Construction of Grape-shot used in the Sea-service.Pounders.Thickness of Bottoms.Spindles.Weight.Canvas for Bags.Cord.Weight finished.Length.Diamet.Shot.Bottom.Length.BreadthWidth made.Length.Circum.Inch.Parts.Inch.Parts.Inch.Parts.lb.oz.lb.oz.Inches.Inches.Feet.Inch.Inches.lb.oz.4206091605740701620 59 81001 043032055832055305415199 08101 03242404872707020401417 58 3740 82281804466106418301216 57 8660 81681203857705510201114 56 8580 511090365380410381810½12 756 0510 581360304580440810911 55 3480 458402741602706010½7 75104 63100 4403022363035040879 54 3390 42121½019288027020467 53 4350 316101726201700½0356 753 0300 3100½01422501200¾024 55 252 323Packthread08¾Lead.
Fire-arrowsare described in the notes under the articleEngagement, andLangrageunder that word.
Star-shot consists of four pieces of iron, whose bases, when separate, form the quadrant of a circle; so that the whole being joined, forms a cylinder equal to the shot of the cannon. Each of those pieces is furnished with an iron bar, the extremity of which is attached to a sort of link, as keys are strung upon a ring. Being discharged from the gun, the four branches or arms extend every way from the link in the center. These also are chiefly intended to destroy the sails or rigging, but their flight and execution is very precarious at any tolerable distance.
SHROUDS,haubans, (scrud, Sax.) a range of large ropes extended from the mast-heads to the right and left side of the ship, to support the masts, and enable them to carry sail, &c.
The shrouds are always divided into pairs or couples: that is to say, one piece of rope is doubled, fig. 7. plateIX. and the two parts fastened together at a small distance from the middlea, so as to leave a sort of noose or collarsa bto fix upon the mast-head. This collar being fixed in its place, viz. close down upon thetressel-trees kfig. 2. plateVI. a pair of shrouds depend from it, whose lower ends ought to reach down to the deck. The lower ends of these shrouds areset upor extended to thechannelI. fig. 2. plateVI. on the outside of the ship, by the application of mechanical powers, as explained in the articlesdead-eyeandlaniard.
The shrouds as well as the sails are denominated from the masts to which they belong. Thus they are the main, fore, and mizen shrouds, the main top-mast, fore top-mast, or mizen top-mast shrouds, and the main top-gallant, fore top-gallant, or mizen top-gallant shrouds.
The number of shrouds by which a mast is sustained, as well as the size of rope of which they are formed, is always in proportion to the size of the mast, and the weight of sail it is intended to carry.
The two foremost shrouds on the starboard and larboard side of the ship are always fitted first upon the mast-head; and then the second on the starboard and the second on the larboard, and so on till the whole number is fixed. The intention of this arrangement is tobracetheyardswith greater facility when the sails are close-hauled, which could not be performed without great difficulty if the foremost shrouds were last fitted on the mast-head, because the angle which they would make with the mast would then be greatly increased. See alsoSwifter.
The topmast-shrouds are extended from the topmast-heads to the edges of the tops, as expressed by fig. 3, pl. VI. and fig. 1. pl. IX. The lower dead-eyeq, employed for this purpose, is fitted with an iron band, called the foot-hook plate, which passes thro’ a hole in the edge of the top, and communicates with a rope called the foot-hook shroud, whose lower end is attached to the shrouds of the lower mast, in the stationl. The upper ends of the foot-hook shrouds are furnished with an iron hookn, which enters a hole in the lower end of the foot-hook plate, so that when the top-mast shrouds are extended to secure the mast, the foot-hook shrouds necessarily acquire an equal tension by means of the foot-hook plate, which, passing through the top, transmits the effort of the mechanical powers, to the foot-hook shrouds below.
The shrouds of the top-gallant masts are extended to the cross-trees, as represented bym, fig. 1. plateIX. See also fig. 5. plateVI.
SIDE,coté, a name given to the flanks of a ship, or in general to all that part which is presented to the view between thestemandstern, in a direction nearly perpendicular to the horizon.
The figure of the side is formed by that of the timbers upon which it is constructed. It is covered with planks, extending from one end of the ship to the other; it is also reinforced in different places bybeams,clamps,knees,riders, andstandards. See those articles.
