CAPTVOSS.WS4
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- "Venturesome Voyages of Capt. Voss"
Captain J.C. Voss
Yokohama: Japan Herald Press, 1913

(Retyped by Emmanuel ROCHE.)


Preface
-------

I have many times been asked, in various parts of the world, why I
did not
write a book about my adventures. But hitertho my life has been
passed amid
scenes too full of interest, or activity, to permit the leisure
needed to
focus the brain to such an unaccustomed task. Disuse makes sad
havoc, not
merely with the inclination but the ability to commit one's thoughts
to paper.
Now, however, I find myself advanced in years with little to claim as
my own
but spare time, and I have occupied myself in writing down
the most
interesting incidents and adventures of my deep sea voyages in
the little
vessels "Xora", "Tilikum", and "Sea Queen".

In the first, I sailed from Victoria, B.C., to the celebrated Cocos
Island in
search of the treasure reported to be buried there. Thence I journeyed
in the
same boat to Callao on the coast of Peru. The distance covered
was seven
thousand miles, not a small voyage for a vessel of only ten tons.

My second adventure was in a boat of considerably less size, an
Indian canoe
built, or rather dug out, of solid wood, and decked by myself to face
the fury
of the Pacific. Without ballast, provisions and personal outfit,
this noble
craft weighed only one and a half tons. In her, I traversed a
distance of
forty thousand miles. Crossing the Pacific, I visited various
islands,
Australia and New Zealand. Thence, sailing via the New Hebrides, I
entered the
Indian Ocean by the Torres Straits, rounded the Cape of Good Hope,
crossed the
Atlantic to South America, recrossed to the Azores, and finally
arrived at
London, having safely weathered sixteen heavy storms. The "Tilikum"
holds the
world's record as the smallest vessel that has yet succeeded in
crossing the
three Oceans.

Characteristics of the "Tilikum" (page 62):

Length over all: 38 ft (11.40 metres)
Length on bottom: 30 ft (9 metres)
Main breadth: 5 ft 6 in (1.68 metre)
Breadth, waterline: 4 ft 6 in (1.48 metre)
Weight, empty: 3,000 pounds (1.500 kilogrammes, or 1.5 tons) (page
172)
Weight, loaded: 3 tons (3.000 kilogrammes, or 6,000 pounds) (page
276)

A third cruise was in the yawl "Sea Queen", built on the lines of
Mr. Day's
famous model. She was only twenty-five feet eight inches from stem
to stern,
but proved her sea-going qualities in the worst typhoon I ever
encountered.
She is one of the very few (if any) sailing vessels that turned a
complete
somersault in a storm at sea and yet preserved the lives of her
crew, viz.,
Messrs. Stone, Vincent and myself. The force of the gale was so
terrific that
the bare masts were wrenched in pieces and blown out of the boat.
With jury
mast, jury rudder and broken main boom, we sailed three hundred miles
to the
nearest island, i.e., Oshima, where we found that the typhoon had
devastated
the harbour town, and torn huge trees out by their roots. Old
inhabitants told
us that this was the severest and most destructive typhoon, so far
as their
record extended. It had also sunk a steamer of two thousand three
hundred tons
with all hands. But the little yawl "Sea Queen" succeeded in
carrying her
crew safely back to land.

A small part, merely, of my life has been spent in such tiny
vessels. From
boyhood, I sailed in ships of various kinds and, at the age of thirty,
made my
first voyage as master in an American ship named the "Top Gallant".
After my
return from the long "Tilikum" voyage, I spent five years in charge of
sealing
vessels in the North Pacific and Behring Sea. Notwithstanding the
fact that
these vessels incurred such risk that they were practically
uninsurable, I am
proud to say that neither there or elsewhere did I ever lose a ship.
One life
only was lost during my long career, my companion on the "Tilikum"
having been
washed overboard. My varied experience at sea has given me ample
opportunity
to study the nature and danger point of breaking seas "when stormy
winds do
blow". I have at length arrived at certain results, by attention to
which even
quite diminutive vessels may safely ride out the most formidable
storms. The
gist of these experiences I have laid down in an appendix, as there
is reason
to hope that this more serious object may interest and benefit a wider
circle.

Though my literary ability is but slight, I trust that the strict
veracity of
my record will be accepted as sufficient reason for writing this book.
I have
endeavoured to offer my readers not only instruction in the art of
handling a
small vessel when danger looms ahead, but a fair amount of
interesting
incident and adventure, not unmixed with some spice of fun. A number
of good
illustrations, most of them reproductions from photographs, will
form a
welcome addition. A map of the world on Mercator's projection
showing the
courses followed by the three vessels, and the geographical
positions where
gales were encountered, also is provided.


