Ships, Sailors, and the Sea, etc

Preface

. A year or so ago, happening to want a book about the sea for my two boys — a book which should contain general information, not only concerning the sea itself, but all matters relating to the sea, to ships, and to sailors— I hunted everywhere in the shops, but could not rind any such work treating of these subjects in a popular way. I therefore determined to sit down and write a volume of this description ; and the following pages are the result. What information is given, I have endeavoured to make as accurate as possible, and, as far as can be, have brought it down to the present date. In the accounts of the naval battles and engagements, advantage has been taken as much of the French accounts as of the English, with tlie intention of presenting to the reader as fair a record of these interest ing events as it is possible to do. If it be an objection that the chapters are, to a certain extent, unconnected, the reader must kindly consider the VI

PREFACE.

. book a sort of nautical banquet. Should the soup, the fish, or the entrees be not to his taste, he may yet possibly be able to dine off the pieces de resistance ; and the writer trusts that, should the reader not care to partake of every course in the menu, there yet may be so much to his taste that he may not be obliged to go away entirely unsatisfied. R. J. C.-J. CONTENTS. CHAPTER • PAGE I. Different Kinds of Vessels : — Cutters — Pilot-Boats — Fishing-Smacks — Revenue-Cutters— Brigs— Brigantines — Schooners— Yawls — Barques— Ships . 13 II. Different Parts of a Vessel : — Port and Starboard — Steering Gear — Ship's Lights — Masts— Yards — Sails — Ropes and Rigging 26 III. The Total Loss of the "La Plata" Telegraph Ship . 36 IV. The Glorious First of June : — Lord Howe's Victory over the French in 1794 41 V. A Fire at Sea : — The Burning of the " Queen Charlotte" Line-of-Battle Ship 47 VI.

Lighthouses : — Early Lighthouses — The Trinity House— Different Kinds of Lights — Oil Lamps and Electric Lights — The Catoptric and the Dioptric Systems— Coal-Fires — The North Foreland— The Eddystone — The Bishop's Rock — Ballycottin Light — Iron Lighthouses — Visibility of Lights. . . 52 VII. Lightships : — Revolving Lights— Coloured Lights — Lights at Sea — Reflected Lights— Fog Signals — Bells— Guns — Rockets — Syrens — Beacons — Buoys- Gas Buoys 65 VIII. Flags : — The Union Jack — Badly-made Flags — Ensigns — Royal Standard— The Blue Peter— Signals — The International Code ■ Contents. VIII PAGE

CHAPTER IX.

The North Pole: — Sir Martin Frobisher — Parry —Franklin — McClintock — The North-West Passage — The "Hecla" and the "Fury" — The Loss of the "Fury" 87 X. The Eskimo : — Seals— The Aurora Borealis — Icebergs — The Antarctic Ocean— The South Pole 96 XI. Lord Nelson : — The Battle of the Nile . . .105 XII Brave Boys :— James Wallis — The Bembridge Pilot-boat — The Loss of the "Tribune" — Napoleon at Boulogne— Lieutenant Coghlan . . 115 Sailing : — Running— Close-Hauled — Going About — Missing Stays — Wearing — Jyeing — Tacking — Collisions — The South-Eastern Boat and the XIII "Orient" — The Rule of the Road at Sea . . 122 XIV. Navigation: — Charts — Tides — Spring-Tides — Neap- Tides — Range of the Tide — Tide Constants — Soundings — The Lead-Line— Heaving the Lead — The Mariner's Compass — Variation of the Compass—The Standard Compass— Observations — Latitude and Longitude— Chronometers — Dead Reckoning — Heaving the Log .... 130 XV, The Compass : — Defective Compasses — Errors in the Needle — Adjusting Compasses — The Compass Observatory — The Admiralty Standard Compass — Deviation of the Compass — Swinging the Ship — Semi-Circular Deviation — The Pole-Star. . 142 XVI.

