Plate. ix.
Plate. ix.
Plate. ix.
The first impression of the wind greatly affects the velocity, because the resistance of the water might destroy it, since the velocity being but small at first, the resistance of the water which depends on it will be very feeble: but as the ship increases her motion, the force of the wind on the sails will be diminished; whereas on the contrary the resistance of the water on thebowwill accumulate, in proportion to the velocity with which the vessel advances. Thus the repetition of the degrees of force which the action of the sails adds to the motion of the ship, is perpetually decreasing; whilst on the contrary the new degrees added to the effort of resistance on the bow are always augmenting. The velocity is then accelerated in proportion as the quantity added is greater than that which is subtracted: but when the two powers become equal, when the impression of the wind on the sails has lost so much of its force, as only to act in proportion to the opposite impulse of resistance on the bow, the ship will then acquire no additional velocity, but continue to sail with a constant uniform motion. The great weight of the ship may indeed prevent her from acquiring her greatest velocity; but when she has attained it, she will advance by her own intrinsic motion, without gaining any new degree of velocity, or lessening what she has acquired. She moves then by her own proper forcein vacuo, without being afterwards subject either to the effort of the wind on the sails, or to the resistance of the water on the bow. If at any time the impulsion of the water on the bow should destroy any part of the velocity, the effort of the wind on the sails will revive it, so that the motion will continue the same. It must however be observed, that this state will only subsist when these two powers act upon each other in direct opposition; otherwise they will mutually destroy one another. The whole theory of working ships depends on this counter-action, and the perfect equality which should subsist between the effort of the wind and the impulsion of the water.Bouguer,Traité du navire.
The effect of sailing is produced by a judicious arrangement of the sails to the direction of the wind. Accordingly the various modes of sailing are derived from the different degrees and situations of the wind with regard to the course of the vessel.
To illustrate this observation by examples, the plan of a number of ships proceeding on various courses are represented by fig. 3. plateIX. which exhibits the thirty-two points of the compass, of which C is the center: the direction of the wind, which is northerly, being expressed by the arrow.
It has been observed in the articleClose-hauled, that a ship in that situation will sail nearly within six points of the wind. Thus the ships B andyare close-hauled, the former being on the larboardtack, steering E. N. E. and the latter on the starboard tack sailing W. N. W. with their yardsabbraced obliquely, as suitable to that manner of sailing. Thelineof battle on the larboard tack would accordingly be expressed by C B, and on the starboard by Cy.
When a ship is neither close-hauled, nor steering afore the wind, she is in general said to be sailinglarge. The relation of the wind to her course is precisely determined by the number of points between the latter and the courseclose-hauled. Thus the shipscandxhave the wind one point large, the former steering E.bN. and the latter W.bN. The yards remain almost in the same position as in B andy: the bowlines andsheetsof the sails being only a little slackened.
The shipsdanduhave the wind two points large, the one steering east and the other west. In this manner of sailing, however, the wind is more particularly said to be upon thebeam,perpendiculaire du vent, as being at right angles with the keel, and coinciding with the position of the ship’s beams. The yards are now more across the ship, the bowlines are cast off, and the sheets more relaxed; so that the effort of the wind being applied nearer to the line of the ship’s course, her velocity is greatly augmented.
Ineandtthe ships have the wind three points large, or one pointabaftthe beam, the course of the former being E.bS. and that of the latter
W.bS. The sheets are still more flowing; the angle which the yards make with the keel farther diminished; and the course accelerated in proportion.
The shipsfandsthe first of which steers E. S. E. and the second W.S. W. have the wind four points large, or two points abaft the beam. Ingandrthe wind is five points large, or three points abaft the beam, the former sailing S. E.bE. and the latter S. W.bW. In both these situations the sheets are still farther slackened, and the yards laid yet more athwart the ship’s length, in proportion as the wind approaches thequarter.
The shipshandq, steering S. E. and S. W. have the wind six points large, or more properly on the quarter; which is considered as the most favourable manner of sailing, because all the sails co-operate to increase the ship’s velocity: whereas, when the wind is right aft, as in the shipm, it is evident, that the wind, in its passage to the foremost sails, will be intercepted by those which are farther aft. When the wind is on the quarter, the fore-tack is brought to the cat-head; and the main-tack being cast off, the weather-clue of the mainsail is hoisted up to the yard, in order to let the wind pass freely to the foresail; and the yards are disposed so as to make an angle of about two points, or nearly 22°, with the keel.