The side is terminated above by the gunnel, and below by the lower edge of the main wale, which separates it from the bottom: it is inclosed by the stern abaft, and by the bow forward.
SIGNALS, (signal, Fr.) certain alarms or notices used to communicate intelligence to a distant object at sea.
Signals are made by firing artillery, and displaying colours, lanthorns, or fire-works: and these are combined by multiplication and repetition. Thus, like the words of a language, they become arbitrary expressions, to which we have previously annexed particular ideas: and hence they are the general sources of intelligence throughout a naval armament, &c. SeeAdmiralandEngagement.
Signals ought to be distinct, with simplicity. They are simple, when every instruction is expressed by a particular token, in order to avoid any mistakes arising from the double purport of one signal. They are distinct, when issued without precipitation; when sufficient time is allowed to observe and obey them; and when they are exposed in a conspicuous place, so as to be readily perceived at a distance.
All signals may be reduced into three different kinds,viz.Those which are made by the sound of particular instruments, as the trumpet, horn, or fife; to which may be added, striking the bell, or beating the drum. Those which are made by displayingpendants,ensigns, andflagsof different colours; or by lowering or altering the position of the sails: And, finally, those which are executed by rockets of different kinds; by firing cannon, or small arms; by artificial fire-works; and by lanthorns.
Firing of great guns will serve equally in the day or night, or in a fog; to make or confirm signals; or to raise the attention of the hearers to a future order. This method, however, is attended with some inconveniencies, and should not be used indiscriminately. Too great a repetition of the cannon is apt to introduce mistakes and confusion, as well as to discover the tract of the squadron. The report and flight of the rockets is liable to the same objection, when at a short distance from the enemy.
It is then, by the combination of signals, previously known, that the admiral conveys orders to his fleet; everysquadron, everydivision, and every ship of which has its particular signal. The instruction may therefore occasionally be given to the whole fleet, or to any of its squadrons; to any division of those squadrons, or to any ship of those divisions.
Hence the signal of command may at the same time be displayed for three divisions, and for three ships of each division; or for three ships in each squadron, and for only nine ships in the whole fleet. For, the general signal of the fleet being shewn, if a particular pendant be also thrown out from some remarkable place on the same mast with the general signal, it will communicate intelligence to nine ships that wear the same pendant.
The preparatory signal given by the admiral to the whole, or any part of his fleet, is immediately answered by those to whom it is directed; by shewing the same signal, to testify that they are ready to put his orders in execution. Having observed their answer, he will shew the signal which is to direct their operations: as,
To chace, to form theline, to begin the engagement, to board, to double upon the enemy, to rally or return to action, to discontinue the fight, to retreat and save themselves. The dexterity ofworkingthe ships in a fleet depends on the precise moment of executing these orders; and on the general harmony of their movements: a circumstance which evinces the utility of a signal of preparation.
As the extent of the line of battle, and the fire and smoke of the action, or other circumstances in navigation, will frequently prevent the admiral’s signals from being seen throughout the fleet, they are always repeated by the officers next in command; by ships appointed to repeat signals; and, finally, by the ship or ships for which they are intended.
The ships that repeat the signals, besides the chiefs of squadrons or divisions, are usually frigates lying to windward or toleewardof the line. They should be extremely vigilant to observe and repeat the signals, whether they are to transmit the orders of the commander in chief, or his seconds, to any part of the fleet; or to report the fortunate or distressful situation of any part thereof. By this means all the ships from the van to the rear will, unless disabled, be ready at a moment’s warning to put the admiral’s designs in execution.
To preserve order in the repetition of signals, and to favour their communication, without embarassment, from the commander in chief, to the ship for which they are calculated, the commanders of the squadrons repeat after the admiral; the chiefs of the divisions, according to their order in the line, after the commanders of the squadrons; and the particular ships after the chiefs of the divisions; and those, in return, after the particular ships,vice versa, when the object is to convey any intelligence from the latter to the admiral.
Besides the signals above mentioned, there are others for different ranks of officers; as for captains, lieutenants, masters,&c.or for any of those officers of a peculiar ship. SeeDivisionandSquadron.
SKEET, a sort of long scoop commonly used to wet the decks and sides of a ship in hot weather, in order to keep them cool, and to prevent them from splitting by the heat of the sun. This practice is accordingly performed in general every morning and evening before sun-rise and after sun-set.
