greater part of their payday. When a crew was wanted for a vessel outward bound, they would supply the men in the same manner, taking the advance notes in payment for board, clothes, and what not. Sometimes a sailor beat a boarding master but not often, for Jack generally came in fat and went out under bare poles, with nothing but a kit of second hand slops, as the sole increment from his previous voyage.
As the runners bumped alongside, with a great show of rivalry and cheery greetings, for they all knew just who was on board, we were treated to an exhibition of rapid fire generosity and open-handed welcome, by gentlemen of the waterfront,men wearing derby hats and stiff shiny collars, watch chains, and flashy pins stuck into bright neckties. These worthies scrambled up the fore channels like monkeys and onto the deck. The game was to get a sailor to accept a card. As soon as one of the boarding house cards was in the horny fist, that man was marked and belonged to that particular house. This rushing at first consisted in a scramble for the most desirable victims, that is the weakest and most easily fleeced.
An evil-looking, pimply-faced runner backed me against the forward house and thrust a card into my hand. He insisted, and I protested. He had a breath that was strong, and told me how well his house could take care of me. Good grub, a good crowd there, and he even mentioned other advantages. He tried to put a five dollar bill into my hands. He was most insistent; finally he saw that he was wasting precious time, and darted after an easier victim. The runners swarmed about the decks, two and three men from each house. In the two sides of the fo'c'sle the crimps were assisting the men in the final roping of their dunnage, bottles of whisky were being sampled. Some of the men proudly handled showy watches, Australia surely got his watch, a big gilt turnip which he showed me with pride.
"See, I got it."
"How much?" I asked.
"Only ten dollars—take it off my pay day. This watch is worth half of that," and Australia winked at me. He had a bottle of whisky in his jacket pocket.
All hands were becoming hilarious. The runners seemed uneasy, for theFullerwas known as a bit of a rough ship, and it was strictly against the law for them to be on board. But a pay-off of close to three thousand dollars forward was too tempting to allow around loose in the harbor.
"No more of this work wagon for me," shouted Australia. Snatches of song were interrupted by an order of unmistakable force.
"Lay aft, all hands!" It was Mr. Zerk who came forward and bellowed at the gang about the fore fife rail.
We mustered aft, the shore harpies watching us from the sides of the forward house.
"All here?"
"All aft, sir," Old Smith answered.
Captain Nichols stepped out on the break of the poop.
"Men," he began, "the voyage is over, but we will lay in the bay and strike t'gallant masts before we go under the bridge. You can do this ifyou want to, or you can go ashore now. I have found you a good crew, ready, and sober. Those who want to go ashore step over to port." All hands did, including Second Mate Tom, who now stood with his old messmates, after a brief four months as an officer aft.
"Peter, come back, and you, Felix. You two stay aboard till we dock. The rest of you can go. I want to say 'good-bye' and wish you good luck. Be careful where you go and what you do."
As the skipper finished the longest speech we had ever heard him make, he turned sharply and walked aft to the companion. We felt like giving a cheer, but the cold eye of the mate was on us. There was a shuffle and hesitation as to what was next.
"Lay forward and get your dunnage, mind that paintwork when you go over the side." Mr. Zerk had given his last order to our crowd.
With discipline a thing of the past, with the hasty donning of wrinkled shore clothes, and the ever present tempters, plying them with whisky, the crew became a strange, wild-eyed crowd. Old Smith, Hitchen, and Axel seemed to know what they were about. Scouse was belligerent, half tipsy, and wild with the knowledge that hewas at last to step from those hated decks. Frenchy, of all the gang, showed the most sense. "I am saving all I can out of this," he said. "I will ship across to England or France, as soon as possible."
"Come on, stay aboard," I urged.
"If I do, I'll never get a ship out of New York," and he knew what he was talking about.
Brenden was frankly drunk,sousedwas his condition, and as fine a sailor-man as there was. I had a lump in my throat when the boats pulled away. There was much hand shaking and waving. Peter and I stood on the fo'c'sle head watching them row ashore. Scouse got up in his boat time and again and shook his fist at the ship.