Loss of the "Apollo" Frigate — The Loss of the "St. George" and the "Defence"— The Loss of the "Hero" 150 XVII. The Battle of Trafalgar : — Death of Nelson . Contents. IX CHAPTER PAGE XVIII, Men-of-War : — Wooden Ships — Ironclads — " La Gloire" — The "Warrior" and the "Black Prince"— The "Captain" and the "Sultan" — The Latest Types of Fighting-Ships — The "Collingwood" and the "Edinburgh" — The " Victoria" — Turret-Ships — Barbette-Ships — Torpedoes — Torpedo-boats — The Nordenfelt — The Navy in the time of Queen Elizabeth . . 171 XIX Anecdotes of Nelson — Lord Howe — Lord St. Vincent — Sir Charles Napier — Sir Edward Codrington 191 XX The West Indies : — Bermuda — The Bahamas — The Gulf Stream— Jamaica— Barb adoes — Trinidad- Piracy in the West Indies — The "Celestias Argentinas " 197 XXI Storms — Hurricanes — Revolving Storms — The Barometer — Whirlwinds — Waterspouts — Loss of the "Wasatch " — Cyclones — Typhoons — Trade- Winds — Force of the Wind — Waves . . 208 XXII.

Crossing the Line 21S XXIII. Naval Engagements :— The "Quebec" and "La Surveillante" — The "Boston" and "L'Embuscade" — The " Swiftsure" and "L'Atalante" — The "Indefatigable" and "Les Droits de l'Homme" 221 Lloyd's : — "A 1 " — Classification of Ships— Overloading— Total Loss— Wrecks— Drunken Crews XXIV. — Collisions — Missing Ships 229 Watches : — Port and Starboard Watches— The Watches— The Boatswain, Carpenter, and Sailmaker — Officer's Watches — Bells — The Officer of the Watch— The Pilot— The Loss of the "Romney" Frigate— Court-Martial— The Res- XXV, ponsibility of Pilots Contents.

X PAGE CHAPTER Whalers :— The Whale Fishery — The Seal Fishery 244 XXVI, XXVII, Steamers : — Screw Steamers and Paddle-wheel Steamers — The First Steamers — The " Great Western" and the "British Queen" — Trans- Atlantic Liners — P. and O. Boats— Ocean Lines — The General Steam Navigation Company — Marine Engines — Steamers Built in 1885 . . 251 XXVIII The Weather :— The Sky — The Clouds— Refraction of the Air — Rainbows —Haloes — The Baro meter — The Thermometer — Fogs — The "Cam brian " Frigate — Exploded Theories — Spots on the Sun 264 XXIX, Loss of Life at Sea : — The Goodwins — Quicksands — Iron-bound Coast — Loss of the "Thetis" Frigate — Fires at Sea — The " Colombo " — Risks of Passenger-Ships — Explosions — The "Amphion " Frigate 273 XXX Saving Life at Sea — Storm Signals — French Fishermen — Ships' Boats — Life-boats — Berthon Boats — Life-buoys — Life-rafts — The Rocket Apparatus — The Royal National Life-boat Institution 281 XXXI The Life-boat — Hovellers — The Ramsgate Lifeboat 288 XXXII The Wreck of the "Birkenhead" Troopship. . 294 XXXIII French Maritime Affairs : — French Lights — French Signals— The French Compass — French Nautical Terms — French Sailors — French Privateers—Admiral Duguay-Trouin — Action off the Lizard — The French Navy .... 300 XXXIV Going to Sea :— The Navy — The Merchant Service LIST OF ILLUSTRATIONS.

FAGE The Naval Flags of the World .... Frontispiece A Pilot Cutter 15 A Brig in Ballast iS A Brigantine 19 A Topsail Schooner 20 A Barque 23 A Barquentine 24 A Full-rigged Ship 25 Diagram of a Ship 31 The Bell Rock Lighthouse, off the Firth of Forth . 53 The Dioptric Apparatus 57 North Foreland Lighthouse, as it was in 1S00 ... 58 Winstanley's Lighthouse on the Eddystone Rock . . 61 The "Mouse" Lightship (Green Revolving Light) . 66 The Syren 71 A Bell Buoy 74 A Gas Buoy 75 The Union Jack 77 The International Code of Signals 83 The "Hecla" and the "Fury" entering Biffin's Bay . 91 Eskimo 97 Icebergs of the Polar Regions 103 On the Starboard Tack 123 Reduction of a portion of an Admiralty Chart . . List of Illustrations. PAGE Compass Card 136 Portable Compass 136 Loss of the '-Apollo" Frigate 151 Modern War Ships 171 H. M.S. "Inconstant" 175 H.M.S. "Victory" in Portsmouth Harbour. . . . 176 Gun Practice on Board an Ironclad 179 H.M.S. "Colossus" . ■ 180 First-class Torpedo Boat, No. 22 183 The " Polyphemus " Cutting the Boom in Bantry Bay, 1885 185 The Action between the " Quebec" and " La Surveillante" 223 Chasing a Whale 245 A Seal . . . . . . . . . . . 2^0 The " Comet " on the Clyde 254 The Cunard Line Royal Mail Steamer "Etruria" . . 255 The P. and O. Royal Mail Steamer " Carthage " . . . 258 Cape Frio ■ 276 A Fire at Sea 27g Storm Warnings 2g2 The Ramsgate Life-boat 2qi French Tide Signals .... ,n. 3°* French Harbour Signals -,02 French Fishing Boats going to Sea French Naval Officers and Sailors 306 A French Chasse-Maree ,0? A Naval Cadet of H.M.S. "Britannia" .... -•12 The Training-Ship "Worcester" at Purfleet . . .315 Ships, Sailors, and the Sea.