Appendix
--------

During my travels, principally in small vessels, I have, perhaps,
met and
exchanged views with more yachtsmen than the average man afloat. I
have found
that the majority, although fully capable of sailing a small boat on
an inland
lagoon or other land-locked waters, also like to know something
about the
peculiarities of the high seas, and how to overcome the danger of
breaking
wind waves. As stated in my narrative, I have sailed in and managed
sailing
vessels of different sizes, from the tiny "Tilikum" up to a ship
carrying
nearly three thousand tons of cargo. This has offered me an
excellent
opportunity to study breaking seas under all weather conditions, of
which I
have tried to take the best advantage. The knowledge thus obtained in
my long
sea-faring career has condensed into certain rules which, I have
reason to
hope, may prove of practical value to a wider circle. And I trust
that these
explanations and instructions will not alone be interesting and
useful to
yachtsmen, but also may serve as hints to young officers and even
masters of
ships, when danger looms ahead.

I have provided twenty paragraphs in all, which follow under their
respective
headings. The subsequent remarks and reflections on loading,
ballasting, and
the management of steamships in heavy gales are a further attempt on
my part
to contribute to the interests and the safety of practical navigation.


1. The speed, height, and danger of breaking wind waves
-------------------------------------------------------

The speed of waves I have estimated in the open ocean during
various gales
when they had attained full growth, as follows: When hove to
under a sea
anchor with a hundred and fifty feet of anchor rope out, and when just
on the
top of a large wave, the sea anchor float which was fastened with
fifteen feet
of line would appear at a distance a little less than halfway to the
top of
the next wave. By allowing for the angle in which the anchor rope
inclined, I
ascertained an approximate total distance from crest to crest of three
hundred
feet. Under the same conditions, I have measured the speed of the
waves by
marking the difference of time between two succeeding seas when
their crests
passed the boat. The interval was seven seconds on the average. In
basing the
calculation on the above figures, an average speed of twenty-five
and one-
third nautical miles per hour is obtained.

The height of waves I have ascertained on large vessels. I chose a
position in
the rigging just high enough so that the tops of the large waves
would appear
a little below a line between my eyes and the horizon. The exact
distance from
the waterline of the ship to the level of my eyes was known to me.
While hove
to in the ship "Prussia" during a heavy gale in the South Pacific, I
found in
this way the height of the waves, from through to crest, to amount
to nearly
forty feet. In this connection, I may mention that in books and
newspaper
reports, from time to time, statements appear recording the height
of waves
encountered at sixty, and even seventy, feet!

Breaking wind waves in the open ocean, where no obstacle is met, are
caused by
strong winds, the speeds of which are much faster than the velocity of
a wave.
As the wave culminates in a crest, the wind behind forces
it over,
transforming that part of the wave into a forward moving body of
water, spray,
and foam. A wave in this condition is termed by seaman a "breaking
sea".

Breaking seas have washed countless numbers of seamen off vessels'
decks, and
provided them a watery grave. Their irresistible force has smashed in
bulwarks
of ships, buckling and bending iron stanchions, and tearing away steel
plates;
and many cases are on record where breaking seas have sent to the
bottom new
and strong ships with every man on board. There seems to be no limit
to the
destruction wrought by the overwhelming power of breaking seas. But
are these
breaking seas so formidable in themselves, or is there not many an
instance
where those responsible for the management must be blamed for
the damage
suffered by their vessels during heavy storms? I take the liberty of
stating
certain facts, and making certain inference.

When sailing in large sailing vessels, I have noticed that they
will lie
perfectly comfortable and dry, provided they are properly loaded and
hove to.
Even when storm sails are carried away, there is no imminent
danger: the
vessel will roll about and, in doing so, ship seas, but the water in
this case
is harmless.

For five years, I have been master of sealing vessels averaging
in size
seventy-five tons. In these, I have sailed from Victoria, B.C.,
and from
Yokohama in the depth of winter, when they were loaded down to the
scuppers
with sealing outfits. From six to nine sealing boats, each from
eighteen to
twenty feet in length, were lashed on deck. These latter were
built of so
light a material that their planking could have been knocked in with
a stroke
of the fist. In those vessels, I have ridden out the worst of gales,
in which
other ships were smashed to pieces. But through properly heaving
to, on no
occasion did I ever have a boat smashed in, nor have I sustained the
slightest
damage to vessel or outfit.

Thus, it becomes evident that the action of heaving to in time and
in the
right way is of the utmost importance in order to avoid damage or,
eventually,
total loss. I may say that I believe in oil to calm breaking seas.
I have
always used it freely when in sealing vessels during heavy storms
for the
protection of the boats. For, if our boats had been broken, we would
have been
robbed of the means of carrying out our enterprise. It is advisable,
however,
not to attribute too much efficacy to oil, as the following incident
goes to
show. On March 19th, 1911, while three hundred miles to the South-
South-West
of Cape Lopatka in the seventy-five ton schooner "Chichijima
Maru" from
Yokohama, we were hove to in a heavy gale. When oil was administered,
it froze
as soon as it came in touch with the water. Notwithstanding this, and
despite
the vessel being loaded down to the scuppers, we did not sustain the
slightest
damage to ship, boats or outfit. But we were readily hove to, and
thus safe
from shipping seas, which proved to be a sufficient safeguard.