Among the departed ones, Kahemuku and Black Joe were in tow of a colored mission that had sent a boat for them. These poor Kanakas had very little coming to them, and they offered no temptation to the greedy runners. On the other hand, Tommy, for a brief term second mate, at thirty dollars per month, presented the juiciest picking, and strangely enough fell to the lot of the most inexperienced of the crimps who picked him up by accident after the struggle was supposed to be over as he emerged from his exalted cabin under the poop. Tom also departedfrom the immaculate decks with a feeling of genuine relief.
"Well, they're gone," said Peter.
"I wish they were back," I said.
"Me too," was his reply.
When the last boat had vanished beyond the South Ferry slip, we entered the deserted fo'c'sle. The disorder incident to such hurried departure was everywhere evident. Small personal belongings of no intrinsic value, but speaking eloquently of their owners on the long voyage past, were scattered about, Brenden's calendar over his bunk attracted my eye, and I saw that he had carried it along to the last day and had evidently made a calculation of his payday on the beam over his bunk. Names were scratched over most of the bunks. Frenchy, always neat, had left behind a small canvas pouch in which he kept his tobacco and pipe, this was empty, however; a few old burnt pipes, easily identified, were abandoned in favor of the more effluvious five cent cigars so liberally passed around by the runners. In the starboard fo'c'sle, Charlie Horse and Tony had cleaned up their bunks before leaving, but Old Smith left his a sight. Odd playing cards were scattered about, and the smell of whisky, from recent spillings, gave this austere den the air of ablind pig. Old oilskins that had been cast off, by the advice of some of the crimps, were all missing. Peter remembered seeing one of the shore gang bundle these up and take them, no doubt to help outfit the poor fellows again in exchange for their advance; not an item seemed to have escaped the plundering crowd from the beach. The fo'c'sle on my side was populated with ghosts; I was glad when the mate called us aft and ordered the decks swept down.
"Cabin grub for supper tonight," announced Peter, coming from the galley. Sure enough, we were given two plates of corned beef hash, made with real potatoes, while some letters that had come aboard were sent forward. I was happy to learn that my folks were well and knew of our arrival, having received the report from Delaware Breakwater. We were particularly happy in all this, but in spite of good news, of good food, and our approaching liberty, we were sad. TheFullerwas peopled with the spirits of those so recently departed. Somewhere on shore among the twinkling lights that began to flicker as the dusk crept over the bay, our shipmates were carousing in the wicked city, laying the foundation for another voyage of endless hardship and privation.
Peter and I, with Chips, who remained on board, were told off as anchor watch during the night, each taking a three-hour shift; three hours that to me passed very quickly as I tramped the decks of memory on that haunted ship, and thought of that first night watch when Frenchy and I paired off to stump from the pin rail to the forward house, and spin our yarns, and lay the foundation for a friendship that I have never forgotten.
In the morning the shore riggers came on board, taking complete charge. Mr. Zerk walked the deck but never gave an order, and those rough and ready men struck the topgallant masts in jig time, lowering the skysail masts so the tall trucks of theFullerwould clear the span of the Brooklyn Bridge. How they went rough-shod over the decks with their spiked boots, while we had to submit all of our shoes to the mate for inspection before wearing them so he could satisfy himself that no nails remained in the soles.
By two that afternoon, the topgallant masts were lowered and a tug came alongside, making fast to our quarter; we slowly headed up the East River, past the South Ferry, and our starting berth at the foot of Maiden Lane, then under the Brooklyn Bridge. The rattle of the trains, thenear approach of the life and hum of the great city filled me with a strange wonder. As we came alongside at Williamsburgh, Mr. Zerk said we might pack up and go when we pleased. Captain Nichols called Peter and me aft and handed us each a letter; mine was to serve me two years later—when I was twenty-one—as part of the required service testimonials for admission to the examination for second mate in sail and steam vessels. The letter read:
New York, Sept. 24th, 1898.This is to certify that Felix Riesenberg has made the voyage in the ShipA. J. Fullerfrom New York to Honolulu and back to New York, and I have found him to be a smart, steady, and faithful young man.C. M. Nichols,Master, ShipA. J. Fuller.
