Plate. v.
Plate. v.
Plate. v.
FOOTof a sail,fond de voile, lower edge or bottom.
Foot-rope, the rope to which the foot of a sail is sewed. SeeBolt-Rope.
Foot-ropesare also the same with horses of the yards. See that article.
FOOT-WALEING, the whole inside planks or lining of a ship, used to prevent any part of the ballast or cargo from falling between the floor-timbers. SeeMidship-Frame.
FORE, the distinguishing character of all that part of a ship’s frame and machinery which lies near the stem.
Fore and Aft, throughout the ship’s whole length, or from end to end.
Fore Bowline, the bowline of the fore-sail. SeeBowline.
Fore-castle,gaillard d’avant, a short deck placed in the fore part of the ship, above the upper deck. It is usually terminated, both before and behind, by a breast-work in vessels of war; the foremost end forming the top of thebeak-head, and the hind part reaching to the after part of the fore-chains.
Fore-cat-harpings, a complication of ropes used to brace in the upper part of the fore-shrouds. SeeCat-harpings.
Fore-foot,brion, a piece of timber which terminates the keel at the fore end. It is connected by a scarf to the extremity of the keel, of which it makes a part: and the other end of it, which is incurvated upwards into a sort of knee or crotch, is attached to the lower end of the stem, of which it also makes a part, being also called thegripe.
As the lower arm of the fore-foot lies on the same level with the keel, so the upper one coincides with the middle line of the stem: its breadth and thickness therefore correspond to the dimensions of those pieces, and the heel of the cut-water is scarfed to its upper end.
The form of this piece, and its disposition and connexion with the adjacent pieces, appears by the letteri, in plateI.Pieces of the Hull.
Fore-Hooks, the same with breast-hooks, which see.
Foreland, a cape or promontory projecting into the sea; as the North or South Forelands.
Fore-Lock,clavette, a little flat-pointed wedge of iron, used to drive through a hole in the end of a bolt, to retain it firmly in its place.
N B. By referring to the articlesTop-mastandTop-gallant-mast, we mean to comprehend all the apparatus thereto belonging, as their yards, sails, &c.
Fore-reaching upon, the act of advancing before, or gaining ground of, some other ship or ships in company.
FORGING OVER, the act of forcing a ship violently over a shoal, by the effort of a great quantity of sail.
FORMINGthe Line. See the articleLine.
FORWARD,avant, towards the fore part of the ship. SeeAfore.
FOTHERING, a peculiar method of endeavouring to stop a leak in the bottom of a ship while she is afloat, either under sail or at anchor. It is usually performed in the following manner: a basket is filled with ashes, cinders, and chopped rope-yarns,bonette lardeé, and loosely covered with a piece of canvas; to this is fastened a long pole, by which it is plunged repeatedly in the water, as close as possible to the place where the leak is conjectured to lie. The oakum, or chopped rope-yarns, being thus gradually shaken through the twigs, or over the top of the basket, are frequently sucked into the hole along with the water, so that the leak becomes immediately choaked, and the future entrance of the water is thereby prevented.
FOUL,empecheé, as a sea-term, is generally used in opposition to clear, and implies intangled, embarrassed, or contrary, in the following senses:
A ship ran foul of us in the river,i. e.entangled herself amongst our rigging.
Foul, when expressed of a ship’s bottom, denotes that it is very dirty; as being covered with grass, sea-weeds, shells, or other filth which gathers to it during the course of a long voyage. When understood of the ground or bottom of a road, bay, sea-coast, or harbour,mal sain, it signifies rocky, or abounding with shallows, or otherwise dangerous.
When spoken of the hawse, it means that the cables are turned round each other, by the winding or turning about of the ship while she rides at anchor. SeeElbowandHawse.
Foul, when applied to the wind, is used to express that it is unfavourable, or contrary to the ship’s course, as opposed tolargeorfair.
ToFOUNDER,sancir, to sink at sea, as being rendered, by the violence and continuation of a storm, and the excess of the leaks, unable to keep the ship afloat above the water.
FOX, a sort ofstrand, formed by twisting several rope-yarns together, and used as aseizing, or to weave amatorpaunch, &c.
FRAME. SeeTimber.
FRAPPING, the act of crossing and drawing together the several parts of a tackle, or other complication of ropes, which had already been straitened to their utmost extent: in this sense it exactly resembles the operation of bracing up a drum, &c. The frapping always increases the tension, and of course adds to the security acquired by the purchase. Hence the cat-harpings are no other than frappings to the shrouds.
Frappinga ship,ceintrer, the act of passing three, four, or five turns of a cable round the hull, or frame of a ship, in the middle, to support her in a great storm, when it is apprehended that she is not strong enough to resist the violent efforts of the sea. This expedient however is rarely put in practice, unless in very old ships, which their owners are willing to venture to sea as long as possible, by ensuring them deeply.
FREEING,affranchir, the act of pumping, or otherwise throwing out the water which has leaked into a ship’s bottom at sea, &c.
FREEZING, a sort of ornamental painting on the upper part of a ship’squarter,stern, orbow. It consists generally of armour, instruments of war, marine emblems, &c.
FREIGHT, orfraight of a ship(affretement) the hire, or a part thereof, usually paid for the carriage and conveyance of goods; or the sum agreed, upon between the owner and the merchant for the hire and use of a vessel.
Freightalso implies the lading or cargo which she has aboard.
FRESH, when applied to the wind, generally signifies strong, but not violent or dangerous: hence when the gale increases, it is said to freshen.
ToFRESHENthe hawse,refraichir, to relieve that part of the cable which for some time has been exposed to the friction in one of thehawse-holes, produced by the rocking and pitching of a ship as she rides at anchor in a high sea.