Chapter I

SHIPPING— DIFFERENT KINDS OF VESSELS : CUTTERS, PILOT-BOATS, FISHING - SMACKS, REVENUE CUTTERS, BRIGS, BRIGANTINES, SCHOONERS, YAWLS, BARQUES, SHIPS. There probably are but very few boys who have not at one time or another fancied that they should like to go to sea. It is quite certain that there are no English boys, and that there are but few English men, who do not feel some kind of interest in the sea, and in all that concerns the sea— in ships, in boats, and in sailors. Great Britain is entirely different from most of the other countries of Europe. Having the sea all around, more than half the population of this country of necessity live all their lives near to the sea. In 1S81 the population of England and Wales was, in round numbers, some twenty-six millions, of whom eighteen millions lived in the counties round the coast — the maritime counties ; whilst eight millions, or just one-third of the whole population of England and Wales, were living actually in the ports and the sea-coast towns.

To Englishmen there is always a strange fascination about the sea. Even those who live away from it, and who only come to it now and then, generally leave it with regret. It is so different from the country. However beautiful the country may be, yet, to a certain extent, it is always the same ; but the sea is always changing. Even the view over a long stretch Sh/fs, Sailors, and the Sea. 14 of flat sandy shore changes four times in every twenty-four hours ; and if the view should happen to be upon a part of the coast where vessels are frequently passing, then the picture is changing the whole day long. From most of the coast towns along the English Channel, from the mouth of the Thames to the Land's End, a constant stream of vessels, of all sorts and sizes, is nearly always to be seen, some bound up Channel, and some down : from small coasting vessels and fishing-boats to great four-masted steamers and men-of-war.

The English coast is, in this respect, wonderfully superior to the French. Not only all British ships, but all the foreign shipping from the ports along the North Sea and from the Baltic, bound either up or down Channel, keep within a few miles of the English side : at least, in that part of the Channel that lies between the North Foreland and the Isle of Wight. This difference is to be noticed in a very striking manner at two Channel ports situated exactly opposite to each other — Folkestone and Boulogne. From Folkestone is to be seen all day long a constant procession of ships and steamers. You may sit all day on the cliffs at Boulogne, and hardly see a vessel. They are all out of sight, far away over on the English coast. Many different kinds of vessels, too, are always passing and repassing : some have only one mast, some two masts, and some three masts; and nowadays there are a few that have four masts, but certainly the greatest number of vessels afloat have only one mast.

For instance, there are cutters, fishing-smacks, sloops, ketches, and plenty of other small craft, all one-masted vessels. Sloops, ketches, and small traders are mostly employed in the coasting trade. They are used for carrying goods from one port to another along the coast, rarely going a voyage of any great length. The cutter, then, is a one-masted vessel, rigged fore and aft. That is to say, she has no square sails on yards, like a Cutters and Yachts. 15 brig or a brigantine, her principal sail being her large main sail, which runs on the mast with hoops, the head of the sail being attached to the gaff, and the foot of the sail to the boom. Many yachts are cutter-rigged, as also are fishing smacks, pilot boats, revenue cutters, and other craft. Everybody knows the cutter yacht, with its beautifully- A PILOT CUTTER. shaped hull, its bright copper, its clean white canvas, and the club flag flying at the masthead.