New York, Sept. 24th, 1898.
This is to certify that Felix Riesenberg has made the voyage in the ShipA. J. Fullerfrom New York to Honolulu and back to New York, and I have found him to be a smart, steady, and faithful young man.
C. M. Nichols,
Master, ShipA. J. Fuller.
I am as proud of this letter now as I was on the day it was given me, and with this precious paper in pocket, our chests trundling along behind on an express wagon, Peter and I walked up the wharf, two sea-tanned, hard-fisted youngsters in a land of strange activity, noise, cobblestones, and freedom. We parted at the BrooklynBridge, he going to friends in Brooklyn, and I to the home of my uncle in Manhattan. Behind us lay one of life's great experiences—a voyage around Cape Horn in an American three skysail yarder, a last proud example of the fine sailing ships that once carried the starry ensign to the four quarters of the globe.
OnMonday, Sept. 26th, 1898, three days after our arrival in the bay, we were paid off before the United States Shipping Commissioner, the short interval having worked a deplorable change in the crew. Whoever was responsible for a condition so well calculated to cause the downfall of the returning deepwaterman, has a great weight of iniquity resting against his eternal soul; no doubt this responsibility was so well divided that each and every one of those guilty felt that his individual part in the great scheme of debauchery would go unnoticed.
I like to believe that all of them, boarding masters, crimps, runners, politicians, shipping officials, owners, managers, and masters who were parties to the fate that befell the men of theFuller, have long since received their due reward in full consciousness of its meaning. Nowadays things are managed better, thanks to the greaterinfluence of such noble establishments as the American Seamen's Friend Society, the Seamen's Christian Association in West Street, and the Seamen's Church Institute, on South Street, clubs where sailors are given room and board, are outfitted, and are able to bank their payday. Healthful amusements and recreation are provided, without that sanctimonious atmosphere that seems to curdle many well-meaning attempts of this sort and most of the shipping companies secure their crews through the Institute.
But in 1898, the deepwater sailor was at the mercy of the hungry sharks who had full sway in the vile business of ruining the souls and health of sailors in order to rob them of the few dollars earned during a year or more of cruel labor on the sea.
I have forgotten just where the shipping office was located, but it was somewhere near Beaver Street and the waterfront. I was on hand bright and early, anxious to see the crowd. The three days of rest and good food, and wholesome amusement, those happy days at the home of my uncle, had put me in fine condition; I never felt better in my life, and I was looking forward to a visit with the old gang. I wanted to take a trip around the waterfront with Frenchy andAustralia, as we had often planned, and have a good dinner ashore, such as Frenchy and Tommy and I enjoyed in Honolulu.
The shipping office, as I remember it, had a dingy outer room in which the crew to be paid off awaited the pleasure of the haughty officials. One must be a sailor about to receive the scant reward for a year of toil, to fully appreciate the high and mighty character of such minor public officers as waited upon us on that bluest of all blue Mondays.
A gruff understrapper told me where to wait, and in the course of a half hour the crew, in tow of the crimps, appeared on the scene; I would like to draw a veil over this part of the story and leave the reader the simple picture of the men rowing toward the Battery, with Scouse shaking his fist at the ship, but realism, which in itself constitutes the highest romance, bids me tell things as I saw them, and the final tragedy is a part of the old days under sail that none of us wish to see return.
I looked for Frenchy, but hardly knew him. His beard was trimmed close to his chin, he wore his old cap but had on a cheap new suit of clothes, wrinkled as though he had slept in them, and his eyes were bloodshot. He seemed to avoid me, ashe hung in the rear of the crowd. For every man to be paid off, at least two crimps were on hand.