I will go a little further, claiming -- and I have absolute
confidence in
doing so -- that, on no occasion while in charge of a vessel which was
hove to
under storm sail in a violent gale, have I shipped a sea that
caused any
damage to ship or outfit, even though the storm sails had been carried
away by
the force of the wind. And the same applies to the small boats I
have sailed
on long cruises, when they were hove to under sea anchor and riding
sail.

These results I have obtained by observing the following: The storm
sails were
trimmed in such a way that the vessel's head lay near the wind, her
headway
was stopped, and she made a nearly square drift. The wake then,
instead of
being under the stern, as is the case in sailing, will appear
along the
vessel's weather side, which has a most wonderful effect in
smoothing down
breaking seas on their approach.

To sum up, I have found that breaking wind waves in the open
ocean become
dangerous only when the vessel is driven through the water, and the
faster she
is travelling, the more damage a sea is likely to inflict. Pooping
seas, i.e.,
seas breaking over the stern when running, are the worst of all.


2. In what size of vessel is it safe to heave to under sail in bad
weather?
---------------------------------------------------------------------------

The smallest vessel in which I hove to under storm sail only, i.e.,
without
using a sea anchor, was the "Ella G." from Victoria, B.C., an
eighteen ton
schooner, forty-nine feet over all, fourteen feet beam, and
eight feet
draught. In her, I weathered four heavy gales in the North Pacific
while under
a storm try-sail hoisted on the main-mast. With this, she
swung about,
sideways to the sea and wind, as much as eight points. However, a
square drift
with the wind was maintained throughout, and never a sea was shipped.
I used
oil, in addition. From this experience, I conclude that a vessel of
at least
fifty feet in length is quite safe to heave to, with the exclusive
use of
storm sails.


3. The proper time to heave to when running before a strong wind and
sea
------------------------------------------------------------------------

With regard to this, I may say that even a large ship, when deeply
loaded, is
liable to be smashed up by a single bad pooping sea. Consequently,
to be on
the safe side, she should heave to right at the beginning of a gale.
But the
greatest care and precaution are necessary when small vessels are
concerned.
Therefore, my recommendation is, at the approach of a gale,
when waves
commence breaking and the vessel becomes heavy on the rudder, heave
to. Always
remember that things are quite different in running from when you are
sailing
with a beam or by the wind. In the latter case, a vessel will
ship spray,
which serves as a warning to you. This happens more often and gets
worse as
the wind and sea increase, until you are obliged to shorten sails
and heave
to. But, in running before it, your vessel may go along quite
comfortably and
dry for a time and then, with dreadful suddenness, a sea may come
over the
stern and put you and your ship out of business. So, once more, I
repeat my
advice: be most careful in running, and heave to rather a little
earlier than
might be deemed necessary by others.


4. How to heave to when running under sail
------------------------------------------

If a vessel is about to heave to before the seas have started
breaking
heavily, all that is required is to put the helm down and let her come
to the
wind with the sails she is running under. But, if it be blowing hard
and bad
seas are appearing already, care must be taken in bringing the
vessel's head
to sea. For, if a bad sea is met with in coming round while the
vessel is
still retaining headway, disastrous results may ensue. To avoid this,
the man
in charge should be on the lookout for a chance when the seas are
running
fairly smooth, which will occur from time to time, even in the
height of a
gale. Then, put your helm down, and let the vessel come up with a
stay-sail
sheet to windward. The latter will help to stop the ship's forward
motion when
she swings head to wind, which is the principal factor in the
manoeuvre.

While sailing in sealing vessels, I have, on various occasions when
running
before a had sea, lowered all sail and let her come up to the wind
under bare
poles, setting storm sails afterwards. And I have found it to be an
excellent
plan.


5. What storm sails should be carried in a gale, and how to set them
--------------------------------------------------------------------

It depends entirely upon the build, lines, and rig of a vessel, as
to which
sails she will lay under to the best advantage. To find out this
early, one
must study her weak points, and it is the duty of every shipmaster
to make
trials with regard to this matter at the beginning of the first
gale he
encounters. I shall cite an instance, here.

The schooner "Jessy" from Victoria, B.C., length over all seventy-
five feet,
beam twenty-two feet, draught aft eleven feet, forward nine feet, was
built on
the lines of a yacht, and was a very fast sailor. With this
vessel, deeply
loaded to the scuppers, I sailed from Victoria on December 1st,
1907, and a
few days later met with an exceedingly heavy gale off the Columbia
River. At
the beginning of the storm, I went through a variety of storm-sail
drills and,
by doing so, found that she lay to splendidly under three-reefed
fore-sail
with the sheet well hauled in, double-reefed fore-stay-sail with
the sheet
nearly at midships, and the wheel a little down. Under these sails,
the vessel
reached ahead a little, and lay to very comfortably. Gradually, as
the wind
and seas increased, I put the wheel down more and more, and hauled
the stay-
sail sheet more to windward. When the gale was at its worst,
she lay
comfortable and dry with a double-reefed fore-stay-sail sheet to
windward,
three-reefed fore-sail sheet well in, and the wheel halfway down,
and made
seven points leeway.