This instrument, fig. 8. plateIX. is also employed in small vessels to wet the sails, to render them more steady and efficacious in light breezes.
SKIDS, or SKEEDS, are long compassing pieces of timber, formed so as to answer the vertical curve of a ship’s side. See Q, R, fig. 5. plateIX. They are notched below so as to fit closely upon the wales; and as they are intended to preserve the planks of the side, when any weighty body is hoisted or lowered, they extend from the main wale to the top of the side; and they are retained in this position by bolts or spike-nails.
SKIFF,esquife(scaffa, Lat.) a small boat resembling a yawl. See the articleBoat.
SLAB-LINE,cargue à vue, a small cord passing up behind a ship’s mainsail or fore-sail, and beingreevedthrough a block, fig. 1. plateIX. attached to the lower part of the yard, is thence transmitted in two branches to the foot of the sail, to which it is fastened. It is used to truss up the sail as occasion requires; but more particularly for the conveniency of the pilot or steersman, that they may look forward beneath it, as the ship advances.
SLACK-WATER, the interval between the flux and reflux of the tide; or between the last of the ebb and the first of the flood, during which the current is interrupted; and the water apparently remains in a state of rest.
SLATCH, is generally applied to the period of a transitory breeze of wind, or the length of its duration.
SLEEPERS, a name formerly given by shipwrights to thethick-stuffplaced longitudinally in a ship’s hold, opposite to the severalscarfsof the timbers. It is now properly applied to the knees, which connect thetransomsto the after-timbers on the ship’squarter.
SLINGS,elingue(slingan, Sax.) a rope whose ends are fixed in such a manner to its other part, as to encircle a cask, bale, or case, and suspend it whilst hoisting or lowering. Of these there are various sorts, according to the weight or figure of the object to which they are applied. Those which are most frequently used in lading and delivering ships are represented in fig. 9. plateIX. being nearly in the form of a pair of spectacles, thetacklebeing hooked to the middle parta, whilstbandcare fixed on the opposite quarters of the cask, &c.
SLIP, a place lying with a gradual descent on the banks of a river convenient for ship-building.
SLOOP, a small vessel furnished with one mast, the main-sail of which is attached to agaffabove, to the mast on its foremost edge, and to a long boom below; by which it is occasionally shifted to either quarter. SeeVessel.
Sloop of War, a name given to the smallest vessels of war, except cutters. They are either rigged as ships or as snows. SeeCommand,Horse, andRate.
ToSLUE, is to turn any cylindrical or conical piece of timber about its axis, without removing it. This term is generally expressed of the movement by which a mast or boom is turned about, in itscaporboom-iron.
SMACK, a small vessel commonly rigged as aslooporhoy, used in the coasting or fishing trade; or as atenderin the King’s service.
SNATCH-BLOCK,galoche, a block having an opening in one of its sides, wherein to fix thebightof rope occasionally. SeeBlock.
SNOTTER. See the articleSprit.
SNOW,senau, is generally the largest of all two-masted vessels employed by Europeans, and the most convenient for navigation.
The sails and rigging on the main-mast and fore-mast of a snow, are exactly similar to those on the same masts in a ship; only that there is a small mast behind the main-mast of the former, which carries a sail nearly resembling themizenof a ship. The foot of this mast is fixed in a block of wood on the quarter-deck abaft the main-mast; and the head of it is attached to the afterpart of the main-top. The sail, which is called the try-sail, is extended from its mast towards the stern of the vessel.
When thesloopsof war are rigged as snows, they are furnished with ahorse, which answers the purpose of the trysail-mast, the fore part of the sail being attached by rings to the said horse, in different parts of its height.
SOLE, a name sometimes given to the lower side of a gun-port, which however is more properly called the port-sell.
SOUNDING, (sonder, Fr.) the operation of trying the depth of the water, and the quality of the ground, by means of a plummet,plomb de sonde, sunk from a ship to the bottom.
There are two plummets used for this purpose in navigation; one of which is called the hand-lead, weighing about 8 or 9 pound; and the other the deep-sea-lead, which weighs from 25 to 30 pound, and both are shaped like the frustrum of a cone or pyramid. The former is used in shallow waters, and the latter at a great distance from the shore; particularly on approaching the land, after a sea-voyage. Accordingly the lines employed for this purpose are called the deep-sea lead-line, and the hand lead-line.
