SAILING.

BOATS, ETC.

Cutters, owing to their excellent sailing qualities, are much employed as packets[10], revenue cruisers, smugglers, privateers, and in all cases requiring despatch. The boats commonly employed in parties of pleasure, &c., are also cutters.

[10] In the packet line, since the general adoption of steam, cutters are seldom if ever met with.—Ed. Fifth Edition.

On the size of these vessels, however, it is necessary to remark, that a cutter under one hundred tons is sufficiently handy; but, when the size is equal to that of the larger yachts, a strong crew is necessary, as the spars are very heavy, and a number of men requisite to set or shorten sail. As a single-masted vessel, in the event of springing a spar, becomes helpless, even large cutters are used only in short voyages, or on the coast; for, in case of accident, they can always manage to reach some harbour or anchorage to repair any damage they may sustain. The peculiar qualities of beating well to windward, and working on short tacks, adapt cutters peculiarly for Channel cruising.

Although, some years back, large cutters were confined principally to the navy and revenue, the Royal Yacht Squadron, in theirs, have exceeded these not only in size, but in beauty and sailing qualities. Some of the finest and fastest cutters in the world are the property of this national club; and two of them, the Alarm (Mr. Weld’s), and the Arundel[11], (the Duke of Norfolk’s), measure 193 and 188 tons. The inconvenient size, however, of a cutter’s boom and mainsail has caused the very general introduction of a ketch rig, which, by the addition of a mizen, permits the boom to be dispensed with, and reduces the mainsail considerably. This rig, indeed, when the mizen stands well, is elegant; and, if a vessel is short-handed, it is very handy. As cutter-rigged vessels, instead of a regular mainsail, with its boom and gaff, have sometimes a mere spritsail, it is necessary we should observe, that the inferior convenience and safety of these preclude our noticing them here. It is also necessary that we should explain why, in the sequel, we do not even refer to lugger-rigged vessels.

[11] The tonnage of the Arundel is not given here according to the Royal Yacht Squadron list: there it is stated to be 210 tons.—Ed. Fifth Edition.

Luggers are more difficult to work or manœuvre; they require a greater number of men; their spars are so heavy that they require all hands to move them: their decks are inevitably lumbered with spars, &c.; their canvass gets rotted from exposure; and their expense is much greater than that of cutters. They generally have two sets of lugs—large ones, which require dipping every time they tack, and small working lugs, which do not require dipping, the tack coming to the foot of the mast. The latter are generally used, except in making long reaches across the Channel, &c. A lugger, moreover, is seldom fit to be altered to any thing but a schooner, not having breadth enough for one mast, which, after all, is the best for beauty and speed.

Sailing men, indeed, are now so perfectly aware of the inferior speed of luggers, that we never see a lugger or schooner enter against a cutter at all near its tonnage. At sea, luggers would have a better chance; though even there many would prefer cutters, except in foul weather and a long reach. In short, these vessels suit only a few noblemen and gentlemen who have enough of patriotic ambition to desire to look like smugglers, enough of delicacy to disregard the being thought dirty lubbers by their own men—some of whom are not dirty from mere taste or choice, and enough of penetration not to discover, that on their landing with filthy clothes and tarry hands, every old sailor grins or laughs at their imagining, that it was they, and not the man at the helm, who had kept the canvass from cracking, or the sticks from going over the side. Our descriptions apply, therefore, to cutters alone; and the [Plates] at the end of this article illustrate the various parts therein referred to.

Upon the Thames, the sailing clubs comprise the Royal Sailing Society, the Royal Thames Yacht Club, the Loyal Victoria Yacht Club, the Clarence, British, Royal Yacht, and several minor associations. Several cups and prizes are annually given during the season; and the spirited contests between the beautiful small craft which form these fancy fleets, are highly interesting. The sailing matches on the river are of two sorts—one above, and the other below the bridges. The smaller yachts, of from six to twenty-six tons, are commonly entered for the former, and a larger class for the latter, which take place between Greenwich and Gravesend. These national amusements appear to be rapidly gaining the first place among fashionable recreations, and now occupy the season, from the period when hunting ends, till shooting begins.