All were more or less under the weather, the smell of cheap whisky permeated the room, and the ribald jests of the crimps, the constant whooping up of an ill-sustained merriment, gave the gathering a ghastly character that drove home to me with peculiar force. No doubt the close approach to the money caused the robbers more than a passing thrill. A couple of special bouncers from the inner office appeared when the gathering became too obstreperous, and I had a chance to say "hello" to the gang. Peter was there, sober, and wide-eyed with astonishment, having come from the house of Mrs. Burdick, the good angel of the waterfront. Australia, in a new rig, derby, watch, and soiled linen, kept bursting into song; not the songs of the sea, but some cheap new airs picked up along the Bowery.
"I owe them half of what's coming to me," he whispered, as if this was something to be proud of; a crimp slid up, and he at once ceased his confidences; all hands acted as though they were in charge of jailers, which in fact they were.
Brenden, Charlie Horse, and Tommy sat in a corner, sullen, and I judge partly sober.
Their attendants were anything but friendly. Martin, Fred, Tony, and Old Smith had given themselves over body and soul. Smith was already promised a ship, to sail in a week, so he had seven more days of hilarious living to look forward to, and then another drill, around the Horn or the Cape of Good Hope; another such voyage as we had just passed through.
Axel and Hitchen were in their old clothes; they had seen the sights, but seemed far steadier than the rest.
I cornered Frenchy. "What are you going to do when you get your pay?" I asked.
"I will pay up what I owe and ship for England or France."
"Better buy a steerage passage for Havre," I reminded him, when the crimp who owned him closed in, and a bull voice from the back room ordered us to line up for our pay.
My name was one of the last to be called, and as I got my pay, something over one hundred and twenty-five dollars, with slops and allowance given in Honolulu deducted, I returned to the outer room and found most of the men gone. As fast as they had got their money, the crimps had hurried them off to their respective boarding houses. The Kanakas came in, still in chargeof the colored mission, or whatever it was, that had them in tow, apparently the only honest people there, and I bid those simple fellows good-bye; whether Kahemuku ever got to "Pilladelpia," I don't know; I hope he did.
Presently I was on the street. The crew of theFullerhad vanished. I looked for Peter; he was gone. I stood alone and strangers passed, bumping into me, no doubt thinking me a sunburned country yokel, stranded in those busy, narrow streets.
That afternoon I saw Captain Shackford, of the American Line, and was promised a billet as cadet on theSt. Louis, just returned to the passenger service after her brief career as an auxiliary cruiser during the war with Spain. My service in sail was completed, and I was to experience eighteen months, as quartermaster, for I was soon promoted, on theSt. Louis, during her golden age, when for a brief period it looked as though the Stars and Stripes were again to come into their own upon the Western Ocean.
THE END
Printed in the United States of America.
FOOTNOTES:[1]Chas. Scribner & Sons, N. Y.[2]G. P. Putnam and Sons.[3]Data reA. J. Fuller.ShipA. J. Fuller.Flint and Co. The California Clipper Line, Owners.Signal letters J.V.G.B. International Code.Built at Bath, Maine, 1881, of wood.Gross tonnage1,848.76Net tonnage1,781.88Length229.3 ft.Breadth41.5 ft.Draft (mean)17.8 ft.Depth of hold23.0 ft.[4]Now Boatswain of the SchoolshipNewport.