The hand lead-line, which is usually 20 fathoms in length, is marked at every 2 or 3 fathoms; so that the depth of the water may be ascertained either in the day or night. At the depth of 2 and 3 fathoms, there are marks of black leather; at 5 fathom, there is a white rag; at 7, a red rag; at 10, black leather; at 13, black leather; at 15, a white rag; and at 17, a red ditto.
Sounding with the hand-lead, which is called heaving the lead by seamen, is generally performed by a man who stands in the main-chainsto windward. Having the line all ready to run out, without interrupton, he holds it nearly at the distance of a fathom from the plummet, and having swung the latter backwards and forwards three or four times, in order to acquire the greater velocity, he swings it round his head, and thence, as far forward as is necessary; so that, by the lead’s sinking whilst the ship advances, the line may be almost perpendicular when it reaches the bottom. The person sounding then proclaims the depth of the water in a kind of song resembling the cries of hawkers in a city. Thus, if the mark of 5 fathoms is close to the surface of the water, he calls ‘By the mark five!’ and as there is no mark at 4, 6, 8, &c. he estimates those numbers, and calls, ‘By the dip four,’ &c. If he judges it to be a quarter, or an half more than any particular number, he calls, ‘And a quarter five! and a half four,’ &c. If he conceives the depth to be 3 quarters more than a particular number, he calls it a quarter less than the next: thus, at 4 fathom and ¾, he calls ‘A quarter less five!’ and so on.
The deep-sea-lead is marked with two knots at 20 fathom, 3 at 30, 4 at 40, and so on to the end. It is also marked with a single knot in the middle of each interval, as at 25, 35, 45 fathoms, &c. To use this lead more effectually at sea, or in deep water on the sea-coast, it is usual previously tobring-tothe ship, in order to retard her course: the lead is then thrown as far as possible from the ship on the line of her drift, so that, as it sinks, the ship drives more perpendicularly over it. The pilot feeling the lead strike the bottom, readily discovers the depth of the water by the mark on the line nearest its surface. The bottom of the lead being also well rubbed over with tallow, retains the distinguishing marks of the bottom, as shells, ooze, gravel, &c. which naturally adheres to it.
The depth of the water, and the nature of the ground, which is called the soundings, are carefully marked in the log-book, as well to determine the distance of the place from the shore, as to correct the observations of former pilots. SeeCoastingandNavigation.
SPAN,pendour(spanna, Ital.) a small line or cord, the middle of which is usually attached to a stay, from whence the two ends branch outwards to the right and left, and having either ablockorthimbleattached to their extremities. The intention of the span is accordingly to confine some rope which passes through the corresponding block or thimble, as well to increase the effort of the said rope, as to prevent it from swinging at too great a distance from the centre of its action in stormy weather. Such are the spans occasionally used for the top-gallantbraces, or the fore-top-gallantbowlines, &c.
Span-shackle. See the articleDavit.
SPARE,rechange, an epithet applied to any part of a ship’s equipage, or furniture, that lies in reserve, to supply the place of such as may be lost, or rendered incapable of service. Hence we say, spare top-masts, spare sails, spare rigging, &c.
PUMP-SPEAR. See the articlePump.
SPELL, the period wherein a sailor, or gang of sailors, is employed in a particular exercise, from which they are relieved as soon as the limited time expires. Such are the spells, to the hand-lead in sounding; to the pump; to look out on the mast-head, &c. and to steer the ship; which last, however, is generally called thetrick. SeeSteering.
Spell also implies the relief, or the return of duty to those services: Thus we say, spell the pump, spell the lead, &c.
ToSPILL, to discharge the wind out of the cavity or belly of a sail when it is drawn up in the brails in order tofurlorreefit. This is either performed by collecting the sail together, or by bracing its edge to the wind, so as to shiver or be laid aback.
SPILLING-LINES, certain ropes fixed occasionally to the main-sail and fore-sail of a ship, in tempestuous weather, for reefing or furling them more conveniently. They are passed through blocks above the yard, and thence leading down before the sail, come under its bottom, and return upwards behind it to the yard, where they are fastened; so that the sail, by their effort, is closely and immoveably confined to the yard.