The shipsiandp, of which the former sails S. E.bS. and the latter S. W,bS. are said to have the wind three points on the larboard or starboard quarter: and those expressed bykando, two points; as steering S. S. E. and S. S. W. in both which positions the yards make nearly an angle of 16°, or about a point and an half, with the ship’s length.
When the wind is one point on the quarter, as in the shipslandn, whose courses are S.bE. and S.bW. the situation of the yards and sails is very little different from the last mentioned; the angle which they make with the keel being somewhat less than a point, and the stay-sails being rendered of very little service. The shipmsails right afore the wind, or with the wind right aft. In this position the yards are laid at right angles with the ship’s length: the stay-sails, being entirely useless, are hauled down: and the mainsail is drawn up in the brails, that the fore-sail may operate: a measure which considerably facilitates the steerage, or effort of the helm. As the wind is then intercepted, by the main top-sail and main top-gallant-sail, in its passage to the fore top-sail and fore top-gallant-sail, these latter are by consequence entirelybecalmed, and might therefore be furled, to prevent their being fretted by flapping against the mast, but that their effort contributes greatly to prevent the ship frombroaching-to, when she deviates from her course to the right or left thereof.
Thus all the different methods of sailing may be divided into four, viz. close hauled, large, quartering, and afore the wind; all which relate to the direction of the wind with regard to the ship’s course, and the arrangement of the sails. See alsoDriftandLeeway.
Order ofSailing, the general disposition of a fleet of ships when proceeding on a voyage or expedition.
It has already been observed in the articleFleet, that the most convenient order of sailing, for a squadron of ships, is in three parallel columns, so as to form the line of battle with greater facility and expedition. In this disposition, the station of each ship is previously appointed by the commander in chief; and the ranks or columns are as near to each other as regularity, and a regard for their common security, will admit. This distance, which ought to be carefully observed in tacking, may be regulated by the movements of some of the ships in the column farthest to windward, which should accordingly govern the operations of the whole squadron. SeeTacking.
Sailingalso implies a particular mode of navigation, formed on the principles, and regulated by the laws of trigonometry. Hence we say, plain sailing, mercator’s, middle-latitude, parallel and great circle sailing. See the articleNavigation.
SAILOR,matelot, a seafaring man: a person trained in the exercise of fixing the machinery of a ship, and managing her, either at sea, or in a road, or harbour.
SAIL-YARD. See the articleYard.
SALVAGE, a third part of the value of anything recovered from the enemy, after having remained in his possession twenty-four hours; or of any thing dragged up from the bottom of the sea. It is paid by the first proprietors to the persons who have so recovered it, or else detained legally by the latter.
SALUTE,salut, (fromsaluto, Lat.) a testimony of deference or homage rendered by the ships of one nation to another; or by ships of the same nation to a superior or equal.
This ceremony is variously performed, according to the circumstances, rank, or situation of the parties. It consists in firing a certain number of cannon, or vollies of small arms; of striking the colours or top-sails; or of one or more general shouts of the whole ship’s crew, mounted on the masts or rigging for that purpose.
The principal regulations with regard to salutes in the royal navy are as follow.
‘When a flag-officer salutes the admiral and commander in chief of the fleet, he is to give him fifteen guns; but when captains salute him, they are to give him seventeen guns. The admiral or commander in chief of the fleet is to return two guns less to flag-officers, and four less to captains. Flag-officers saluting their superior or senior officer, are to give him thirteen guns. Flag-officers are to return an equal number of guns to flag-officers bearing their flags on the same mast, and two guns less to the rest, as also to captains.
‘When a captain salutes an admiral of the white or blue, he is to give him fifteen guns; but to vice and rear admirals, thirteen guns. When a flag-officer is saluted by two or more of his Majesty’s ships, he is not to return the salute till all have finished, and then to do it with such a reasonable number of guns as he shall judge proper.
‘In case of the meeting of two squadrons, the two chiefs only are to exchange salutes. And if single ships meet a squadron consisting of more than one flag, the principal flag only is to be saluted. No salutes shall be repeated by the same ships, unless there has been a separation of six months at least.
‘None of his Majesty’s ships of war, commanded only by captains, shall give or receive salutes from one another, in whatsoever part of the world they meet.
‘A flag-officer commanding in chief shall be saluted, upon his first hoisting of his flag, by all the ships present, with such a number of guns as is allowed by the first, third, or fifth articles.