[5]The following is the Scale of Provisions allowed and served out to the Crew during the voyage in addition to the daily issue of lime and lemon juice and sugar, or other antiscorbutics in any case required by law.BreadBeefPorkFlourPeasRiceBarleyTeaCoffeeSugarWaterlb.lb.lb.lb.pt.pt.pt.oz.oz.oz.qt.Sunday11½½1/8½23Monday11¼1-1/81/8½23Tuesday11½½1/8½23Wednesday11¼1-1/81/8½23Thursday11½½1/8½23Friday11¼1-1/81/8½23Saturday11½1/8½23SUBSTITUTESOne ounce of coffee or cocoa or chocolate may be substituted for one quarter ounce of tea; molasses for sugar, the quantity to be one half more; one pound of potatoes or yams; one half pound of flour or rice; one third pint of peas or one quarter pint of barley may be substituted for each other.When fresh meat is issued, the proportion to be two pounds per man, per day, in lieu of salt meat.Flour, rice, and peas, beef and pork, may be substituted for each other, and for potatoes onions may be substituted.Note by Author.—The above is from the fo'c'sle card of the shipA. J. Fuller, taken when I left her. This scale of provisions was greatly amplified a few years later. It was found that a shipmaster sticking close to the law in the matter of provisioning could easily starve a crew, as there was no control over quality. On theFuller, the owners were liberal in provisioning. Such trouble as we had was due to the conditions of deep water voyages.[6]Changed in 1916 to admit men of 19 years, having the required sea experience, to examination for third or second mate.[7]1918.[8]Dr. G. Schott, as the result of studying the form and height of sea waves, claims that under a moderate breeze their velocity was 24.6 feet per second, or 16.8 miles per hour, which is about the speed of a modern sailing vessel. (Some speed!) As the wind rises, the size and speed of the waves increase. In a strong breeze their length rises to 260 feet and their speed reaches 36.0 to 36.4 feet per second. Waves the period of which is 9 seconds, the length 400 or 425 feet, and the speed 28 nautical miles per hour, are produced only in storms. During a southeast storm in the southern Atlantic, Dr. Schott measured waves 690 feet long, and this was not a maximum; for in latitude 28 degrees south and longitude 39 degrees west, he observed waves of fifteen seconds' period, which were 1,150 feet long with a velocity of 78.7 feet per second, or 46-1/8 nautical miles per hour. Dr. Schott does not think that the maximum height of the waves is very great. Some observers have estimated it at 30 or 40 feet in a wind the force of which is represented by 11 on the Beaufort scale (the highest number of which is 12); and Dr. Schott's maximum is 32 feet. He believes that in great tempests waves of more than 60 feet are rare, and even those of 50 feet are exceptional. In the ordinary trade winds the height is 5 or 6 feet. The ratio of height to length is about 1:33 in a moderate wind, 1:18 in a strong wind, 1:17 in a storm; from which it follows that the inclination of the waves is respectively about 6, 10, and 11 degrees. The ratio to the height of the waves to the force of the wind varies greatly.—Scientific American.Note on Above by Author.—It would seem that the late Dr. Schott, if quoted correctly, did not consider the "fetch" as an element in the process of wave formation at sea; but his maximum waves were observed at a point where there was plenty of sea room.[9]The Beaufort Notation, to indicate the force of the wind.0 Calm.1 Light airs: just sufficient to give steerage way.2 Light breeze. Ship under all plain sail 1 to 2 knots.3 Gentle breeze. Ship under all plain sail 3 to 4 knots.4 Moderate breeze. Ship under all plain sail 4 to 5 knots.5 Fresh breeze. Ship close hauled can carry Skysails.6 Strong breeze. Ship close hauled can carry Topgallant sails.7 Moderate gale. Ship close hauled can carry Reefed topsails.8 Fresh gale. Ship close hauled can carry Lower topsails, courses.9 Strong gale. Ship close hauled can carry Lower topsails; reefed courses.10 Whole gale. Hove to, under main lower topsail and reefed foresail.11 Storm. Hove to, under storm staysails.12 Hurricane. Hove to, under bare poles.