SPINDLE, a sort of iron-pin tapering at the upper end to a point. It is used to stick into the upper end of the top-gallant-mast, so as to carry a vane, which, turning thereon horizontally, will show the direction of the wind. It is usually crowned with a globular or conical piece of wood called the acorn, which prevents the vane from being blown off. SeeAcorn.
Spindleis also the lower end or foot of the capstern, which is shod with iron, and becomes the pivot or axis upon which it turns in the saucer. See the articleCapstern.
SPIRKETTING, that range of planks which lies between the water-ways and the lower edge of the gun-ports within the side of a ship of war.
ToSPLICE,episser(splitserDutch,plicoLat.) to join the two ends of a rope together, or to unite the end of a rope to any other part thereof.
There are several different methods of performing this operation, according to the services on which it is to be employed. Thus, there is the short-splice, the long-splice, the eye-splice, and the cunt-splice; all of which are calculated for different purposes.
The short-splice is made by untwisting the ends of two ropes, or the two ends of one rope, and, having placed each of thestrandsof one opposite to and in the interval between twostrandsof the other, to draw them close together; and then interweave the strands of one into the alternate strands of the other, by penetrating the latter with afidor marline-spike, parallel to the axis or length of the rope. This splice is used on the cables, slings, block-strops, and in general all ropes which are not intended to run through blocks, or where the splice is not in danger of being loosened or separated.
The long-splice being fixed in three places, occupies a greater extent of the rope; but by the division of the joinings, the bulk is also divided into different parts of its length. Hence it is much neater and smoother than the short-splice, and better adapted to run through the channel of a block, &c. for which use it is generally calculated.
The eye-splice being intended to make a sort of eye or circle at the end of a rope, the strands are untwisted, and their extremities thrust through the three strands in that part of the said rope, whereon the splice is to be formed, and thence passing over the surface of the second strand, they are again thrust through the third, which compleats the operation.
The cunt-splice is constructed in the same manner as the eye-splice, being no other than the ends of two lines fastened together at a short distance from each other, the extremities of either being interwoven into thebightof the other, so that the line becomes double in the extent of the splice. This is chiefly used in lead-lines, log-lines, and fishing-lines, where the short-splice would be liable to separation, as being frequently loosened by the water.
SPLIT, the state of a sail which is rent asunder by the violence of a tempest, or by sustaining a greater effort on one part of its surface than the rest.
Split, when applied to a ship, is also the state of being stranded and bilged on a rock or shore.
SPOON-DRIFT, a sort of showery sprinkling of the sea-water, swept from the surface of the waves in a tempest, and flying according to the direction of the wind like a vapour.
SPOONING. By the explanation of this term in our dictionaries, it seems formerly to have signified that movement, in navigation, which is now called scudding. Be that as it may, there is at present no such phrase in our sea-language.
SPRAY, the sprinkling of the sea, which is driven from the top of a wave in stormy weather. It differs from spoon-drift, as being only blown occasionally from the broken surface of a high wave, whereas the latter continues to fly horizontally along the sea, without intermission, during the excess of a tempest or hurricane.
SPRING, a crack or breach running transversely or obliquely through any part of a mast or yard, so as to render it unsafe to carry the usual quantity of sail thereon.
Springis also a rope passed out of one extremity of a ship and attached to a cable proceeding from the other, when she lies at anchor. It is usually performed to bring the ship’s broad-side, or battery of cannon, to bear upon some distant object; as another ship, or a fortress on the coast, &c. When a ship rides by anchors which are only carried out of one end, she will swing upon the surface of the water like a weather-cock, according to the direction of the wind; unless when the wind is opposed by a current. Now, if instead of being fastened at one end, she is attached by ropes, which, proceeding from her head and stern towards the same source, sustain an equal effort of the wind, it is evident that her side will be presented to the wind; and that, by slackening one of those ropes, and keeping fast the other, her side will lie more or less obliquely to the wind, so as to be opposed to any distant object to the right or left.
Thus, if a ship rides with her head northerly, and it is required to cannonade a fortress lying on the south or south-east: a hauser is run out of the stern, and being carried forward, without her side, is attached to the cable, at a competent distance ahead of the ship: the hauser is then tightened by thecapsternor tackles, and the cable being slackened, the ship immediately turns her side towards the object intended to be battered.