The Royal Yacht Squadron has nearly six hundred persons on its lists, of which above one hundred are members, and about four hundred and fifty honorary members. The number of yachts is one hundred and nine[12]; of which eighty-seven are cutters, ten schooners, three brigs, four yawls, two ships, two ketches, and one lugger. The greater part of these vessels hail from Cowes or Southampton. The shipping belonging to the club amounts to 7250 tons. Now, a vessel of one hundred tons seldom perhaps stands the owner in less than from five to six thousand pounds, varying from that to ten, according to the profusion of ornamental parts, the internal fittings, and other contingencies. At this rate, the shipping of the club would have cost more than three millions and a half of money: but it is impossible to speak decisively on this point, as the first cost of the yachts varies much, and the numerous styles of rig are attended with expenses so widely different. At a moderate computation, each vessel belonging to the club carries ten men on an average: this gives the total number employed 1090. During the summer months, then, while regattas are celebrated, it may be said that the Royal Yacht Squadron alone employs more than 1100 men. These, with some few exceptions, are discharged on the approach of winter, and the yachts are laid up for the season, retaining the master and one man in pay. The crews thus discharged obtain employment in merchant-vessels, or otherwise, during the winter; and in the middle of spring, are generally re-shipped in the yachts in which they have previously served. On these conditions, active and industrious men of good character are generally sure of employment in the club; and many members justly pride themselves on the high discipline, manly bearing, and crack appearance of their crews. The situation of master, in particular, is one of much responsibility, and is on all accounts respectably filled. In some of the largest craft, junior officers of the navy are found to accept this office. The sailing regulations of the Royal Yacht Squadron are as follow;

[12] As the number is constantly fluctuating, we had better take the average at a hundred, which will be found quite as high a one as we should be justified in suggesting.

First—Members entering their yachts must send the names of them to the secretary one week previous to the day of sailing, and pay two guineas entrance at the same time.

Second—All vessels starting or entering must be the bonâ fide property of members, as well as their spars, sails, boats, &c.

Third—Each member is allowed to enter one vessel only for all prizes given by the club.

Fourth—Cutters may carry four sails only, viz., mainsail, foresail, jib, and gaff top-sail; yawls, luggers, schooners, and all other vessels, in like proportion. No booming out allowed.

Fifth—No trimming with ballast, or shifting of ballast allowed; and all vessels to keep their platforms down, and bulkheads standing.

Sixth—Vessels on the larboard tack must invariably give way to those on the starboard tack; and in all cases where a doubt of the possibility of the vessel on the larboard tack weathering the one on the starboard tack shall exist, the vessel on the larboard tack shall give way; or, if the other vessel keep her course, and run into her, the owner of the vessel on the larboard tack shall be compelled to pay all damages, and forfeit his claim to the prize.

Seventh—Vessels running on shore shall be allowed to use their own anchors and boats actually on board to get them off, afterwards weighing anchor and hoisting the boat in; but, upon receiving assistance from any other vessel or vessels, boats, or anchors, shall forfeit all claim to the prize.

Eighth—That nothing but the hand-line be used for sounding.

Ninth—Any deviation from these rules shall subject the aggressor to forfeit all claim to the prize.

Tenth—If any objection be made with regard to the sailing of any other vessel in the race, such objection must be made to the stewards, within one hour after the vessel making the objection arrive at the starting-post.

Eleventh—No vessel shall be allowed to take in ballast, or take out, for twenty-four hours previous to starting; and no ballast shall be thrown overboard.

Twelfth—Vessels shall start from moorings laid down at a cable-length distance, with their sails set; and every vessel not exceeding one hundred tons shall carry a boat not less than ten feet long; and vessels exceeding one hundred tons, a boat not less than fourteen feet long.

Thirteenth—There shall be a member, or honorary member, on board each vessel.

Fourteenth—The time of starting may be altered by the stewards; and all disputes that may arise are to be decided by them, or such persons as they shall appoint.

The Northern Yacht Club is a highly interesting society, although its plan is not so extensive as that of the Royal Club. It contains about three hundred and fifty members. The documents for 1830 comprise ninety-two in the Scottish, and ninety in the Irish division, with fifty-two honorary members, in addition to ninety-three members of the Cork Yacht Club, who are also entered on the honorary lists. It had, in 1830, sixty yachts, not equal in proportion to the tonnage of the Cowes Club, as smaller vessels are admitted. Many R. Y. S. men are found in the Northern Club. There are many fine vessels in this club. Cutters, as usual, excel in number.