FOOTNOTES:
[1]Chas. Scribner & Sons, N. Y.[2]G. P. Putnam and Sons.[3]Data reA. J. Fuller.ShipA. J. Fuller.Flint and Co. The California Clipper Line, Owners.Signal letters J.V.G.B. International Code.Built at Bath, Maine, 1881, of wood.Gross tonnage1,848.76Net tonnage1,781.88Length229.3 ft.Breadth41.5 ft.Draft (mean)17.8 ft.Depth of hold23.0 ft.[4]Now Boatswain of the SchoolshipNewport.[5]The following is the Scale of Provisions allowed and served out to the Crew during the voyage in addition to the daily issue of lime and lemon juice and sugar, or other antiscorbutics in any case required by law.BreadBeefPorkFlourPeasRiceBarleyTeaCoffeeSugarWaterlb.lb.lb.lb.pt.pt.pt.oz.oz.oz.qt.Sunday11½½1/8½23Monday11¼1-1/81/8½23Tuesday11½½1/8½23Wednesday11¼1-1/81/8½23Thursday11½½1/8½23Friday11¼1-1/81/8½23Saturday11½1/8½23SUBSTITUTESOne ounce of coffee or cocoa or chocolate may be substituted for one quarter ounce of tea; molasses for sugar, the quantity to be one half more; one pound of potatoes or yams; one half pound of flour or rice; one third pint of peas or one quarter pint of barley may be substituted for each other.When fresh meat is issued, the proportion to be two pounds per man, per day, in lieu of salt meat.Flour, rice, and peas, beef and pork, may be substituted for each other, and for potatoes onions may be substituted.Note by Author.—The above is from the fo'c'sle card of the shipA. J. Fuller, taken when I left her. This scale of provisions was greatly amplified a few years later. It was found that a shipmaster sticking close to the law in the matter of provisioning could easily starve a crew, as there was no control over quality. On theFuller, the owners were liberal in provisioning. Such trouble as we had was due to the conditions of deep water voyages.[6]Changed in 1916 to admit men of 19 years, having the required sea experience, to examination for third or second mate.[7]1918.[8]Dr. G. Schott, as the result of studying the form and height of sea waves, claims that under a moderate breeze their velocity was 24.6 feet per second, or 16.8 miles per hour, which is about the speed of a modern sailing vessel. (Some speed!) As the wind rises, the size and speed of the waves increase. In a strong breeze their length rises to 260 feet and their speed reaches 36.0 to 36.4 feet per second. Waves the period of which is 9 seconds, the length 400 or 425 feet, and the speed 28 nautical miles per hour, are produced only in storms. During a southeast storm in the southern Atlantic, Dr. Schott measured waves 690 feet long, and this was not a maximum; for in latitude 28 degrees south and longitude 39 degrees west, he observed waves of fifteen seconds' period, which were 1,150 feet long with a velocity of 78.7 feet per second, or 46-1/8 nautical miles per hour. Dr. Schott does not think that the maximum height of the waves is very great. Some observers have estimated it at 30 or 40 feet in a wind the force of which is represented by 11 on the Beaufort scale (the highest number of which is 12); and Dr. Schott's maximum is 32 feet. He believes that in great tempests waves of more than 60 feet are rare, and even those of 50 feet are exceptional. In the ordinary trade winds the height is 5 or 6 feet. The ratio of height to length is about 1:33 in a moderate wind, 1:18 in a strong wind, 1:17 in a storm; from which it follows that the inclination of the waves is respectively about 6, 10, and 11 degrees. The ratio to the height of the waves to the force of the wind varies greatly.—Scientific American.Note on Above by Author.—It would seem that the late Dr. Schott, if quoted correctly, did not consider the "fetch" as an element in the process of wave formation at sea; but his maximum waves were observed at a point where there was plenty of sea room.[9]The Beaufort Notation, to indicate the force of the wind.0 Calm.1 Light airs: just sufficient to give steerage way.2 Light breeze. Ship under all plain sail 1 to 2 knots.3 Gentle breeze. Ship under all plain sail 3 to 4 knots.4 Moderate breeze. Ship under all plain sail 4 to 5 knots.5 Fresh breeze. Ship close hauled can carry Skysails.6 Strong breeze. Ship close hauled can carry Topgallant sails.7 Moderate gale. Ship close hauled can carry Reefed topsails.8 Fresh gale. Ship close hauled can carry Lower topsails, courses.9 Strong gale. Ship close hauled can carry Lower topsails; reefed courses.10 Whole gale. Hove to, under main lower topsail and reefed foresail.11 Storm. Hove to, under storm staysails.12 Hurricane. Hove to, under bare poles.
[1]Chas. Scribner & Sons, N. Y.
[2]G. P. Putnam and Sons.
[3]Data reA. J. Fuller.
ShipA. J. Fuller.Flint and Co. The California Clipper Line, Owners.Signal letters J.V.G.B. International Code.Built at Bath, Maine, 1881, of wood.
[4]Now Boatswain of the SchoolshipNewport.