Springis likewise a rope reaching diagonally from the stern of a ship to the head of another which liesalong-sideor a-breast of her, at a short distance. This is generally performed to make one of the shipssheeroff, to a greater distance from the other; or to make merchant-ships lie uniformly in the same tier. Springs of this sort are therefore occasionally applied from a ship, to a wharf or key, for the same purposes.
ToSpring a leak. See the articleLeak.
Springing the Luff.SeeLuff.
Spring-tide, the periodical excess of the elevation and depression of theTide. See that article.
SPRIT, (spryttan, Sax. to branch out) a small boom or pole which crosses the sail of a boat diagonally, from the mast, to the upper hindmost corner of the sail, which it is used to extend and elevate: the lower end of the sprit rests in a sort of wreath or collar called thesnotter, which encircles the mast in that place. These sort of sails are accordingly called sprit-sails.
SPRITSAIL,civadiere, a sail attached to a yard which hangs under the bowsprit, as represented in fig. 2.y, plateIX. It is furnished with a large hole in each of its lower corners, to evacuate the water with which the cavity, or belly of it is frequently filled, by the surge of the sea when the ship pitches.
Spritsail-topsail,perroquet de beaupré, a sail extended above the former, by a yard which hangs across thegib-boom. The lower corners of this sail are hauledhometo the spritsail-yard-arms; after which the sail is drawn out towards the extremity of the boom, in light winds, as any other topsail-yard is hoisted upon its mast.
Formerly the spritsail-topsails were set on a mast, which was erected perpendicularly on the end of the bowsprit: but this method has of late been justly rejected as inconvenient and dangerous to the bowsprit, although serviceable in light breezes,
SPUNGE. See the articleCannon.
SPUN-YARN,bittord, a small line or cord formed of two or three rope-yarns twisted together by a winch. The yarns of which it is usually made at sea, are drawn out of the strands of old cables or other ropes, and are knotted together and tarred. It is employed for several purposes; particularly to fasten one rope to another, to seize block-strops to the shrouds, and toserveropes which are liable to be chafed by rubbing one against another, &c.
SPURSof the beams. See the articleDeck, and the explanation of the figure annexed thereto.
SQUADRON,escadre, (squadrone, Ital.) either implies a detachment of ships employed on any particular expedition, or the third part of a naval armament. See the articlesFlag,Centre,Fleet, andDivision.
SQUALL,raffale, a sudden and violent blast of wind, usually occasioned by the interruption and reverberation of the wind from high mountains. These are very frequent in the Mediterranean; particularly that part of it which is known by the name of the Levant, as produced by the repulsion, and new direction which the wind meets with in its passage between the various islands of the Archipelago.
SQUARE, a term peculiarly appropriated to the yards and their sails, implying that they hang at right angles with the mast or keel; or that they are of greater extent than usual.
Thus, when the yards are so balanced by theirlifts, as to hang at right angles with the mast, they are said to be square by the lifts: when they hang perpendicular to the ship’s length, they are called square by the braces: but when they lie in a direction perpendicular to the plane of the keel, they are square by the lifts and braces; or, in other words, they hang directly across the ship, and parallel to the horizon.
The yards are said to be very square, when they are of extraordinary length; and the same epithet is then applied to their sails, which by consequence acquire an additional breadth.
Square-rigged, an epithet applied to a ship whose yards are very long. It is also used in contradistinction to all vessels whose sails are extended bystaysorlateen-yards; or by booms and gaffs; the usual situation of which is nearly in the plane of the keel; and hence
Square-sail,treou, is a sail extended to a yard, which hangs parallel to the horizon, as distinguished from the other sails which are extended byboomsand stays, placed obliquely. This sail is only used in fair winds, or to scud under in a tempest. In the former case, it is furnished with a large additional part called the bonnet, which is then attached to its bottom, and removed when it is necessary toscud. See that article.
STAFF,baton, a light pole erected in different parts of a ship, whereon to hoist and display the colours.
The principal of these is reared immediately over the stern, to display theensign; another is fixed on the bowsprit, to extend thejack; three more are erected at the three mast-heads, or formed by their upper ends, to show the flag or pendant of the respective squadron or division to which the ship is appropriated. SeeEnsign,Mast,Jack, andPendant.
STANCHION, a sort of small pillar of wood or iron used for various purposes in a ship; as to support the decks, the quarter-rails, thenettings, theawnings, &c.
