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100. What 'signal should a vessel give when leaving a dock? 101. What is an alarm signal? 102. What is it used for? : 103. If one steamer is approaching another from astern and desires to pass on. her port side, what signal shall she make? 102. What signal shall the one ahead make ? 103. Supposing the one ahead 'does not want the one; astern to. pass, what signal does she give? ; 104. Supposing the steamer astern desires to pass the steamer ahead on the starboard side, what. signal must the one astern make? 105. With a straight gear, which way- will a ship's head go when; the, steering wheel is rolled to port? . ae 105. With a cross gear, which. way will a ship's head go when the steering wheel is. rolled to starboard? ANSWERS TO QUESTIONS FOR WHEELSMEN AND WATCH- MEN. SIXTH INSTALLMENT, PUBLISHED JUNE 27. 61. The right of way is the law per- mitting ore class of vessel the privi- lege of holding a course while the 'other class has to give way. That is, one of the two vessels maintains her course and the other keeps out of her way in order that both go clear. 62.. Any vessel that is pionelled by machinery. b5.-: Yes. 64. A sailing vessel is a craft wholly propelled by sail. 65.. Is a vessel that has" no power of her own and is dependent upon a steamer for her movements. 66. Atow barge carries a small white light aft in- addition to the colored lights while a sailing vessel does not. This small light warns other vessels ¢oming up on her from astern of her ex- istence. Under the same conditions a sailing vessel would have to show a lighted torch to warn others of her presence. 67. The left hand side looking for- ward, 68. Your left side is the starboard side and your right side the port side. 69. The side on which the wind blows. Same as the windward side. 70. It can be either, being dependent on which of these sides is to the wind ~ and weather. 71. Because they can be peipelied in any direction, against as well as with the wind, whereas a sailing vessel can go only in certain directions, being gov- erned by the 'direction of the wind. 72. A vessel is underway when she is not at anchor, tied to a wharf or stationary object. TAE MARINE. REVIEW e SAIL VESSELS MEETING OR. CROSSING. | It. is the duty of the vessel required to give way to take all necessary pre- cautions in time to avoid the collision, to. apprehend the necessity of the privileged vessel to go about at the. end of her tack, or to avoid other vessels. She must also make due al- lowance for changes of course due to ordinary but not excessive leeway and yawing, nor should she come so close upon the other vessel as to cre- ate apprehension of a collision, and alarm her into a change of course to escape it. The rule that the vessel required; to keep out of the way shall, if the eimcumstances of the case ad- mit}, avoidjcrossing ahead of the other, it seems)(lis not imperative, and the vesselitequired to keep out of the -way may do so in any way she sees fit. A vessel: bound to give way which keeps her course in pursuance of a. hail from the other is) not 48 fault for doing so. There is a duty-on the part of the privileged vessel to hold her course, to beat out her tack, and to do noth- ing to mislead or baffle the move- ments:of the other vessel. The vessel required to give way is entitled to presume that the privileged vessel will be navigated in accordance with the rules, and the privileged vessel is entitled .to presume that the other will take the necessary steps to avoid her. The luffing of a _ close-hauled vessel so as to bring her head to the wind as close as it will lie and not loose her headway is not a change of course, nor is the yawing half a point of a vessel due to a change of course. But it has been held that luffing two and a half points is not justifiable. Nor is a vessel justified in following the variations of the wind. A privileged vessel is not required to hold her course under all circum- stances. Ifa change of course is made in ample time 'to enable the other vessel to avoid her, it is not a fault which will render her liable. But in considering what is ample time all circumstances must be taken into consideration. Where a vessel beating under shortened canvas in a_ strong wind, on coming about on the star- board tack lost all headway swung around eighteen points but still persisted in holding to her tack as against a vessel close-hauled on the port tack, which took proper measu-es to avoid her, presuming she intended to come to anchor, she was held solely liable for the collision. So, also, the privileged vessel is justified in coming about to avoid a supposed danger at night. Where both vessels aie: 25 being close-hauled on 'the starboard tack at night, the one to leeward but ahead of the other came about to avoid a supposed field of ice and just as she filled away was run into by the other, which had ample time to avoid the' collision, it was held that the latter was fish le. A vessel is not in fault for. chang- ing her course where she, could not under the circumstances, with rea- sonable care, have known that the other ship was the one obliged to give way. But such excuse cannot be in- voked where, by reason of the ineffi- ciency of her lookout, she failed to discover the approaching vessel' until the .two were in close proximity, and she had no time to discover the. situa- tion. The circumstances may be such as to impose upon the privileged ves- sel the duty of changing her course to avoid the collision, as where it is apparent that the other vessel is not. easily controlled or managed under the circumstances, or where, being crowded by a vessel which should 'give way, she persists in her course when she could easily bear away, or luff, or come about and avoid an im- pending collision; though so long as | the movements required to give way are in doubt, the privileged vessel is justified in holding her course. FUTURE OF WOODEN SCHOON- ERS. H. M. Bean, the veteran ship builder of Camden, Me., whose - experience both as an owner and builder of 'wooden sailing ships is very extensive, is a firm believer-in the future of this class of tonnage. He expresses the opinion that as large cargo carriers sailing vessels will in the future take precedence over steamers. Mr. Bean is the builder of the first six-master ever, launched and is part owner. of the only seven-master in the world, the Thomas W. Lawson, which has recently been chartered as an oil car- rier between Texas ports and Phila- delphia for a period of five years. In favor of the larger vessels Mr. Bean argues that it takes a crew much smaller. in proportion to operate a 5,000- ton schooner than it does to han- dle one of-the smaller tonnage. Mr. Bean asserts that so far as the actual handling goes the larger type is as easy to maneuver as the smaller and that there is practically no reason why the 5,000-ton schooner should not be the ship of the future. In the opinion of Mr. Bean the size of vessels will be limited only by the size of the docks and when.these grow through an in- creasing demand the ships will grow with them. --