Another example is the previously-mentioned schooner "Chichijima
Maru", length
over all seventy-five feet, beam twenty feet, draught aft eight feet,
forward
six feet six inches, full built but fairly fast. This vessel
lay to
excellently under a three-reefed fore-sail sheet well in and a
close-reefed
try-sail, the sheet flat at midships, and also made seven points
leeway.

Other vessels will lay to under close-reefed fore-stay-sail, fore-
sail and
try-sail, and so on, according to their peculiarities.


6. What signs assure the master that his ship is properly hove to in
a gale,
and thus safe from shipping seas
--------------------------------

If your vessel lies four to five points from the wind, and makes
a nearly
square drift, she is safe.

For example; if a vessel lays to on the port tack in a north-
westerly gale,
she should be heading about North to North by East and make an
approximately
easterly drift. However, she may fall off at times a point or two but,
as long
as the vessel does not range ahead, there will be no seas coming
over to do
any harm.


7. The drift of a vessel when hove to under storm sails
-------------------------------------------------------

This depends upon the draught. A vessel with a deep keel or great
draught,
respectively, will drift from a mile to a mile and a-quarter per
hour in a
heavy gale, while shallow, round-bottom craft will be borne away at
the rate
of nearly two miles per hour under like conditions.


8. How to heave to small vessels of about twenty-five to fifty feet in
length,
under storm sails in a moderate gale
------------------------------------

The sloop "Xora" behaved surprisingly well under a small storm-stay-
sail-tack
set up over the stem with the sheet to windward and closely-reefed
main-sail
with the sheet well in, the helm being half down.

The yawl "Sea Queen" went through a moderate gale under a storm-jib
with the
sheet to windward, single-reefed mizzen, and the helm a little
down. On
another occasion, the lay to even better than in the former case
under the
storm-stay-sail with the sheet to windward and a close-reefed main-
sail, the
helm half-way down.

When trimmed in this manner, vessels will range ahead a little and
make about
four points leeway. But it is surprising to see how nicely they will
ride over
large combers, at the same time remaining comfortable and dry.


9. Why small vessels should heave to under sea anchor and riding
sail in a
heavy gale
----------

A small vessel hove to under a sea anchor and riding sail is
comfortable and
dry. She is out of danger from shipping seas, and needs little
watching. This
will give the captain the chance of a night's rest.


10. The best kinds and dimensions of sea anchor suited to different
sizes of
vessels
-------

In the "Tilikum", owing to her light draught, I used a sea anchor
made of an
iron ring twenty-two inches in diameter, and a bag four feet in
length. Riding
to this, the little vessel weathered sixteen heavy gales without
shipping as
much as a bucket of water at one time. The same sea anchor I
employed for
crossing the dangerous bar near Melbourne, and also in the
demonstration at
the Sumno Bar, New Zealand.

In the "Sea Queen", which had greater draught, I increased the
dimension of
the ring to twenty-six inches, while the length of the bag was not
altered. To
this sea anchor, she lay splendidly in heavy gales, and even
rode the
tremendous waves of the typhoon in style, until the bridles broke. I
am quite
sure that, had the gear been stronger, the tiny craft would have
weathered the
typhoon without a hitch!

I should, therefore, recommend, for boats and yachts up to thirty
feet in
length, sea anchors made of a conical bag with a round mouth, and for
vessels
from thirty to fifty feet in length a square mouth. It makes, of
course, no
difference in principle whether the mouth be round or square, as long
as the
bag is fairly deep and the diameter of the mouth large enough to suit
the size
of the respective vessels. My only reason for choosing a sea anchor
with a
round opening in the case of a small vessel, is the consideration
that there
is less room to work. The iron ring style is ever ready, besides
involving
less trouble when put out.

There is still another style of sea anchor, which is especially
useful when
surf breakers are crossed in a small boat. This type I claim to be
my own
invention, having constructed the same and experimented with it for
the first
time when on the "Tilikum" voyage. Instead of the irong ring, one
made of a
strong, flat wood is employed, weighted at one side with a piece of
lead just
heavy enough to cause the ring to tilt up when put into the water.
The canvas
bag will then quickly fill with water, and the whole sink to the
required
depth.

This style avoids the necessity of using a float and line, and
facilitates
readier handling; besides which, the wooden weighted ring will skim
over the
water when hauled in by the tripping line, without the danger of
the latter
becoming entangled with the anchor rope. The iron ring, on the other
hand, is
liable to sink too deep and get foul of rocks or other obstacles
hidden in the
shallow surf.

However, for long voyages and in deep water, I recommend the iron
ring and
float type, as it is stronger and stands more wear and tear.

The dimensions of sea anchor for a deep keel boat of about
twenty feet
waterline should be as follows: Diameter of mouth, twenty inches;
Length of
bag, thirty inches; Opening at point, two inches. For larger boats,
add for
every foot more of water line one inch to the diameter of mouth, and
an inch
and a-half to the length of bag. Increase the width of opening at
point in
proportion. A sea anchor with a thirty inch ring should have a point
opening
of four inches.