‘When any of his Majesty’s ships shall meet with any ship or ships belonging to any foreign prince or state, within his Majesty’s seas, (which extend to Cape Finisterre) it is expected, that the said foreign ships do strike their top-sail, and take in their flag, in acknowledgment of his Majesty’s sovereignty in those seas: and if any shall refuse or offer to resist, it is enjoined to all flag-officers and commanders to use their utmost endeavours to compel them thereto, and not suffer any dishonour to be done to his Majesty. And if any of his Majesty’s subjects shall so much forget their duty, as to omit striking their top-sail in passing by his Majesty’s ships, the name of the ship and master, and from whence, and whither bound, together with affidavits of the fact, are to be sent up to the secretary of the admiralty, in order to their being proceeded against in the admiralty-court. And it is to be observed, that in his Majesty’s seas, his Majesty’s ships are in no wise to strike to any; and that in other parts, no ship of his Majesty’s is to strike her flag or topsail to any foreigner, unless such foreign ship shall have first struck, or at the same time strike her flag or top-sail to his Majesty’s ship.
‘The flag-officers and commanders of his Majesty’s ships are to be careful to maintain his Majesty’s honour upon all occasions, giving protection to his subjects, and endeavouring, what in them lies, to secure and encourage them in their lawful commerce; and they are not to injure, in any manner, the subjects of his Majesty’s friends and allies.
‘If a foreign admiral meets with any of his Majesty’s ships, and salutes them, he shall receive gun for gun. If he be a vice-admiral, the admiral shall answer with two guns less. If a rear-admiral, the admiral and vice-admiral shall return two less. But if the ship be commanded by a captain only, the flag-officers shall give two guns less, and captains an equal number.
‘When any of his Majesty’s ships come to an anchor in a foreign port or road, within cannon-shot of its forts, the captain may salute the place with such a number of guns as have been customary, upon good assurance of having the like number returned, but not otherwise. But if the ship bears a flag, the flag-officer shall first carefully inform himself how flags of like rank, belonging to other crowned heads, have given or returned salutes, and to insist upon the same terms of respect.
‘It is allowed to the commanders of his Majesty’s ships in foreign parts, to salute the persons of any admirals, commanders in chief, or captains of ships of war of foreign nations, and foreign noblemen or strangers of quality, as also the factories of the king’s subjects, coming on board to visit the ship; and the number of guns is left to the commander, as shall be suitable to the occasion, and the quality of the persons visiting; but he is nevertheless to remain accountable for any excesses in the abuse of this liberty. If the ship visited be in company with other ships of war, the captain is not to make use of the civilities allowed in the preceding article, but with leave and consent of the commander in chief, or the senior captain.
‘Merchant-ships, whether foreigners, or belonging to his Majesty’s subjects, saluting the admiral of the fleet, shall be answered by six guns less; when they salute any other flag-ships, they shall be answered by four guns less; and if they salute men of war commanded by captains, they shall be answered by two guns less. If several merchant-ships salute in company, no return is to be made, till all have finished, and then by such a number of guns as shall be thought proper; but though the merchant-ships should answer, there shall be no second return.——
‘None of his Majesty’s ships of war shall salute any of his Majesty’s forts or castles in Great Britain or Ireland, on any pretence whatsoever.’Regulations and Instructions for the Sea-service.
SAMSONS-POST,piedroit, a sort of pillar erected in a ship’s hold, between the lower deck and thekelson, under the edge of a hatchway, and furnished with several notches that serve as steps to mount or descend, as occasion requires.
This post being firmly driven into its place, not only serves to support the beam, and fortify the vessel in that place, but also to prevent the cargo or materials contained in the hold from shifting to the opposite side, by the rolling of the ship in a turbulent and heavy sea.
SAUCER. See the articleCapstern.
SCALINGthe guns,soufler, the act of cleaning the inside of a ship’s cannon, by the explosion of a small quantity of powder; which effectually blows out any dirt or scales of iron which may adhere to the interior surface.
SCANTING,addoner, the variation of the wind by which it becomes unfavourable to a ship’s course, after having beenfairorlarge. It is distinguished from a foul wind, as in the former, a ship is still enabled to sail on her course, although her progress is considerably retarded; but in the latter she is obliged to deviate from the line of her course, as explained in the articleTacking.
SCANTLING, the dimensions of any piece of timber with regard to its breadth and thickness.
