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once which of the following courses open to you you will choose : Either heave to on the starbone screw, when the vessel is pitching in a high sea. tack (if there is no chance of the centre approaching too near) which will allow your ship to co anker to get her up, as the sails are usually blown clean out of the gaskets. Extra strong storm- When a typhoon is blowing you can not set the up to the wind and not be taken aback; or (if in the front quadrant of the dangerous semi-circlaysails are carried till they blow away, in order to steady the ship. A sailer usually behaves better run across the path in front of the centre into the left-hand semi-circle. The incurvature of the wiban a steamer, as even under bare poles she has enough tackle aloft to offer resistance to the wind is less in front of the centre than behind (except in some exceptional case when a typhoon is moving nd keep her bows out of the water, against the monsoon). That helps you to cross the path, and you can run with the wind on better chance than a steamer, when her deck is swept by the seas, as the hatches
Should the masts go overboard, a sailer, in proper trim, has starboard quarter, three points from the stern. If you are within a point, or even two, of the pathsly kept battened down than on board a steamer with its engine-room skylights, etc., but the way may be more the centre, it is generally quite impossible to know in which semi-circle you are, as the wind does nf battening down batches leaves much to be desired. In 1886 I suggested that they should be screwed change mach, and such change as there is takes place very often in a misleading way. In that case own like the covers of the portholes, and you ought not to trust to wedges or even to chains. Lately is decidedly wrong to heave to. Run at once. It may, of course, also happen that you can run close his suggestion has been taken up, at the Shipmasters' Society, London. Any vessel labouring in a hauled on the starboard tack if that shortens your voyage and if you have reason to think that the mountainous cross sea near the centre of a typhoon is, however, in a most helpless condition. By that centre will not come down on yon.
me there is nothing further to be done. It must therefore be your aim to avoid that contingency.
The left-hand semi-circle is called the manageable or the navigable semi-circle. Here you an carried more straight into the centre, but at the same time the wind carries you towards the pad 130° or 140° longitude. They are so small there and move so slowly that it ought to be easy to The most dangerous typhoons have been encountered in the Pacific in a low latitude, say 12o, behind the centre, where the danger is less, and moreover the force of the wind is not so great in the void them on board a steamer. They move WNW-ward, and you are safest to the SE-ward of them. manageable as in the dangerous semi-circle. On the other hand, the wind does not always change ou can see such a typhoon coming up in the shape of an arch. at first perhaps whitish in appearance, the same direction as the squalls. In this semi-circle you can run close-hauled with the wind on the out soon developing into a dark and threatening cloud. Its dark appearance and the extreme slow- starboard tack, but must heave to on the port tack, so as not to be taken aback when the wind backs Therefore you cannot run so long in this as in the other semi-circle, or you may not be able to which is moreover often brighter in the centre.
ess of its motion,-in fact it does not appear to move at all,--distinguishes it from an arched squall, your ship, and when you heave to on the wrong tack, you run great risk of being dismasted or havien to be nearly perpendicular to the bearing of the top of the arch, then there is no doubt that it is If the direction of the motion of the clouds in it is your vessel thrown on her bean ends, when you may have to cut away the masts to right le typhoon. Even in Hongkong I have seen a typhoon approach like that. were cut before the mast went, and your vessel may have her bottom stove in when she clears the If after leaving Singapore bound for Hongkong in the SW, monsoon, you find that the barometer although they may not go clean overboard. They will not do so unless all the shrouds and rops after they have gone overboard and she is drifting to leeward. A dismasted ship is carried round the alls more than it ought to, the monsoon begins to freshen in squalls, and you notice a cross swell, a typhoon and into the centre in a spiral course. Many a sailer has been lost through being on the umpy sea, and other signs of a typhoon, then you ought to shape your course to the south-eastward, wrong tack in a typhoon and, as explained above, you have not always the means of knowing with as to sail round the centre and benefit by the favourable SE wind behind the centre. But if the certainty which tack to choose..
eason is late in the year, you had better make sure that it is not travelling south-westward, in which All this is on the supposition that you have ample sex-room, so much the more as your desse you may be overtaken by the cyclone. Such typhoons are often the cause of high seas in the reckoning may be very much out when navigating in a typhoon. Sometimes a master does not knce if of Siam, but as their progressive motion is usually slow, you can
"heave to }} in order to make where he is within a hundred miles. It is no unusual thing for a vessel caught in a typhoon in theservations without losing ground perceptibly. Up to within the last few years steamers often kept China Sea, where dangerous shoals abound, to be carried sixty miles out of her course before their course and travelled from the navigable into the dangerous semi-circle, where they suffered great possible to take sights. Lee-way, strong currents, and uncompensated heeling errors account for that mage and delay. But that happens seldom now. Heave the lead as often as possible.