A square-mouthed sea anchor of, say, thirty inches in width is
constructed as
follows: Two flat, wooden or iron bars, each forty-eight inches in
length, are
fastened to each other in the middle with a pin swivel. The mouth
of the
canvas bag, in this case, is shaped square, and rope is sewn
all round,
leaving a small loop at the four corners, in order to haul the bag
out taut
and secure it to the ends of the bars. If wooden bars are used, put
a weight
on the sea anchor, to sink it to the required depth. When not in use,
the bag
may be taken off and, after being dried, wrapped round the bars,
which are
brought together on the swivel pin, and the whole stored away in a dry
place.

The dimensions of sea anchor for a deep keel boat of thirty feet
waterline
a Mouth, twenty-eight inches square; Length of bag, forty-two
inches;
Opening at point, four inches. For larger boats, add
proportionately, as
before.

A small strop, by which it is hauled on board, should be placed over
the point
opening in both styles of sea anchor. Two bridle ropes, to which
the anchor
mouth is fastened, must be of the same length as the bag, and should
continue
along and be sewn to the latter, down to its point. With the square
type, the
run over the corners and edges. A cork float of sufficient size to
keep the
anchor suspended at a depth of fifteen feet complete the outfit.
All iron
parts should be galvanised, and everything must be made of the best
material.


11. The best kind of cable for the sea anchor, with regard to
material and
length, and how to fasten the same
----------------------------------

Manila rope of a good white quality serves the purpose well. The
size varies
according to the length of the boat. Thus, with vessels of
twenty feet
waterline, two and a-half inches circumference; thirty feet, three
inches;
forty feet, four inches; fifty feet, five inches, should be
employed. Length
of the rope from vessel to sea anchor, one hundred and fifty feet.

In long, lasting gales, the rope is liable to get chafed on bow or
headgear;
therefore, a chain should be spliced to its upper end, and
should be
sufficiently long to fasten it to the fore-mast, and to lead clear
of the
headgear. In an ordinary gale, the sea-anchor rope is sometimes
fastened to
the end of the jib-boom, but I strongly deprecate this practice when
a real,
heavy storm is raging.


12. How to bring a small vessel's head to sea without shipping heavy
water
--------------------------------------------------------------------------

This is done on the same principles as No.4. When the boat is head to
sea, put
the sea anchor out, and set storm-riding-sail.


13. How a small vessel should lie, under a sea anchor and riding
sail, in a
heavy gale, so as to keep dry and comfortable
---------------------------------------------

Your boat should lie straight head to sea, or nearly so. The sea
anchor is
out, about a hundred and fifty feet ahead and fifteen feet below the
surface,
kept there by its cork buoy. The riding sail is set over the stern,
with the
sheet hauled in flat. If the vessel be provided with a bobstay, put
a tackle
on the mizzen boom, and haul the sail a little to that side, which is
opposite
the anchor rope hawse. To explain it thoroughly: If the anchor rope
plies out
over the starboard bow, haul the mizzen boom to the port side. In
that way,
your boat will lay a trifle off the wind which, far from being a
disadvantage,
will prevent chafing of the bobstay and headgear. The mizzen or
riding sail
should be made of strong canvas and, in order to keep it set
flat, put a
preventer stay from the mizzen masthead forward.

All blocks, ropes, and strops, as well as the sail and everything
else, should
be of the very best. For, when a small boat is hove to under a sea
anchor, the
riding sail will shake heavily at times, as if electric shocks were
passing
through it. This is very hard on the gear and the sail itself.

A ketch, schooner ketch, yawl, or schooner-yawl are the best small
vessels in
which to make an ocean cruise. For, all these carry a mizzen sail,
which is
ever ready, and avoids the necessity of having an extra riding sail
when hove
to.


14. How to secure the rudder when hove to under sea anchor and riding
sail
--------------------------------------------------------------------------

When a small vessel is hove to under sea anchor and riding sail, she
will have
stern way, and the swinging about of the stern, as caused by breaking
seas, at
times will be hard on the rudder. Through neglecting precautions, I
have on
two different occasions lost the rudder post while hove to in the
above way.
To avoid breaking the rudder post, fasten two heel ropes to the upper
back of
the rudder blade, one to each side, and haul them up over the
quarter: then,
place the rudder at midships, haul the heel ropes tight, and fasten
on deck.
The tiller, on the other hand, should remain entirely unlashed.


15. The drift of a small vessel when hove to under sea anchor and
riding sail
-----------------------------------------------------------------------------

Not counting prevailing ocean currents, the drift will always
occur in a
direction opposite to the wind, i.e., if the wind is North, the
vessel will
experience a southerly drift. A small vessel hove to in a gale
under sea
anchor and riding sail will, in this way, drift at a rate of about one
and a-
quarter miles per hour when out at sea. In a bay or a similar place
where no
ocean swell is perceivable, the drift will be faster.

In speaking about the drift of a vessel in a heavy gale, I have been
asked on
many occasions: What are you going to do when you have no sea room?

To this, I answer: He, who is in charge of any vessel on an ocean
voyage,
should thoroughly understand to interpret the indications of an
approaching
storm. He must take care to bring his vessel timely into such a
position as to
weather the storm in safety.