At the lowest computation, the number of vessels at present employed for pleasure in this country cannot be less than from three to four hundred, ranging in bulk from ten to three hundred and fifty tons. These are variously distributed along our shores, carrying their opulence into every port and harbour. But there is another advantage arising from yacht clubs—namely, that national spirit, which, to a maritime people, is above all in worth. The yacht clubs keep alive this feeling in an eminent degree.

COURSES, ETC.

Even in describing the elementary nautical operations which such boats require, it is necessary to lay down a position for the HARBOUR, direction for the WIND, and trip for the VESSEL.

Let us suppose, then, that the mouth of the harbour lies towards the south; that the wind blows from the north, with a little inclination to east, and that we wish first to sail due south to get out of the harbour, next direct our course eastward, then return westward till we get abreast the mouth of the harbour, and lastly, northward, to enter the harbour and come to our moorings.

These courses will, with variations in the force of the wind, illustrate every common and useful manœuvre.

GETTING UNDER WAY.

Ship[13] the tiller.[14]

[13] Fix in its proper place.

[14] The piece of wood or beam put into the head of the rudder to move it.

Set the mainsail[15]; hoist the throat[16] nearly close up; and half hoist the peak.[17]

[15] Unfurl it by casting the stops or gaskets off.

[16] The foremost end of the gaff, or that end next the mast.

[17] The outermost end of the gaff, or that farthest from the mast.

Bend[18] and haul the jib out to the bowsprit end.

[18] Hook it to the traveller, or ring on the bowsprit.

Bowse the bobstay[19] and bowsprit shrouds[20] well taut.

[19] A rope or chain from the end of the bowsprit to half-way down the stem.

[20] Ropes from the bowsprit end on each side to the bows.

Hoist the jib, and bowse it well up.

Get the topmast stay[21], backstays[22], and rigging[23] well taut.

[21] A rope from the topmast head to the outer end of the bowsprit, where it passes through a sheave or small block, comes in by the stem head, and is belayed or made fast (done generally by winding several times backwards and forwards in the manner of a figure 8), to its cleat or pin.

[22] Ropes from the after-part of the head of the topmast to the after-part of the channels on each side.

[23] Or shrouds—ropes from each side the top-mast head, through the cross-tree arms, to the fore part of the channels, between the first and second lower shroud. They are set up or hauled taut, as are the backstays, by means of a small tackle, one block of which is hooked to the thimble spliced into the lower end of the shroud or backstay, and the other to an eye-bolt in the channels.

Hoist the foresail ready to cast[24] her when the moorings are let go.

[24] To turn her head in the most advantageous direction.

Send a hand to the helm.[25]

[25] This term includes both the tiller and the wheel; but, as the yawing motion of a small light vessel is correspondingly light and feeble, though much quicker than that of a large vessel, she is best without a wheel, which is meant to gain power at the expense of time.

Overhaul the main-sheet[26], and the lee[27] runner and tackle[28]; lower the throat, and hoist the peak of the mainsail taut[29] up.

[26] A rope or tackle for regulating the horizontal position of the main boom.

[27] The leeward or lee-side is the opposite to windward.

[28] A compound tackle, used in cutter-rigged vessels, instead of a backstay to the lower mast, on account of its easy removal allowing the main boom to go forward, in going large.

[29] The nautical way of pronouncing and writing tight.

Hoist the gaff topsail[30], keeping the tack[31] to windward[32] of the peak halyards[33], and hauling the slack of the sheet out before you hoist the sail taut up.

[30] The sail above the mainsail. The sheet hauls out to a small block on the outer end of the gaff.

[31] Tack is the lowermost corner opposite to the sheet, in all fore-and-aft sails and studding sails.

[32] The windward or weather side, is that side on which the wind blows.

[33] The rope by which the peak of the gaff or boom, to which the head of the mainsail is fastened, is hoisted. Halyards always signifies a rope by which a sail is hoisted.

Set the tack, and heave the sheet well taut.

BEFORE THE WIND.[34]
With the Main Boom over to Starboard.[35]

[34] That is, going the same way the wind blows. Her course is then sixteen points from the wind. (See [Compass].)

[35] Starboard is the right, and larboard the left hand side, when looking toward the head of the vessel.

In managing the helm, be careful not to jibe the mainsail.