SCARF,empature, (scherven, Dutch) a particular method of uniting two pieces of timber together by the extremities.
When two pieces of timber are joined together, so that the end of one goes over the end of the other, being tapered so that the one may be let into the other, and become even, they are said to be scarfed: such are the keel-pieces. But when the ends of the two pieces are cut square, and put together, they are said tobuttto one another; and when another piece is laid upon, and fastened to both, as is the case in all the frame-timbers, this is called scarfing the timbers; and half the piece which fastens the two timbers together is reckoned the length of the scarf.Murray’s Ship-building.
SCHOONER, a small vessel with two masts, whose main-sail and fore-sail are suspended fromgaffsreaching from the mast towards the stern; and stretched out below by booms, whose foremost ends are hooked to an iron, which clasps the mast so as to turn therein as upon an axis, when the after ends are swung from one side of the vessel to the other.
SCOOP,écoupe, a little hollowed piece of wood, employed to throw water out of a boat into the sea, which is usually called bailing the boat.
SCRAPING, the act of shaving off the dirty surface of the plank, in a ship’s side or decks, particularly after a voyage, or when theseamshave been covered with a new composition of melted pitch or rosin. The instrument with which this is performed is accordingly called a scraper, and is represented in fig. 4. plateIX.
After the sides of a ship are sufficiently scraped, they are varnished over with turpentine, or a mixture of tar and oil, or such materials; which preserves the planks from being rent or split by the sun and wind, and gives the ship a more gay and spendid appearance on the water.
SCUDDING, (Skutta, Swedish) the movement by which a ship is carried precipitately before a tempest.
As a ship flies with amazing rapidity through the water, whenever this expedient is put in practice, it is never attempted in a contrary wind, unless when her condition renders her incapable of sustaining the mutual effort of the wind and waves any longer on her side, without being exposed to the most imminent danger. See the articleTrying.
A ship either scuds with a sail extended on her fore mast, or, if the storm is excessive, without any sail, which in the sea-phrase is called scudding underbare poles,aller à sec. In sloops and schooners, and other small vessels, the sail employed for this purpose is called the square-sail,voile de fortune. In large ships, it is either the foresail, at large,reefed, or with itsgoose-wingsextended, according to the degree of the tempest; or it is the fore top-sail close-reefed, and lowered on thecap: which last is particularly used when the sea runs so high as tobecalmthe foresail occasionally; a circumstance which exposes the ship to the danger ofbroaching-to.
The principal hazards incident to scudding are generally, apoopingsea; the difficulty of steering, which exposes the vessel perpetually to the risk of broaching-to; and the want of sufficient sea-room. A sea striking the ship violently on the stern may dash it inwards, by which she must inevitablyfounder. In broaching-to suddenly, she is threatened with being immediately overturned; and, for want of sea-room, she is endangered by shipwreck on a lee-shore; a circumstance too dreadful to require explanation!
SCUPPERS,dalots, (schoepen, Dutch,to draw off) certain channels cut through the water-ways and sides of a ship, at proper distances, and lined with plated lead, in order to carry the water off from the deck into the sea.
The scuppers of the lower deck of a ship of war are usually furnished with a leathern pipe, called the scupper-hoase, which hangs downward from the mouth or opening of the scupper. The intent of this is to prevent the water from entering when the ship inclines under a weight of sail.
SCUTTLE, (écoutille, Fr.) a small hatchway cut for some particular purpose through a ship’s deck, or through the coverings of her hatchways, and being furnished with a lid which firmly encloses it whenever necessary. SeeDeckandHatchway.
SCUTTLING, the act of cutting large holes through the bottom or sides of a ship, either when she isstrandedor overset, and continues to float on the surface. The design of this expedient is usually to take out the whole or a part of the cargo, provisions, stores, &c. with all possible expedition.
SEA,mer, (sæ, Sax.zee, Dutch) is known to be a great congregation of waters, which is either universal or local; as surrounding the whole earth, or flowing on the coast of some particular country.
This term, however, is variously applied by sailors, to a single wave; to the agitation produced by a multitude of waves in a tempest; or to their particular progress or direction. Thus they say, a heavy sea broke over ourquarter, or weshippeda heavy sea; there is a great sea in theoffing; the sea sets to the southward. Hence a ship is said to head the sea, when her course is opposed to thesettingor direction of the surges.