16. How to cross surf breakers in a boat or launch
--------------------------------------------------

Whether a boat be propelled by an engine, sail, or oars, drag a
sea anchor
behind the stern, and let her go in slowly and straight before the
breakers.
You will be surprised to see how nicely she will raise her stern
to the
combers.

In case of a launch or tug towing another small vessel across surf
breakers
towards the shore, have a sea anchor over the towed boat's stern, and
proceed
as above. But it is most essential to have a strict understanding with
the man
in charge of the towboat beforehand, as to go "slow", and there
will be no
trouble similar to that I witnessed on the Wanganui Bar, New Zealand.


17. What gear should be carried in lifeboats aboard ships, for the
safety of
shipwrecked people
------------------

Apart from what the Board of Trade and other regulations
prescribe, the
following should be provided for each life boat:

- A complete sea anchor outfit, as described in Nos.10 and 11.

- A small mast to set a riding sail, including the latter.

- Two tins of oil, and two oil bags.

- Two trained men who understand how to handle boat and gear.

Owing to the many shipping disasters of recent years and the loss
of life
involved, the question how to obtain a sufficient number of competent
men to
take charge of the lifeboats, in case of a shipwreck, has become
acute. As I
may, perhaps, claim to possess more experience than the average boat
sailor,
and trusting that it will serve a good purpose, I take the
opportunity of
giving here my opinion on the subject.

On various occasions, I have witnessed lifeboats being lowered from
passenger
vessels in a harbour, and in dead calm weather. And, in spite of
there being
from twelve to twenty-four men at the oars and an officer at the
helm, they
were absolutely unable to control the boat. We can easily imagine
what would
happen to such a lifeboat at sea, in bad weather, and when
loaded with
passengers. I think it quite safe to say that, when it comes down to a
case of
dead earnest, nine out of ten lifeboats on passenger vessels are
manned on the
same lines. My suggestion, therefore, is that all steamers should
have on
board two trained lifeboat men for each boat.

However, here the question crops up: How are such men to be secured?
My own
idea is that this may be arranged for in the following way:

There are many lifeboat stations in all quarters of the globe where
provision
could be made to train able-bodied men, have them pass an
examination, and
then provide them with a certificate to the effect that they are
capable of
taking charge of a ship's lifeboat at sea. Men in possession
of such
certificates, whether they be deckhands, firemen, stewards, or
whatever else,
should be, and naturally would be, given preference in shipping; the
required
number should receive a little extra payment. And, in a few years,
there would
be ample trained men, which would prove of great advantage to
themselves, as
well as to shipowners and the travelling public. In addition, there
could be
appointed, in each passenger ship, an officer or other competent
seaman also
holding a certificate, to be in charge of all lifeboat gear. One of
his chief
duties would be to arrange for a drill from time to time, to keep his
men up
to the standard.

Ships' lifeboats, according to existing regulations, are provided
with some
sort of a sea anchor but, even if it were of the best kind, a boat
without a
riding sail will not lay head to sea in a seaway. Therefore, the fate
of such
a boat loaded with women, children, and inexperienced men, when
swinging
sideways up against a breaking sea, may be considered sealed. The
occupants
will go with the roll of the frail craft, which is sure to ensue, and
the boat
will capsize in spite of the sea anchor being out. But this will
not happen
when all the rules of properly heaving to are observed.


18. Various indications of the typhoon which appeared on August
31st, 1912,
its violence, the seas encountered, etc.
----------------------------------------

August 27th -- An unusually large swell was setting through from
the South-
East, accompanied by squally and rainy weather.

August 28th -- The weather cleared up during the day, a
moderate breeze
blowing from the East. But, as the South-Easterly swell was getting
larger and
the barometer falling very slowly, I gradually came to the conclusion
that a
typhoon was approaching.

August 29th -- The moderate easterly breeze and clear weather
continued until
nine o'clock. Then, an extensive and heavy ring of varied fiery
colours formed
round the sun. The atmosphere became exceedingly sultry, and a dense
bank of
clouds of a threatening appearance arose on the horizon. These
conditions
lasted until four o'clock, when the sun disappeared behind the cloud
bank on
the horizon. Between sunset and dark, the clouds covering the sky
assumed a
fierce yellow tone, which gradually became grey as darkness set in.
At eight
o'clock, the barometer stood at twenty-nine eighty, and went down
slowly. The
temperature during the night was warm and pleasant, the ocean swell,
however,
increased, while some of the seas almost came to a break.

August 30th -- This day opened with a light baffling wind alternating
between
East and South, and accompanied by a dark cloudy sky. At six o'clock,
the wind
settled into the South-East, with increasing force and occasional
heavy rain
squalls. Barometer twenty-nine forty-five. The wind and squalls
increased
during the day and the following night, until on

August 31th -- at about nine in the morning, the typhoon had attained
its full
strength. The tremendous force of the wind lashed the sea up to such
a height
and confusion that oil became utterly useless, leaving not the
slightest trace
on the troubled waters.