When a vessel is going large[36], the helmsman should always place himself on the weather side of the tiller, or the side opposite to that which the main boom is over, as his view of the vessel’s head will then be unobstructed by the sails. The boat now running before the wind, haul the tack of mainsail up. If the wind come dead aft, you may flatten aft the jib and foresail sheets[37], or haul the foresail down to prevent chafing. If the wind come at all round on the starboard quarter[38], slack off the boom guy[39]; haul in the main-sheet till you get the boom a-midships[40], or nearly so; port[41] the helm, and jibe the mainsail; slack off the main-sheet again, and hook the guy on the larboard side; haul taut the starboard runner and tackle, and overhaul the larboard one; the same with the topping-lift[42]; hoist the head sails[43], and shift the sheets over.

[36] Or free, not close-hauled. Generally understood as having the wind abaft the beam, or that her course is then eight points from the wind.

[37] Ropes fast to the aftermost lower corner of the jib and foresail, to hold them down. The jib has two ropes or sheets fast to its corner, one of which comes on each side the forestay, for the convenience of tacking, &c. The foresail has only one sheet, which is fast to the traveller, or ring on the horse or bar of iron, which crosses from one gunwale to the other, just before the mast.

[38] The point on either side where the side and stern meet.

[39] A small tackle, one end of which is hooked to the main boom, and the other forward, to keep the boom from swinging.

[40] Midway between the sides of the vessel.

[41] Instead of larboard, when speaking of the helm, port is the proper term, in contrariety to starboard, used for the sake of distinctness in directing the helmsman.

[42] Stout ropes which lead, one from each side the main boom, near its outer end, through a block on its respective side the mast, just under the cross-trees, whence it descends about half-way, and is connected to the deck or gunwale by a tackle.

[43] Jib and foresail.

N.B. If you are obliged to jibe as above, you must, in the following directions for bringing the wind on your beam, read larboard for starboard, and vice versâ.

BRINGING THE VESSEL WITH THE WIND ON THE LARBOARD BEAM.[44]

[44] That is, athwart or across the waist of the vessel, called a-beam, because it is in the same direction that her beams lay, or at right angles with her keel. Her head is then eight points from the wind.—The wind is said to be abaft the beam, or before the beam, according as the vessel’s head is more or less than eight points from the wind.

Supposing that you have not jibed, starboard the helm a little, and let the vessel spring her luff[45] with her head to the northward. Slack the boom guy, and haul in the main-sheet. Haul aft[46] the jib-sheet, and bowline[47] the foresail.

[45] Sail nearer to the wind.

[46] That is, toward the hinder part or stern.

[47] A rope made fast to the foremost shroud, and passed through a thimble in the after-leach of the foresail, then round the shroud again, and round the sheet.

If she come up fast, port the helm[48] a little, and meet her, then right[49] it when she lays her proper course.

[48] Always put the helm the contrary way to that which you want the vessel’s head to turn.

[49] That is, bring it a-midships; the same with steady.

Hook and haul taut the lee runner and tackle. You will now find it necessary to carry the helm a little a-port or a-weather.

If, instead of directing our course eastward, we had preferred doing so westward, we must have jibed previous to bringing the wind on the beam, and then the preceding operations would necessarily have been, to a corresponding extent, reversed.

CLOSE-HAULING THE VESSEL.[50]

[50] To haul the sheets aboard, or more a-midships, by which means the vessel’s head will come closer to the point the wind blows from.

To haul the vessel to the wind, ease the helm down[51] a little. Haul in the main-sheet upon the proper mark. Bowse the foresheet, and haul the jib-sheet well aft. Bowse the runner and tackle well taut.

[51] To leeward.

The vessel is now on the wind, plies to windward, or is close-hauled.[52]

[52] These terms all imply one thing, viz., that the vessel is sailing as near as possible to the point whence the wind blows. No square-rigged vessel will sail within less than six, and no fore-and-aft rigged vessel within less than five, points of the wind, to have any head-way.

Being now apt to gripe, or come up into the wind with a sudden jerk, now and again, she wall carry her helm more or less a-weather. The helmsman must watch the weather-leach of the mainsail, to prevent the vessel getting her head in the wind.

TACKING.[53]

[53] To turn a vessel from one side to the other with her head toward the wind. When a vessel is obliged to tack several times successively to get to windward, she is said to be beating to windward; when to get up or down a harbour, channel, &c., beating up or down, &c.; when trying to get off a lee shore, clawing off.

A vessel’s tacks are always to windward and forward; and her sheets, to leeward and aft; whence the terms larboard or starboard tack, meaning that she has her tacks aboard on the larboard or starboard side.