Every yacht, or nearly every yacht, belongs to one or other of the numerous yacht clubs, and every yacht club has its own particular flag. The club flag, which is flown at the masthead, is not a square flag, but it comes to a sharp point, and is called in yachting circles a " burgee." The burgee is thus different for each club ; but, in addition to the burgee, all yachts, the same as all other British vessels, fly the English ensign at the peak. There is just this one thing to be noted about this club flag, that whereas yachtsmen call it a burgee, yet in signal flags a burgee is a swallow-tailed flag, and the pointed flags are called pennants. There are three colours for the English ensign. The red ensign is the ordinary one that all merchant vessels and steamers fly, and which, indeed, anybody may use ; but the blue ensign or the white ensign are only allowed to be used by Government vessels, or by permission of the Government.

Some of the Royal Yacht Clubs are allowed to fly the blue ensign, as the Royal Thames Yacht Club, for instance ; some only fly the ordinary red ensign, as the Royal Victoria Yacht Club, in the Isle of Wight ; and one club — namely, the Royal Yacht Squadron, -which is the chief of all the yacht clubs — is permitted to fly the white ensign. Now and then a large merchant ship is to be seen flying the plain blue ensign. This is if the captain, and at least ten of the crew, belong to the Naval Reserve ; and when this is the case, such a vessel is specially privileged to use the blue ensign. Hired transports also wear the blue ensign, with the yellow Admiralty anchor in the fly; and any ships employed in the service of any public office carry the blue ensign, with the badge of the office in the fly.

Then, besides cutter yachts, many pilot-boats are rigged as cutters. A pilot is a man particularly acquainted with ceitain seas or rivers, who has passed a special examination, and who is officially authorised to navigate vessels in the place for which he is qualified. A pilot is a very useful individual ; to many captains not very well acquainted with a particular locality, he is an abso lute necessity. In order, therefore, to ensure there being always a proper supply of pilots, and so to prevent the many accidents that would naturally occur from masters of vessels taking their ships into waters with which they were not thoroughly acquainted, the law has endowed the pilots with certain powers and privileges, and according to the Channel Pilots. 17 maritime laws of England, every homeward-bound ship, as she nears the English coast, or gets into pilot's waters, as it is called, is bound to take a pilot on board to bring her into port ; and all outward-bound ships are obliged to be in charge of a pilot until they are fairly at sea.

Pilots mostly live at one or other of the ports along the coast, and they go out, some half-dozen or so together, in a pilot-boat, on the look-out for homeward-bound ships, and also to bring back the pilots who have taken out the outward bound ships. The pilot is paid according to the draught of water of the vessel he is piloting. It is usual for the pilots either to take turns or to draw lots for the vessels to be piloted. Take, for instance, the case of a Channel pilot. The Channel pilot is authorised to bring vessels from the Lizard, or from the mouth of the Channel, up to Dungeness. Four Channel pilots, we will say, A, B, C, and D, go out in a pilot-cutter on the look-out for homeward-bounders. They toss up : C is to have the first ship, D the second, B the third, and A the fourth ship.

The first vessel they come across wanting a pilot is a brig of 250 tons. C has to go. The next vessel they fall in with is a great four-masted sailing-ship, of 2,000 tons. It is now D's turn ; and so with the rest. Now, as the brig only draws perhaps ten feet of water, whilst the large ship is drawing double that amount, Pilot D will be earning double as much as Pilot C for doing nearly the same work. So that even piloting has its excitements and speculations. An English pilot-cutter has a large number in the middle of her main sail, and the first letter of the port she hails from. For instance, a Southampton pilot-boat will have a large S. and her number ; so that, in coming up Channel, if a ship meets with a cutter with S. 5. in her main-sail, the captain of the ship knows at once that she is a pilot-boat, and that she hails from Southampton.

A pilot-cutter also flies a red and white flag. And when the ship has taken the pilot on board, it the ship flies the red and white pilot-flag at the mizen peak, or in some other prominent place. There are a great number of fishing smacks rigged as cutters, and very fine vessels many of them are. These, like the pilot-boats, have all numbers and letters ; A BRIG IN BALLAST. but fishing-boats have the letters and numbers painted on the bows of the boat itself. All fishing-boats have letters, usually the first and last letters of the name of the port they belong to, together with their number, painted on each bow. So that a Folkestone fishing-boat will have F. E. and her number ; and a boat with P. H. 22. on her bow may be known to hail from Portsmouth ; and the same with the other ports. French fishing-boats belonging to Boulogne have simply B. on the bows; those belonging to Trouville, T. R. ; and so on.