The barometer, meanwhile, continued falling, until it stood at
twenty-eight
twenty-five. A short time after, we entered the centre of the
typhoon, where
dead calm prevailed. The glass then kept steady till the wind started
to blow
again, when it commenced to rise. The second half of the typhoon blew
hard for
about four hours, and then gradually moderated to a fresh breeze.


19. How to manage a small vessel in a typhoon
---------------------------------------------

If you feel sure that a typhoon is approaching, prepare to meet it,
because it
is a tough customer to deal with.

First of all, as in an ordinary gale, have your sea anchor and riding
sail in
readiness. As the force of the wind is much greater than in even the
heaviest
gale, unbend all sails, except the riding sail, and strip the vessel
as much
as possible. All running gear should be unroved, the fore-gaff and
boom lashed
on deck, also the top masts, if there are any. If you should be
unlucky enough
to have your sea anchor gear carried away, don't hesitate to cut
away the
fore-mast to lessen head pressure. This latter measure, if taken in
time, may
prevent your vessel from being blown on beam ends or, which
is worse,
capsizing, as happened to the "Sea Queen". However, be careful no to
lose the
mast.


20. The effect of oil on breaking seas in heavy gales, and what kind
may be
expected to give the best result
--------------------------------

If a vessel is hove to in the proper way under a sea anchor and
riding sail,
she will only ship spray, even in the worst of gales. I was never
particular
about a few drops of water taken over and therefore, in small vessels,
with a
few exceptions for experimenting purposes, and while on the "Sea
Queen" in the
first stage of the typhoon, I hardly ever used oil during my cruises.
However,
throughout my five years of sealing in the North, I employed oil
on many
different occasions, and have found that that obtained from the fat
of hair
seals, fur seals, and sea lions gave the best results. Next to this
comes fish
oil, which is nearly as satisfactory. The former is difficult to
procure,
while fish oil may be bought in almost any port.

To utilize a small quantity of oil to best advantage, proceed as
follows: A
canvas bag a little smaller than a fifty-pound flour bag is loaded
with loose
oakum, woolen rags, or waste, until about three parts full. A few
small holes
are then punched through the bag, and the whole is saturated with oil
and tied
up. After securing a lanyard and adding a weight to prevent the bag
from being
blown back again, put it over the rail and lower to the water level;
then make
fast.

If your vessel is laying to a sea anchor and head on to the sea, put
the bag
over the bow. If she is hove to under storm sails and makes a square
drift, or
nearly so, put it over the weather bow. If the vessel be a long one,
place one
bag near the fore, and another one near the after rigging.

A ship's lifeboat loaded with passengers and hove to under sea
anchor and
riding sail, with the additional help of such an oil bag will lay
dry and
comfortable. On the other hand, when a vessel is lying to under storm
sails or
steam, and reaches ahead, oil will be useless. It is only good, and
certainly
works wonders, when a vessel is allowed to drift along with the wind
and sea.

Oil will also render good service in case of large vessels running
straight
before a bad sea. One bag is placed on each side of the forward end,
while a
long bight of a large rope is payed out over the stern and dragged
along. By
allowing the vessel to go slow under small sail, or, still better,
under bare
poles, she is in this way quite safe, and may keep running before
almost any
gale, as long as she steers well. The same course, when followed in
the case
of small vessels, will likewise prove a great help. However, if you
want to be
on the safe side, "heave to".


Some remarks on loading and ballasting
--------------------------------------

If iron or any heavy cargo is put into the lower hold of a vessel till
she is
down to the loading mark, serious consequences may follow. From
the quick,
jerking roll ensuing and through shipping heavy seas, she will most
likely get
dismasted or break up in the first gale encountered. If too much cargo
is put
in the between-deck or on deck, she is liable to turn turtle. But,
if the
cargo is properly distributed in the lower hold, between-deck, and
on deck,
whatever the case may be, and if then the vessel is handled in the
right way,
it will be surprising how easy her movements are in heavy gales
and large
seas.

When I made my first voyage in the "Prussia" as first mate, the
ship being
deeply loaded with coal, she behaved as badly as any vessel possibly
could. No
matter whether we were running, hove to or in a dead calm, she
would roll
about in an awful way. Old Captain Reynolds told me that I had put
too much
cargo into the lower hold.

The nest time, when we took a cargo of coal, I filled up the between-
decks and
left a space in the lower hold empty and, with the same draught as
on the
previous voyage, the vessel steered and sailed well, and behaved
much better
in every way.

The same principle pertains to small vessels. The "Tilikum", for
example, I
had to ballast well down, in order to facilitate sailing with a beam
wind or
when claused hauled. The result was that, in running, specially with
the wind
and sea a little on the quarter, she would roll, roll -- well, she
would roll
the teeth out of one's mouth. But, as soon as I had placed my four
hundred
pounds of shifting ballast on the cabin deck, or still better, tied
half of it
in two bags to the main-mast about three or four feet above the
deck, she
would go along as steadily as a lumber-loaded ship. The latter,
with their
large deck loads, I have found to be the steadiest vessels, as far as
rolling
is concerned.