Having got abreast or opposite the mouth of the harbour, haul the fore bowline. “Ready about.”[54] Put your helm up, or to windward a little, and let the vessel go rather off the wind, to get good way on her; then gently down or to leeward with it, which is announced by the helmsman calling “Helm’s a-lee.” Let fly the jib-sheet: this takes off the balance of wind from her head, and acts in concert with the helm in sweeping her stern to leeward, or rather in allowing her head to come quicker up into the wind.

[54] A command that all hands are to be attentive, and at their stations for tacking.

The man who attends the jib-sheet must carefully gather in the slack[55] of the one opposite to that which he let go. When the jib comes over the larboard side of the stay[56], haul the larboard jib-sheet well aft. When the mainsail is filled, let draw the foresail.[57] Right the helm, and shift over the tack of the mainsail.

[55] Or loose rope.

[56] The fore-stay, or large rope from the lower mast head to the stem head, to prevent the mast from springing when the vessel is sending deep, or fallen into the hollow between two waves, after pitching.

[57] That is, let go the bowline which holds the sail to this, now weather shroud. It was held there till now, that the wind might act upon it with greater power to turn the vessel, from the time her head was about half-way round. The expression is derived from its being necessary, in larger vessels of a similar rig, to ease the rope gradually as the sail draws it. From the time the jib-sheet is let fly, till the foresail is let draw, the vessel is said to be in stays.

One hand should attend the main-sheet, to gather in the slack till the boom is a-midships, and then ease it off as the sail fills, and the vessel lays over to port. When the vessel is in stays, and it is doubtful whether she will come round, or, in order to make her come round when she gathers stern-way, shift the helm to the opposite side. She is now about upon the starboard tack.

REEFING, TAKING IN SAIL, ETC.

Haul the fore-sheet up to windward; bowline it there, and heave her to. Keep the tiller shipped, and lash it a-lee. In gaff topsail; lower the halyards; and haul down. Send a hand aloft to unbend the sheet from the sail, and make it fast to the main halyard bolt; and unlash the gaff topsail, and send it down. Lower the main halyards and peak to the second reef cringle, and reef the mainsail.

Hook the reef tackle[58] to the first earing[59]; haul upon it till the cringle[60] is close down upon the boom; and belay the tackle. Pass a small gasket[61] through the tack and the first reef cringle, and lash the two firmly together, taking care to gather in snug the luff of the sail, so that the leach rope belonging to it forms a sort of snake near the mast. Haul up the tack, and bowse upon the weather peak line, keeping the other part fast a-midships of the boom. This will hold the belly of the sail partly to windward, and make it easier to tie the reef-points. Observe to keep the foot-rope outside and under the sail.

[58] A small tackle formed of two hook blocks, one of which is hooked to the under part of the boom about one third from the mast, and the other farther aft. The fall is belayed to a cleat under the boom.

[59] A stout rope, one end of which is made fast to the boom at the same distance from the mast as the reef cringle to which it belongs. It ascends, passes through the cringle, descends and passes through a sheave on the side of the boom, then in board, and is stopped to the boom by means of its lanyard, or small line spliced into its end for the purpose. This lanyard is also to make it fast when the sail is reefed, and you wish to remove the tackle.

[60] A short loop of rope with a thimble or small ring of iron inside it, spliced to the leach of the sail.

[61] A rope made by plaiting rope-yarns.

Let one man jump upon the boom to tie the outer points so far that the rest can be tied on board. Let go the tack and peak line, always keeping the ends of this fast under the boom. Hoist the sail taut up; and set taut the tack tackle. Shift the jib to No. 2. Overhaul the jib purchase; let go the outhaul; haul the jib down; unhook the tack; unbend the sheets; and send the sail down below.

You have now got one reef in the mainsail. If it come on to blow harder, and you want a second reef, lower the sail, and haul on the peak line as before; nipper the first reef-earing so as to hold it a short time; let go the reef tackle, and unhook it from the earing, which make fast with its lanyard round the boom.

You have now got the tackle to use for the second reef. Proceed as for the first reef. Shift the jib to No. 3, and proceed as before. If third, the same, after rigging the bowsprit. Take the fid[62] or bolt out of the heel of the bowsprit, and rig the bowsprit in about one fid hole. Haul taut the topmast stay and bowsprit rigging. Bend and set the small jib in the same way as any other.