Oneand Iivo-masted Vessels. 19 Then, besides yachts, pilot-boats, and smacks, there are always a number of revenue cutters cruising about the coasts, a kind of nautical police, not so much on the look-out for smugglers as to prevent smuggling. They are smart vessels, very like a cutter-yacht in appearance, but as they belong to Government, and are, in fact, men-of-war, they fly a pennant A BR1GANTINE. — a long, narrow flag, like a ribbon, so long that as it flies at the mast-head it reaches half-way down to the deck. These are some only of the one-masted vessels afloat. Among vessels with two masts are brigs, brigantines, and schooners. A brig is a two-masted vessel, square-rigged on each mast -that is to say, she has yards and square sails on both her fore-mast and her main-mast A brigantine has only her fore-mast square-rigged just like b the fore-mast of the brig, while her main-mast is only fore and aft rigged like the main-mast of the schooner ; indeed, like the single mast of the cutter.

This vessel is sometimes called a brigantine schooner. Then of schooners there are two sorts : one a top-sail schooner, and the other a fore and aft schooner. A fore and A TOP-SAIL SCHOONER. aft schooner has no yards at all, but both her fore-mast and her main-mast are rigged like a cutter's mast ; and she has only cross-trees, and not tops to either mast. A top-sail schooner is very like a fore and aft schooner, only she carries a fore-topsail and a fore-top gallant sail ; but even these sails are smaller than a brig's, and the yards Brigs and Schooners. 21 themselves are lighter. Her main-mast is just like the cutter's mast. Many yachts are rigged as fore and aft schooners ; and schooners generally are a favourite rig for coasting vessels, as they require fewer hands than a brig does. There are, however, plenty of brigs afloat still, although not half as many as there used to be.

The brig was the usual rig for coal vessels — or colliers, as they are called — trading between London and the north ; but these coal brigs are fast giving way to the great iron screw-colliers. Gun-brigs used to be very numerous in the Navy at the beginning of this century, and as compared with other vessels of the time they were reckoned fast sailers ; they were much used for sending home despatches. These gun-brigs were often very much over-masted — that is to say, their masts were too tall for their hulls, so that they not unfrequently capsized in a gale of wind, and at last they came to be nick-named "coffins." Now they are almost obsolete in the Navy, only about half a dozen or so existing ; and these are only used in the summer time as tenders attached to the boys' training-ships at the various ports — one or two being attached to the St. Vincent at Portsmouth, and one or two to the Impregnable at Devon port, and so on.

A merchant brig will rarely exceed 300 tons ; often they are very much smaller ; and, as a rule, schooners are smaller than brigs. The schooner is a very handy rig, and four or five hands are sufficient to work a fairly large schooner ; whilst the brig will require several more. When a brig goes about — that is, when she alters her course — and from being, say, on the port tack, goes off on the starboard tack, the lee braces have to be let go, and the weather braces hauled in ; and when she has got, perhaps, top sails, top-gallant sails, and royals set, it naturally takes some time to get her about; whereas the sails of the schooner come over almost of themselves when she goes about. And besides, a fore and aft rigged vessel will, as a rule, sail much closer to the wind than a square-rigged vessel.

Schooners are handier than cutters sometimes, but this is for another reason. Taking, for instance, a vessel of 150 tons. If she is rigged as a cutter, her main-sail will be of such an enormous size that it will take seven or eight hands to set it, and even more hands than that to haul in her boom in a breeze ; but if she is schooner-rigged, although she will spread quite as much canvas altogether as she would if she were rigged as a cutter, yet all her sails are smaller, and consequently much handier to manage. This is one of the reasons why we have so many schooner yachts. Another two-masted vessel is the yawl, also a favourite rig for yachts. The yawl rig is another expedient for getting rid of the great main-sail of the cutter. A yawl is in every respect just like a cutter, except that her main-boom, instead of projecting some feet over her taffrail, is several feet short of it, which greatly reduces the size of her main-sail, and she has another small mast right aft.