The first of these are two ranges of small columns, fixed under the beams, throughout the ship’s lengthbetween-decks; one range being on the starboard, and the other on the larboard side of the hatchways. They are chiefly intended to support the weight of the artillery.
Stanchionsof the nettings, are either slender bars of iron, whose lower ends are fixed in iron sockets at proper distances; or square wooden pillars let into the upper part of the ship’s side. SeeQuarter-netting.
STANDARD,courbe, in ship-building, is no other than an inverted knee, which is placed above the deck instead of beneath it, and having its vertical branch pointed upwards from that which lies horizontally. The figure and position of one of these standards is expressed by the curve linef, which is dotted through the gun-carriage in theMidship-frame, plateVII. Such also are the standards of the bits and channels.
RoyalStandard,etendard royale, a flag in which the imperial ensigns of Great Britain, and the arms of France and Ireland, together with the armorial bearings of Hanover, are united and quartered. It is never hoisted unless when the sovereign is personally aboard; at which time it is displayed at the main-top-mast-head.
STANDING, in navigation, the movement by which a ship advances towards a certain object, or departs from it: as the enemy stands in-shore: the English fleet are standingoff: at day-break we discovered three sail standing to the northward, &c.
STARBOARD,tribord, the right side of the ship when the eye of the spectator is directed forward. SeeLarboard.
STAY, (etai, Fr.) a large strong rope employed to support the mast on the fore part, by extending from its upper end towards the fore part of the ship, as the shrouds are extended to the right and left, and behind it. SeeMast,Rigging, andShroud.
The stay of the fore-masta, fig. 10. plateIX. which is called the fore-stay, reaches from the mast-head towards the bowsprit-end: the main-stayb, extends over the fore-castle to the ship’s stem; and the mizen-stayc, is stretched down to that part of the main-mast which lies immediately above the quarter-deck: the fore-top-mast-stayd, comes also to the end of the bowsprit, a little beyond the fore-stay: the main-top-mast-staye, is attached to the head orhoundsof the fore-mast; and the mizen-top-mast-stay comes also to the hounds of the main-mast: the fore-top-gallant-stay comes to the outer end of the jib-boom; and the main-top-gallant-stay is extended to the head of the fore-top-mast.
Stay-sail, a sort of triangular sail extended upon a stay. SeeSail.
STEDDY, the command given by the pilot, &c. to the helmsman, in afairwind, to steer the ship according to the line, on which she advances at that instant, without deviating to the right or left. The helmsman accordingly answers, steddy; to shew his attention and obedience to the pilot’s order.
STEERAGE, an apartment without the greatcabinof a ship, from which it is separated by a thin partition. In large ships of war it is used as a hall through which it is necessary to pass to, arrive at, or depart from the great cabin. In merchant-ships it is generally the habitation of the inferior officers and ship’s crew. See alsoBirth.
Steerageis also used to express the effort of the helm; and hence
Steerage-way, is that degree of progressive motion communicated to a ship, by which she becomes susceptible of the effects of the helm to govern her course. SeeHelmandSailing.
STEERING,gouverner(steoran, Sax.) may be defined the art of directing the ship’s way by the movements of the helm; or of applying its efforts to regulate her course when she advances.
The perfection of steering consists in a vigilant attention to the motion of the ship’shead, so as to check every deviation from the line of her course in the first instant of its motion; and in applying as little of the power of the helm as possible. By this she will run more uniformly in a streight path, as declining less to the right and left: whereas, if a greater effort of the helm is employed, it will produce a greater declination from the course, and not only increase the difficulty of steering, but also make a crooked and irregular tract through the water. SeeHelm.
The helmsman should diligently watch the movements of the head by the land, clouds, moon, or stars; because although the course is in general regulated by the compass, yet the vibrations of the needle are not so quickly perceived, as the sallies of the ship’s head to the right or left, which, if not immediately restrained, will acquire additional velocity in every instant of their motion, and demand a more powerful impulse of the helm to reduce them; the application of which, will operate to turn her head as far on the contrary side of her course.