A long sea implies an uniform and steddy motion of long and extensive waves; on the contrary, a short sea is when they run irregularly, broken, and interrupted; so as frequently to burst over a vessel’s side or quarter.
Sea-Boat,vaisseau beau de mer, a vessel that bears the sea firmly, without labouring heavily, or straining her masts and rigging.
Sea-Coast, the shore of any country; or that part which is washed by the sea.
Sea-Faring, the occupation of a mariner or sailor.
Seaman,homme de mer, a mariner or person trained in the exercise of fixing the machinery of a ship, and applying it to the purposes of navigation.
The principal articles required in a common sailor to intitle him to the full wages, are, that he can steer, sound, and manage the sails, by extending,reefing, and furling them, as occasion requires. When he is expert at these exercises, his skill in all other matters relative to his employment is taken for granted.
Sea-Mark, a point or conspicuous place distinguished at sea.
Sea-marks are of various kinds, as steeples, promontories, piles of ruins, groupes of trees, &c. and are very necessary to direct vessels on the coast of their situation. See alsoBeaconandBuoy.
Sea-Room,belle derive, implies a sufficient distance from the coast, as well as from any rocks or shallows, whereby a ship may drive or scud without danger of shipwreck.
Sea-Weeds,sarts, a sort of herbs or tangles floating on the surface of the sea, or washed upon the sea-coast. See the French termMer, and the phrases which follow in order.
SEAMS,coutures, the intervals between the edges of the planks in the decks and sides of a ship; or the places where the planks join together. These are always filled with a quantity ofoakum, and covered with hot pitch, to prevent the entrance of the water. See the articleCalking.
SEIZING,amarrer, the operation of fastening any two ropes, or different parts of one rope together, with a small line or cord: also the cord (ammarage) which fastens them.
SELVAGEE, a sort of hank or skein of rope-yarn tied together at several distances. It is used to fasten round any rope, as a shroud or stay, so that a tackle may be hooked in it, to extend the said shroud or stay, which is called setting it up.
SENDING, the act of pitching precipitately into the hollow or interval, between two waves.
SENNIT,garcettes, (fromsevenandknit) a sort of flat braided cordage, formed by platting five or seven rope-yarns together.
SERVING,fourrer, winding any thing round a rope, to prevent it from being rubbed. The materials used for this purpose, and which are accordingly calledservice,fourrure, are generally small lines, leather,platcanvas, &c.
SETTEE,scitie, a ship of two masts, equipped with triangular sails, commonly called lateen sails. These vessels are peculiar to the Mediterranean sea, and are generally navigated by Italians, Greeks, or Mahometans.
SETTING, the act of observing the situation of any distant object by the compass, in order to discover the angle which it makes with the nearest meridian; as, at seven in the evening, we set the Tower of Arabia near the port of Alexandria, and it bore S. S. E. distant four leagues by estimation. SeeBearing.
Settingalso denotes the direction of the wind, current, or sea, but particularly the two latter: as, the tide which sets to the south, is opposed to a swelling sea setting to the north-west.
Setting, when applied to the sails, is the loosening and expanding them, so as to move a ship along the water, after she had been for some time at rest; or to accelerate her velocity when she is already moving, and perhaps give a new direction to her motion. It is used in contradistinction to taking-in the sails, as loosing or heaving-out is opposed to furling or stowing them.
Setting-up, the act of extending theshrouds,stays, andback-stays, to secure the masts, by the application of mechanical powers, as tackles, &c. SeeDead-eye,Laniard, &c.
SETTLED, lowered in the water; as, we have settled the land, or sunk it lower, by sailing farther out to seaward. This phrase is usually opposed to raising; the former being occasioned by departing from the object understood, and the latter by approaching it: however, the sense is more commonly expressedlaying.
SEWED, the situation of a ship which rests upon the ground till the depth of water sufficient to float her is diminished by the reflux of the tide. Thus if a ship runs aground on the tide of ebb, and it be required to know if she has sewed, the water-line or mark on her side, stem, or stern-post, where the surface of the water reaches when she is afloat, is examined, and this mark being found above the water, she is said to be sewed by as much as is the difference.
SHAKES,ébaroui, a name given by shipwrights to the cracks or rents in a plank, occasioned by the sun or weather.
SHANK, the beam or shaft of ananchor. See that article.
Shank-Painter, a short rope and chain which hangs the shank and flukes of the anchor up to the ship’s side, as thestopperfastens the ring and stock to the cathead.