This in a yawl is called the mizen. The two masts of brigs, brigantines, and schooners are the "fore-mast" and the " main-mast ; " the two masts of the yawl are the " main-mast " and the "mizen." There is one particular kind of heavy two-masted vessel called a galliot, nick-named a " billy-boy." A great number of these hail from Goole and other ports along the north east coast of England. They are very bluff in the bow — that is to say, the bows are very broad and square, stem and stern very nearly alike — very much like a Dutch vessel to look at ; but they are capital sailers, and generally make what sailors call " very good weather of it ; " or, in other words, they behave well even in bad weather, with a strong wind and a heavy sea perhaps ; yet, from the peculiarity of their build, and from their being skilfully handled, they go through it pretty much as though the weather were fine.

Barques. 23 Then as to vessels with three masts : there are three-masted schooners, barques, barquentines, and lastly the full-rigged ship. A three-masted schooner is precisely like an ordinary top-sail schooner, except that she has a third mast, a mizen, abaft her main-mast, rigged just like the main-mast. In a A BARQUE. barque and in a ship, as a rule, the highest mast is the main mast ; the next in height is the fore-mast, and the shortest is the mizen-mast. In a three-masted schooner the fore-mast is generally the tallest mast, then the main-mast, and then the mizen : going down in a regular gradation. Three-masted schooners are not very common, and what there are belong mostly to the West of England, Plymouth, Bristol, and the Welsh ports. The barque is square-rigged, like a brig, on her fore-mast and main-mast, but her mizen is like a schooner's main-mast ; the barquentine is rigged like a brig on the fore-mast, and fore and aft rigged on the main and mizen masts ; the full-rigged ship is square-rigged on all her three masts.

A full-rigged ship is the largest of all sailing-vessels. She will seldom be less than seven or eight hundred tons, and will often be from fifteen hundred up to two thousand tons burden. A BARQUENTINE. The fashion of building very large ships has very much increased of late years. In many respects, in spite of having all your eggs in one basket, it is found to be, on the whole, much more economical to have one large ship than two small ones. The large ship does not take many more hands than the small one, and one captain and one set of officers do instead of two. There are now a few very large four-masted sailing-ships The Full-Rigged Ship. 25 (of course sour-masted steamers are common enough). Their fore-mast, main-mast, and mizen-mast are the same as the ordinary three-masted ship ; but a fourth mast, called the jigger mast, is added abaft the mizen.

These four-masted ships are regular sailing machines, built expressly for making rapid passages. It is not at all an A FULL-RIGGED SHIP. uncommon thing for them to make ten knots an hour when close-hauled, and fifteen or even sixteen knots with a fair wind. There are some few ships afloat with even more than four masts. H.M.S. Agincourt and H.M.S. Minotaur, for instance, have each five masts, and the Great Eastern had six masts. These are some of the principal varieties of sailing-vessels afloat, but foreign nations have rigs of their own quite different from ours. The French, for example, have a vessel as large as many of our schooners, rigged with three masts with lug sails, called a Chasse-marde ; and there are zebecs with lateen sails in the Mediterranean; and junks with bamboo masts and bamboo sails in China, that look as clumsy as a Noah's Ark, but which sail uncommonly well, and will often keep up with and sometimes sail across the bows of a London clipper ; and numbers of other different vessels ; but still, these are the ordinary kind of vessels that one sees every day of the year, and in every port of the world.

Chapter II. Different Parts Of

A VESSEL: PORT AND STARBOARD, STEERING GEAR, SHIP'S LIGHTS, MASTS, YARDS, SAILS, ROPES, AND RIGGING. Besides the difference between the various rigs of vessels, all the different parts of a vessel, the masts, and the other spars, and all the ropes have their different and distinct names. In every vessel, of whatever rig, whether the one-masted cutter or the three-masted line-of-battle ship, standing aft and looking towards the bows, the right-hand side is called the "Starboard" side, and the left-hand side the " Port " side. What appears to be rather an anomaly is that the captain of a vessel in giving his orders to the steersman, when he wishes the vessel to go to starboard, calls out " Port," and when he wants to go to port he calls out "Starboard." The reason of this is that in the old days, when all vessels were steered with a tiller, and not with a wheel, if the captain wanted to go to starboard he called out " Port," because the tiller had to be put over to port ; or if he wanted to go to port, he called out "Starboard," because the tiller had to be put over to starboard.