[5]The following is the Scale of Provisions allowed and served out to the Crew during the voyage in addition to the daily issue of lime and lemon juice and sugar, or other antiscorbutics in any case required by law.
SUBSTITUTES
One ounce of coffee or cocoa or chocolate may be substituted for one quarter ounce of tea; molasses for sugar, the quantity to be one half more; one pound of potatoes or yams; one half pound of flour or rice; one third pint of peas or one quarter pint of barley may be substituted for each other.
When fresh meat is issued, the proportion to be two pounds per man, per day, in lieu of salt meat.
Flour, rice, and peas, beef and pork, may be substituted for each other, and for potatoes onions may be substituted.
Note by Author.—The above is from the fo'c'sle card of the shipA. J. Fuller, taken when I left her. This scale of provisions was greatly amplified a few years later. It was found that a shipmaster sticking close to the law in the matter of provisioning could easily starve a crew, as there was no control over quality. On theFuller, the owners were liberal in provisioning. Such trouble as we had was due to the conditions of deep water voyages.
[6]Changed in 1916 to admit men of 19 years, having the required sea experience, to examination for third or second mate.
[7]1918.
[8]Dr. G. Schott, as the result of studying the form and height of sea waves, claims that under a moderate breeze their velocity was 24.6 feet per second, or 16.8 miles per hour, which is about the speed of a modern sailing vessel. (Some speed!) As the wind rises, the size and speed of the waves increase. In a strong breeze their length rises to 260 feet and their speed reaches 36.0 to 36.4 feet per second. Waves the period of which is 9 seconds, the length 400 or 425 feet, and the speed 28 nautical miles per hour, are produced only in storms. During a southeast storm in the southern Atlantic, Dr. Schott measured waves 690 feet long, and this was not a maximum; for in latitude 28 degrees south and longitude 39 degrees west, he observed waves of fifteen seconds' period, which were 1,150 feet long with a velocity of 78.7 feet per second, or 46-1/8 nautical miles per hour. Dr. Schott does not think that the maximum height of the waves is very great. Some observers have estimated it at 30 or 40 feet in a wind the force of which is represented by 11 on the Beaufort scale (the highest number of which is 12); and Dr. Schott's maximum is 32 feet. He believes that in great tempests waves of more than 60 feet are rare, and even those of 50 feet are exceptional. In the ordinary trade winds the height is 5 or 6 feet. The ratio of height to length is about 1:33 in a moderate wind, 1:18 in a strong wind, 1:17 in a storm; from which it follows that the inclination of the waves is respectively about 6, 10, and 11 degrees. The ratio to the height of the waves to the force of the wind varies greatly.—Scientific American.
Note on Above by Author.—It would seem that the late Dr. Schott, if quoted correctly, did not consider the "fetch" as an element in the process of wave formation at sea; but his maximum waves were observed at a point where there was plenty of sea room.
[9]The Beaufort Notation, to indicate the force of the wind.
0 Calm.1 Light airs: just sufficient to give steerage way.2 Light breeze. Ship under all plain sail 1 to 2 knots.3 Gentle breeze. Ship under all plain sail 3 to 4 knots.4 Moderate breeze. Ship under all plain sail 4 to 5 knots.5 Fresh breeze. Ship close hauled can carry Skysails.6 Strong breeze. Ship close hauled can carry Topgallant sails.7 Moderate gale. Ship close hauled can carry Reefed topsails.8 Fresh gale. Ship close hauled can carry Lower topsails, courses.9 Strong gale. Ship close hauled can carry Lower topsails; reefed courses.10 Whole gale. Hove to, under main lower topsail and reefed foresail.11 Storm. Hove to, under storm staysails.12 Hurricane. Hove to, under bare poles.
TRANSCRIBER'S NOTE:Obvious printer errors have been corrected. Otherwise, the author's original spelling, punctuation and hyphenation have been left intact.
TRANSCRIBER'S NOTE:
Obvious printer errors have been corrected. Otherwise, the author's original spelling, punctuation and hyphenation have been left intact.
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