Reflections on steamship disasters
----------------------------------

As regards steamships, I must say that my experience with them is
limited,
having sailed in engine-driven vessels as a passenger merely. However,
I have
crossed in steamers the North Sea and the Atlantic each four
times, the
Pacific once, not to mention voyages on smaller seas. Therefore,
although I do
not wish to attempt a full criticism, I may be allowed to say a few
words on
the management of some steamships in heavy storms, as laid down in
records.

Many times, I have read in daily papers of steamships that have been
smashed
to pieces, and foundered from the effect of large seas breaking on
them. Then,
there were reports of other steamers which, deeply loaded, had
lost their
propeller or rudder, and were absolutely beyond control and, while
in that
condition, they had weathered most severe gales and by some means
managed to
make port with little or no damage to hull or cargo. This set me
thinking.
After carefully comparing my own notes with statements obtained from
various
shipmasters, I deem it permissible, in spite of my
inexperience with
steamships, to pass an opinion on the subject.

Only lately, I read an account of the terrible experiences of
the S.S.
"Narrung's", in which I noticed that the most important points, which
led the
captain to despatch a wireless S.O.S. distress signal, were the
following: --

"On December 26th, 1912, while the vessel was in the Bay of Biscay,
her head
was kept towards a heavy gale, the waves broke over her with a
relentless
force which threatened to overwhelm her. Then, a sea broke over the
vessel,
which literally wrecked the fore end of the ship. Plates were
torn and
twisted, rails carried clear away, two steam winches weighing several
tons had
been lifted bodily and tossed along the deck where they lay, a
confused mass
of bent and twisted ironwork. Water got into the hold, and gave the
ship a
list to starboard. The vessel was then put round before the sea and,
as she
appeared out of danger, the captain replied to the news of coming
assistance
with the tidings that his ship was under control, and that he could
manage to
return without assistance."

Here is another report. The S.S. "Volmer" was lost on the same
say with
fifteen members of the crew twenty-five miles South of the Scilly
Islands. The
captain and one of the crew were saved.

"Although the waves", so the captain's statement goes, "mounted
higher and
higher, we had to keep going full steam ahead in the teeth of the
storm, in
order to be able to steer at all. All night, we struggled but, at
half past
ten on Boxing Day morning, when about twenty-five miles South of the
Scillies,
a tremendous sea broke aboard, sweeping away everything on deck,
ripping off
the bulwarks, and smashing in the hatchway. Water rushed in torrents
into the
hold and engine room, putting out the fires, and leaving the ship
practically
in a sinking condition. With hatches open, the vessel deeply loaded
with coal,
lots of water in the hold, and the fires out, the doomed vessel
swung round
and, absolutely out of control, kept afloat for five more hours in
a heavy
gale!"

How much longer would the vessel have kept afloat after she had
received the
deadly blow, if the engines had been preserved in good conditions and
the ship
continued heading into the gale? In my opinion, not five minutes!
If the
engines had been stopped when the "Volmer" was threatened
with being
overwhelmed, the vessel may have drifted a little out of her course;
but I am
quite sure that she would have received, if any at all, only slight
damage.
And the same applies to the "Narrung's".

There is no better proof of the correctness of my assumption that the
incident
that befell the S.S. "Snowden Range", which lost her rudder last
winter in the
North Atlantic. Deeply loaded and absolutely beyond control, she
weathered
gale after gale and, eventually, after experiencing forty days of
the worst
weather, drifted into port with the cargo in first-class condition.
Apart from
having lost her rudder and a few small breakages, the vessel appeared
none the
worse for all the wear and tear!

Only by comparing the above three cases, I think, any
experienced seaman
should become convinced that an engine-driven vessel in a heavy gale
at sea
acts precisely on the same principle as a sailing vessel, large or
small, as
explained in my narrative and record of experiences. And, therefore, I
deem it
advisable that a steamship, whenever she encounters a real heavy
gale, should
not be driven into a dangerous head sea just for the sake of keeping
steerage-
way on her, with the possible result that she gets badly damaged,
or even
broken up. It is a far better plan to stop the vessel's headway dead,
tell the
engineers to take a rest, and, with the wheel down, let her drift
where she
likes. In that condition, the vessel may swing about, probably as
much as
eight points, as she may lay with the wind on the quarter. But,
however she
lies, she is bound to make a drift with the wind at the rate, I
would judge,
of about a mile, or perhaps a little more, an hour. Leave her
wake to
windward, and she will be out of all danger. Besides this, a few oil
bags over
the weather side will do no harm.

The above points on the management of steamships in heavy gales
I have
discussed with old experienced shipmasters, and, in most cases,
they agreed
with my views. Some, however, claimed that a steamship laying to
in the
through of heavy waves would roll too much. The latter may be so if
she be
badly loaded. But, if properly loaded, as every vessel should be when
going on
a voyage where there is a likelihood of bad weather, this will not
happen. The
force of the gale blowing up against her side and topwork, I am
quite sure,
will prevent her rolling excessively.


EOF