ToSHAPEthe course,commander à la route, to direct or appoint the track of a ship, in order to prosecute a voyage.
SHARP. SeeBottom.
SHEATHING,doublage, a sort of casing or covering laid on the outside of a ship’s bottom, to protect the planks from the pernicious effects of the worms: particularly in hot climates, as between the tropics.
Sheathing either consists of a number of boards or deals of fir, or of sheets of lead or copper; which last is a very late invention, having been only experienced on a few of his Majesty’s frigates: it seems, however, to answer the purpose much better than the fir-planks. When the sheathing is performed with boards, there is a quantity of hair and tar inserted between the outside of the bottom and the inner surface of the boards.
SHEAVE,rouet, (schijf, Dutch) a solid cylindrical wheel, fixed in a channel, and moveable about an axis, as being used to raise or increase the mechanical powers applied to remove any body.
The sheaves are either fixed in blocks, or in channels cut through the masts, caps, cat-heads, or sides of a ship. See those articles.
SHEEP-SHANK: a sort of knot or hitch cast on a rope, to shorten it as occasion requires: particularly to increase the sweep or length of a tackle by contracting itsrunner. By this contrivance the body to which the tackle is applied may be hoisted much higher, or removed much farther, in a shorter time.
Thus if any weighty body is to be hoisted into a ship, and it be found that the blocks of the tackle meet before the object can reach the top of the side, it will be necessary to lower it again, or hang it by some other method, till therunnerof the tackle is sheep-shanked, by which the blocks will again be separated to a competent distance.
SHEER,relevement, the longitudinal curve of a ship’s deck or sides.
SHEERING, in navigation, the act of deviating or straying from the line of the course, either to the right or left, so as to form a crooked and irregular path through the water. It is commonly occasioned by the ship’s being difficult to steer, but very often from the negligence or incapacity of the helmsman. Hence, tosheer offis to remove at a greater distance.
SHEERS,machine à mater, an engine used to hoist-in or displace the lower masts of a ship. See the articleMast.
The sheers employed for this purpose in the royal navy are described under the articlehulk. In merchant-ships this machine is composed of two masts or props, erected in the same vessel wherein the mast is to be planted, or from whence it is to be removed. The lower ends of these props rest on the opposite sides of the deck, and their upper parts are fastened across, so as that atackle, which depends from the intersection, may be almost perpendicularly above the station of the mast, to which the mechanical powers are applied. These sort of sheers are secured by stays, which extend forward and aft to the opposite extremities of the vessel.
SHEET,écoute, a rope fastened to one or both the lower corners of a sail, to extend and retain it in a particular station. SeeClueandSail.
When a ship sails with a lateral wind, the lower corner of the main and fore sail are fastened by a tack and a sheet; the former being to windward and the latter to leeward: the tack, however, is entirely disused with a stern-wind; whereas the sail is never spread without the assistance of one or both of the sheets.
The stay-sails and studding-sails have only one tack and one sheet each: the stay-sail-tacks are always fastened forward, and the sheet drawnaft; but the studding-sail-tack draws the outer clue of the sail to the extremity of the boom; whereas the sheet is employed, to extend the inmost.
To haul home theSheet. SeeHome.
Sheet-anchor. See the articleAnchor.
SHELL, in artillery. SeeMortarandRange.
Shellof a block, the outer frame or case, wherein thesheaveor wheel is contained, and traverses about its axis. SeeBlock.
SHELVES,écueils, (schylf, Sax.) a general name given to any dangerous shallows, sand-banks, or rocks lying immediately under the surface of the water, so as to intercept any ship in her passage, and expose her to destruction.
SHIFTED,desarrimée, the state of a ship’s ballast or cargo when it is shaken from one side to the other, either by the violence of herrollingin a turbulent sea, or by an extraordinary inclination to one side when under a great pressure of sail. This circumstance, however, rarely happens, unless to those cargoes which are stowed inbulk, as corn, salt, or such materials. SeeLadenandTrim.
Shifted,sauté, when expressed of the wind, implies altered.
SHIFTER,detrempeur, a person appointed to assist the ship’s cook, particularly in washing, steeping, and shifting the salt provisions.
SHIFTINGa tackle, the act of removing the blocks of a tackle to a greater distance from each other, on the object to which they are applied, in order to give a greater scope or extent to their purchase. This operation is otherwise called fleeting. See that article.