If after leaving Hongkong bound for a northern port you fall in with a typhoon coming through When running to the southward across the path of a typhoon moving westward, you will se Bashee Chanuc, and moving NW-ward into the Formosa Channel, you ought to run to the south- likely be to the eastward of your dead reckoning from the effect of uncompensated heeling error, beard, and if bound for Yokohama you may afterwards shape a northern course along the east coast of this is not always so. If the permanent magnetism of your ship has been properly corrected formosa, where the Karo Siwo current occasionally sets fast towards the NE. As the typhoons are permanent magnets, including a vertical magnet to correct the permanent vertical magnetism, and early always moving northwards you are usually safest to the S or rather SE of the centre. the induced horizontal magnetism has been corrected by Airy's soft iron balls, and if the induced vertical magnetism has been corrected by a Flinders' bar, then the heeling error ought to be neat
Ships between Foochow and Ningpo are liable to experience the NW gales that precede a insensible. But, on the other hand, if the semi-circular deviation arising from induced magnetism phoon travelling westward and about to strike the coast in that neighbourhood. If you do not like been corrected by permanent magnets, then the heeling error may be considerable, say, one point to expose your vessel to the high confused seas round northern Formosa, you should run into which may carry you as much as 40 miles out of your dead reckoning in a day. When on shelter early, and wait there till the barometer rises and the weather improves and the tide allows you magnetic equator, where there is no vertical force, you should always adjust your permanent magne get out again. It is better to remove Flinders' bar while that is being doue, as it may chance to interfere somen by acting as a short horizontal soft iron bar.
Between Shanghai and Japan you are liable to fall in with a typhoon travelling in between WNW, N and E. You are therefore safest to the S of the centre, but that may be in the dan-
any
direction
When hove to on the proper tack you should, if you are on board a steamer, keep the engerous semi-circle and the wind is strongest there. North of this latitude you would prefer to be W of going ahead dead slow and use oil to calm the sea and prevent it from breaking on board. As the centre. Near Japan most typhoons move NE-ward. They generally travel quickly and do not give Steamer, with insufficient engine power, may resort to a home-made deep-sea anchor. A stea long warning as further south, sometimes rides most easily when stem straight on towards the sea, a position by all means to the wind shifts. They are as a rule not so violent as within the Tropies, though sometimes they In these typhoons you cannot know in which semi-circle you are avoided by a sailer, who must be kept four points from the wind. Some mariners are in the habe just as bad, but the incurvature is not so great, heaving to stern to wind and sea, or even lashing the helin amidship and allowing the ship to sel its own position: that will not do in a typhoon, where a vessel so handled would quickly he carrie
in towards the centre.
A great deal now depends upon how you are laden. Much has been said against overloading,
eared in
You all know that though typhoons are dangerous on the open sea, they are still more to he open anchorages and near lee shores, such as in Formosa, where you must be ready to run sea at very short notice, as you could not lie there with any chance of riding out a typhoon, except quite as many vessels have been lost for lack of ballast or from shifting ballast, as from overload be surest signs of an approaching typhoon, and appearances quickly get worse, you must ran to the the inner harbour of Takow. When you then experience a N gale and a falling barometer, by far A heavy toller might possibly even be safer than a vessel that keeps very steady from having it with the N gale and bring your ship into a most dangerous position in front of the centre (unless of gravity high tip near the metacentre and consequently little stability. With regard to the there is time to cross the path) rather than remain at an unsafe anchorage. When at anchor up of gel behaves usually best on even keel. If she is down by the head she steers badly, and if einst a lee shore there is not only danger of being thrown on the shore, but also danger of going down by the stern, the wind and sea may throw her head off to leeward.
own at your moorings. The waves running into shoal water are at first very much increased in deck has a great advantage over those with solid bulwarks, If in soundings, and she will not com ut otherwise, you must clubhaul her, in order to get her head to wind, but it should be suffice torty feet when
eight, the slope along the wave-front gets steeper, and when in the hollow of a wave that pay out a hundred fathoms of chain or upwards in order to prevent her from falling off into
A sailing vessel may when drifting before the wind pay out a long hawest to hollow, but still it is not known low high they rise in a cross sea near the centre of a typhoon. Waves on the open sea do not exceed thirty feet in height, measured from trough of the sea. but it would be dangerous to try that on board most screw-propelled steamers, as the hawser might
A vessel with a hurries
eground is soft mud.
be