The phrases used in steering a ship vary according to the relation of the wind to her course. Thus, if the wind isfair, orlarge, the phrases used by the pilot, or officer, who superintends the steerage, areport,starboard, andsteddy. The first is intended to direct the ship’s course farther to the right; the second is to guide her farther to the left; and the last, as explained under that word, is designed to keep her exactly in the line, whereon she advances, according to the course prescribed. The excess of the first and second movement is called hard-a-port, and hard-a-starboard; the former of which gives her the greatest possible inclination to the right, and the latter an equal tendency to the left.
If, on the contrary, the wind isfoulorscant, the phrases areluff,thus, andno nearer; the first of which is the order to keep her close to the wind; the second, to retain her in her present situation; and the third, to keep her sails full. The effects of these movements are farther explained under the several terms; but more particularly under the articleFull and By.
In a ship of war, the exercise of steering the ship is usually divided amongst a number of the most expert sailors, who attend the helm in their turns; and are accordingly calledtimoneers, from the French termtimonier, which signifies helmsman. The steerage is constantly supervised by the quarter-masters, who also attend the helm by rotation. In merchant-ships every seaman takes his turn in this service, being directed therein by the mate of the watch, or some other officer.
As the safety of a ship, and all contained therein, depend, in a great measure, on the steerage or effects of the helm, the apparatus by which it is managed should often be diligently examined by the proper officers. Indeed, a negligence in this important duty appears almost unpardonable, when the fatal effects which may result from it are duly considered.
STEEVING, the elevation of a ship’s bowsprit above the stem, or the angle which it makes with the horizon.
STEM,etrave, (stammen, Swed.) a circular piece of timber, into which the two sides of a ship are united at the fore end: the lower end of it is scarfed to thekeel, and thebowspritrests upon its upper end.
The stem is formed of one or two pieces, according to the size of the vessel; and as it terminates the ship forward, the ends of thewalesand planks of the sides and bottom are let into a groove or channel, in the middle of its surface, from the top to the bottom: which operation is calledrabetting. See that article.
The out side of the stem is usually marked with a scale, or division of feet, according to its perpendicular height from the keel. The intention of this, is to ascertain the draught of water at the fore part, when the ship is in preparation for a sea-voyage, &c.
The stem at its lower end is of equal breadth and thickness with the keel, but it grows proportionally broader and thicker towards its upper extremity. SeeNavalArchitectureandShip-Building.
STEMSON,marsouin, an arching piece of timber fixed within the apron to reinforce the scarf thereof, in the same manner as the apron supports the scarf of the stem. In large ships it is usually formed of two pieces, as represented by I. in plateI.Pieces of the Hull.
STEP,carlingue, a block of wood fixed on the decks or bottom of a ship, and having a hole in its upper side fitted to receive the heel of a mast orcapstern.
The steps of the main and fore-masts of every ship rest upon the kelson, as appears in fig. 2. and 3. plateVI. to which they are firmly secured byknees, bolts, or spike-nails. The step of the mizen-mast usually rests upon the lower deck. See also the articleCapstern.
STERN,arcasse, (steor, Sax.) the posterior face of a ship; or that part which is presented to the view of a spectator, placed on the continuation of the keel behind, as exhibited in plateX. fig. 1, 2, and 3; and in plateXI. fig. 1.
The stern, as represented in plateX. is terminated above by thetaffarel, and below by thecounters: It is limited on the sides by the quarter-pieces; and the intermediate space comprehends the galleries and windows of the different cabins.
a seventy-four gun-ship.
A, the keel, withathe false keel beneath it.
A B, the stern-post.
C, the rail which determines the height of the counters.
D D, the upper and lower quarter-galleries, with their balustrades and windows.
E, the quarter-pieces: and P F P, the taffarel.
K G K, the lower counter, with H H, its gun-ports.
G, the rail which separates the lower counter from the second or upper counter; which last is included between G and C.
K K, the wing-transom.
L L, the deck-transom.
M, N, O, first, second, and third transoms; withl,m,n,o, four intermediate transoms.
O M L K P, the direction of the fashion-piece, whose upper part is expressed by the dotted lines K P.
Q, the cove, a sort of arched canopy, serving as a roof to the stern-gallery.
R Q R, the screen bulk-head, or partition, containing the cabin windows.
R S S R, the balustrade of the stern gallery, with S S, the foot-pace-rail, which determines the height of its floor, or platform.
S C S, the ward-room windows.
T, the lower finishing of the quarter gallery.