Shiftingthe helm,rencontrer, is the alteration of its position, by pushing it towards the opposite side of the ship. SeeHelm.
Shiftingthe voyal,depasser, changing its position on the capstern from the right to the left, andvice versa.
SHIP,vaisseau, (scip, Sax.) a general name given by seamen to the first rank of vessels which are navigated on the ocean.
Amongst people who are unacquainted with marine distinctions, this term is of very vague and indiscriminate acceptation: and indeed sailors themselves, submitting occasionally to the influence of custom, receive it according to this general idea. In the sea-language, however, it is more particularly applied to a vessel furnished with three masts, each of which is composed of a lower mast, top-mast, and top-gallant-mast, with the usual machinery thereto belonging.
The design of this work being professedly to treat of the construction, mechanism, furniture, movements, and military operations of a ship, we may properly consider the present article as a general recapitulation of the whole subject.
The plans, elevations, and sections used in the construction of a ship; the principal pieces of which she is composed, and the qualities requisite to answer the several purposes of navigation, are described, or referred to, inNavalArchitecture: and the application of this theory to practice is treated in the articleShip-BUILDING.
The machinery and furniture with which she is equipped are variously diffused throughout this work, and naturally spring from one another, like a multitude of branches from one general trunk. SeeMast,Sail,Yard,Rigging,Anchor, &c.
The qualities by which she is enabled to encounter a tempestuous sea are treated in the articleBallastandTrim; and her several movements therein are explained underNavigation,Drift,Sailing,Tacking,Leeway,Pitching, andRolling.
Considered as a moveable fortress or citadel, her military operations are copiously described inCannon,Cannonade,Engagement,Line, andRange; and as her efforts are occasionally like those of a mine, or bombardment, the reader is also referred to the articlesFire-shipandMortar.
The vessels which are usually comprehended under the general name of ship, besides those of the line of battle, are galleons, frigates, hag-boats, cats, barks, pinks, and fly-boats; all of which are defined in their proper places, except the hag-boat, that only differs from a frigate-built ship in the figure of the stern, which has a great resemblance to that of thecat, as being in a middle degree between the former and the latter. See also the articleQuarter.
Ships of war are properly equipped with artillery, ammunition, and all the necessary martial weapons and instruments for attack or defence. They are distinguished from each other by their several ranks or classes. SeeRate.
Shipof the lineis usually applied to all men of war mounting sixty guns and upwards. Of late, however, our fifty-gun ships have been formed sufficiently strong to carry the same metal as those of sixty, and accordingly may fall into the line in cases of necessity. SeeLine.
The ships of seventy-four cannon, and thereabouts, are generally esteemed the most useful in the line of battle, and indeed in almost every other purpose of war. It has therefore been judged conformable to our design, to represent different views and sections of a ship of this class. Thus plateIV. exhibits the head, together with thebowor fore part. PlateVII. shews a transverse section through the broadest part, with the profile of her upper and lower deck batteries. PlateIII. contains an horizontal section at the lower deck, together with the plan of the battery planted on one side thereof, and all the pieces by which the deck is supported on the other. The quarter, and all the after part of the ship, is exhibited in plateVIII. and the elevation of the stern in plateX. all of which are on the same scale,viz.one fourth of an inch to a foot, except the deck, which is one eighth of an inch to a foot.
We have also, on a smaller scale, expressed an elevation or side-view of a sixty-gun ship, in plateI. with the head thereof in plateIV. fig. 11. and the stern in plateX. fig. 2. both of which are viewed upon a line on the continuation of the keel.
ArmedShip. SeeArmed Ship.
Hospital-Ship, a vessel fitted up to attend on a fleet of men of war, and receive their sick or wounded; for which purpose her decks should be high, and her ports sufficiently large. Her cables ought also to run upon the upper deck, to the end that the beds or cradles may be more commodiously placed between decks, and admit a free passage of the air, to disperse that which is offensive or corrupted.
LeewardShip. SeeLeeward.
Merchant-Ship, a vessel employed in commerce, to carry commodities of various sorts from one port to another.