[62] A bar of wood or iron, which passes horizontally through a hole in each bitt and the heel of the bowsprit, to secure it in its place, much in the same way that a carriage pole is secured.

You may want to stow the mainsail, set the trysail, and make her otherwise snug in proportion. Sway away upon the top rope; lift the mast a little to let the man unfid it; and lower topmast down in the slings. Lower the fore halyards, and reef the foresail. Gather the luff of the sail up; make the foremost reef-earing cringle fast to the tack; shift the sheet from the clue of the sail to the after reef cringle; and tie the points. If the weather is very heavy, haul down the stay-sail, and tend the vessel with a tackle upon the weather jib-sheet.

When it comes fine weather again, make sail in precisely the reverse order to that in which you shorten it. Continue to tack in the wind’s eye till you are to windward of the harbour.

Plate XXXI

[Page 119].

The Mariner’s Compass.

Plan of the Deck.

PASSING OTHER VESSELS.

All vessels sailing before the wind keep out of the way of those upon the wind. In the river Thames, vessels which sail with the larboard tack aboard, keep away for those with the starboard tack aboard.

BRINGING THE VESSEL INTO HARBOUR.

Lower and haul down the gaff topsail. Let go the jib tack or outhaul[63]; lower the jib; and pull on the down-hauler, to bring the traveller in. Haul the tack of the mainsail up; and lower the peak. Down foresail.

[63] A rope made fast to the traveller, to haul it out to the bowsprit end.

Let a small boat run away the wrap to the quay. Lower, and stow the mainsail. Unbend the jib, and stow it below if dry and not immediately wanted, and hook the halyards to the traveller, close in by the stem. If otherwise, hoist upon the halyards, and let it hang to dry if it require it, or stop it up and down the foremost shroud. Haul the vessel to the moorings, and moor properly, putting fenders over to keep her from the quay.

DESCRIPTION OF [PLATE XXXI.]

Fig. 1.

The mariner’s compass.

Fig. 2.

Plan of the deck, with the bowsprit rigged out, &c.

1. Bowsprit.
2. 2. Bowsprit shrouds.
3. Stem head.
4. Bowsprit bitts.
5. Fore hatchway.
6. Windlass and bitts.
7. Fore-sheet horse.
8. Place of the mast.
9. 9. Channels.
10. Main hatchway.
11. Companion and binnacle.
12. Tiller.
13. Cabin skylight.
14. Rudder-head and case.
15. Taffrail.

[PLATE XXXII.] fig. 1.

Pleasure boat, cutter-rigged, lying at anchor; foresail and mainsail bent and stowed.

1. Vane and spindle.
2. Truck.
3. Topmast.
4. Cap.
5. Trussel trees.
6. Lower mast.
7. 7. Cross trees.
8. Bowsprit.
9. Gaff, with mainsail furled.
10. Main boom.
11. Tiller.
12. Rudder.
13. Stem.
14. 14. Topmast shrouds.
15. Topmast backstay.
16. Topmast stay.
17. Runner and tackle.
18. Traveller.
19. Channel.
20. Forestay with the foresail furled to it.
21. Bobstay.
22. Topping-lifts.
23. Topping-lift blocks.
24. Main-sheet.
25. 25. Peak halyards.
26. Jib halyards.
27. Cable.
28. Fore-sheet.

[PLATE XXXII.] fig. 2.

The vessel going down the harbour with all sails set, steering south, before a light breeze.

1. Gaff topsail.
2. Foresail.
3. Mainsail.
4. Tack tricing line.
5. Peak line, or signal halyards.
6. 7. 8. The 1st, 2nd, and 3rd reefs.
9. 9. 9. Reef-earings.
10. 10. 10. Cringles.
11. Balance reef.
12. Anchor stock.
13. Windlass.
14. Foresheet horse.
15. Main hatch.
16. Companion and binnacle.

[PLATE XXXIII.] fig. 1.

The vessel outside the harbour, steering east, with a smart breeze on the larboard beam.

1. Jib.
2. Foresail.
3. Anchor.
4. Eyebolt of the bowsprit shrouds.

[PLATE XXXIII.] fig. 2.

The vessel trying for the harbour in a heavy gale, close to the wind as she can lay, on the starboard tack, under a reefed mainsail and foresail, bowsprit reefed, and topmast lowered.

Plate XXXII

[Page 120].