The largest merchant-ships are those employed by the different European companies of merchants who trade to the East Indies. They are in general somewhat larger than our forty-gun ships: they are mounted with twenty cannon on their upper deck, which are nine pounders, and six on their quarter-deck, which are six pounders. PlateIX. fig. 5. represents a view of one of these vessels on the larboard bow, whereais the ensign-staff, A the mizen-mast, B the main-mast, C the fore-mast, K thepoop, L L an awning of wood extending across the after part of the quarter-deck, M poop-ladder, N O steps of the gangway, P head of the capstern on the quarter-deck, Q R the skeeds on the gangway,rthe belfry on the forecastle,sthe timber-heads,ythe cut-water, with a lion-head fixed upon it. The other parts of this ship represented in the figure are referred to from the explanations of the head, plateIV. and the quarter in plateVIII.
Fig. 6. plateIX. exhibits a quarter view of a foreign-built East-Indiaman, with asquare tuck, or perpendicular counter, and having three poop-lanthorns fixed on hertaffarel.
PrivateShipof war. SeePrivateer.
Store-Ship, a vessel employed to carry artillery or naval stores for the use of a fleet, fortress, or garrison.
Transport-Shipis generally used to conduct troops from one place to another.
Weatherly-Ship. SeeWeatherly Ship.
In the different kinds of ships, referred to above, and distinguished from each other by their size or figure, we have only considered those which are most common in European nations, where the marine art has received the greatest improvements. So far is apparently consistent with the views of utility. To give a circumstantial account of the various species of ships employed in different nations, besides being an almost endless task, would be of little service, except to gratify an useless curiosity. SeeVessel.
ToShip, is either used actively, as, to embark any person, or put any thing aboard-ship; or passively, to receive any thing into a ship; as, we shipped a heavy sea at three o’clock in the morning.
ToShip, also implies to fix any thing in its place; as, to ship the oars,i. e.to fix them in their row-locks. To ship the swivel-guns, is to fix them in their sockets, &c.
Ship-Shape, according to the fashion of a ship, or in the manner of an expert sailor; as, the mast is not rigged ship-shape; trim your sails ship-shape.
SHIPPING, a multitude of vessels. The harbour is crouded with shipping.
SHOAL, a term synonimous withshallow. See that article.
SHOEof the anchor,soulier, a small block of wood, convex on the back, and having a small hole, sufficient to contain the point of the anchor-fluke, on the fore side. It is used to prevent the anchor from tearing or wounding the planks on the ship’sbow, when ascending or descending; for which purpose the shoe slides up and down along the bow, between the fluke of the anchor and the planks, as being press’d close to the latter by the weight of the former.
ToShoean anchor,brider, is to cover the flukes with a broad triangular piece of plank, whose area or superficies is much larger than that of the flukes. It is intended to give the anchor a stronger and surer hold of the bottom in very soft and oozy ground.
SHORE, a general name for the sea-coast of any country.
Shoreis also a prop or largestanchionfixed under a ship’s sides or bottom, to support her when laid aground or on the stocks, &c.
BoldShore, a coast which is steep and abrupt, so as to admit the closest approach of shipping without exposing them to the danger of being stranded.
ToSHORTEN, expressed of a ship’s sails, is used in opposition tomake. See that article, as alsoSail.
SHOT, a missive weapon, discharged by the force of inflamed powder from a fire-arm in battle.
The shot used in the sea-service is of various kinds, as bullets, bar-shot, chain-shot, case-shot, and grape-shot; all of which are used in the royal navy. There is besides other shot, of a more pernicious kind, used by privateers, and other piratical rovers: such arelangragestar-shot, fire-arrows, &c.
The first and most simple is the round-shot, which is a ball or globe of iron, whose weight is in proportion to the size of the cannon, or to the diameter of its bore.
The double-headed, or bar-shot, fig. 11. plateVII. are balls cut into two equal parts, and joined together by a kind of iron bar. In the French service the middle is sometimes filled with a composition, and the whole covered with linen dipped in brimstone; the cannon in firing also inflames the combustibles or composition of this ball, which sets fire to the sails of the vessel. One of the heads of this ball has an hole to receive a fuse, which, communicating with the charge of the cannon, sets fire to the bullet[54].
The chain-shot, fig. 12. consists of two balls chained together, being principally designed to destroy the masts and rigging, which they are better fitted to perform than the single bullets.
Grape-shot is a combination of balls, fig. 13. put into a thick canvas bag, and corded strongly together, so as to form a sort of cylinder, whose diameter is equal to that of the ball which is adapted to the cannon. This shot is represented by fig. 13. on a larger scale, at the bottom of the plate.
Case-shot, fig. 14. is formed by putting a great quantity of musket-bullets into a cylindrical tin-box called a canister. They are principally used by the French to scour the decks of the enemy.