When a ship remains in such a situation, it is always necessary to wrap some old canvas, mat, leather, or such like material, round that part of the cable which rubs against thestem, &c. The matter used for this purpose is calledservice: but as the violent agitation of the ship, produced by the tempest, or sea, as she rides in an open road, must communicate a great friction to the cable, the service will consequently be soon worn through: it is necessary therefore to have it frequently renewed by a fresh application of the like materials, behind the former, for the preservation of the cable, on which every thing depends; and this renewal of service is calledfreshening the hawse, a circumstance which cannot be too vigilantly observed.
FRESHES,souberme, imply the impetuosity of an ebb-tide, increased by heavy rains, and flowing out into the sea, which it often discolours to a considerable distance from the shore; inasmuch as the line, which divides the two colours, may be perceived distinctly for a great length along the coast.
FRIGATE, (fregate, Fr.) in the navy, a light nimble ship built for the purposes of sailing swiftly. These vessels mount from twenty to thirty-eight guns, and are esteemed excellent cruizers.
Frigate-built,fregaté, implies the disposition of the decks of such merchant ships as have a descent of four or five steps from thequarter-deckandfore-castleinto thewaist, in contra-distinction to those whose decks are on a continued line for the whole length of the ship, which are calledgalley-built. See the articleFlush.
Formerly the name of frigate was only known in the Mediterranean, and applied to a kind of long vessel, navigated in that sea with sails and oars. The English were the first who appeared on the ocean with those ships, and equipped them for war as well as commerce.
FULL AND BY,pres & plein, the situation of a ship with regard to the wind, when she is close-hauled, and sailing in such a manner as neither to steer too nigh the direction of the wind, nor to deviate to leeward; both of which movements are unfavourable to her course, as in the former her sails will shiver, and render the effort of the wind precarious and ineffectual; and in the latter she will advance in a direction widely distant from her real course. Hence, keep her full!defie du vent!is the order from the pilot or other officer to the helmsman, not to incline too much to windward, and thereby shake the sails so as to retard the course.
FURLING, (ferler, Fr.) the operation of wrapping or rolling a sail close up to theyard,stay, ormastto which it belongs, and winding a gasket or cord about it to fasten it thereto. And hence
FURLING-LINE denotes a cord employed in this office: those which are used for the larger sails are generally flat, and are known by the name ofgaskets.
FUTTOCKS, the middle division of a ship’s timbers; or those parts which are situated between thefloorand the top-timbers. See this fully explained in the articleTimber.
As the epithethookedis frequently applied in common language to any thing bent or incurvated, and particularly to several crooked timbers in a ship, as thebreast-hooks,fore-hooks,after-hooks, &c. this term is evidently derived from the lowest part orfootof the timber, and from the shape of the piece. Hence
Futtock-Shrouds, or ratherFoot-hook Shrouds. See the articleShrouds.
GAFF, a sort of boom or pole, frequently used in small ships, to extend the upper edge of the mizen; and always employed for the same purpose on those sails whose foremost edges are joined to the mast by hoops or lacings, and which are usually extended by aboombelow. Such are the main-sails of all sloops, brigs, and schooners.
The foremost, or inner extremity of the gaff, is furnished with two cheeks forming a semi-circle, which incloses the after-part of the mast so as to confine the gaff close to its respective mast whilst the sail is hoisting or lowering. It is further secured in this situation by a rope passing from one of the cheeks to the other on the fore side of the mast; and to prevent the friction of this rope upon the mast, by hoisting or lowering, several little wooden balls, calledtrucks, are hung upon it, in the same manner as the holy beads are hung upon a catholic’s rosary.
GAGE. SeeWeather-Gage.
ToGAINthe wind, in navigation,gagner au vent, to arrive on the weather-side, or to windward of, some other vessel in sight, when both are plying to windward, or sailing as near the wind as possible.
GALEof wind, a phrase used by sailors to express a storm or tempest. It is more particularly termed a hard gale, or strong gale.
GALEON, a name formerly given to ships of war, furnished with three or four batteries of cannon. It is now retained only by the Spaniards, and applied to the largest size of their merchant ships, employed on West-Indian voyages, and usually furnished with four decks. They likewise bestow the same name on those vessels, whether great or small, which proceed annually to La Vera Cruz. The Portugueze also have several ships which they send to India and the Brazils, nearly resembling the galeons, and by them calledcaragues.
GALLED,raqué, the state of a mast, yard, cable, or other rope, when it is deprived of the surface, and chafed by friction. To preserve those articles from being damaged by this effect, it is therefore usual to cover them with skins, mats, canvas, or such materials, in the places where they are the most exposed to it by the rocking of the vessel. See the articleService.
GALLERY, a balcony projecting from thesternorquarterof a ship of war, or large merchantman. In the former, the stern-gallery is usually decorated with a ballustrade, extending from one side of the ship to the other; the fore-part is limited by a partition called the skreen-bulk head, in which are framed the cabin windows; and the roof of it is formed by a sort of vault, termed thecove, which is frequently ornamented with sculpture. SeeStern.
The quarter gallery of a ship of 74 guns is represented at large, in the plate referred to from the articleQuarter.
GALLEY,galere, a kind of low flat-built vessel, furnished with one deck, and navigated with sails and oars, particularly in the Mediterranean.
The largest sort of these vessels,galeasse, is employed only by the Venetians. They are commonly 162 feet long above, and 133 feet by the keel; 32 feet wide, with 23 feet length of stern-post. They are furnished with three masts, and thirty-two banks of oars; every bank containing two oars, and every oar being managed by six or seven slaves, who are usually chained thereto. In the fore-part they have three little batteries of cannon, of which the lowest is of two 36 pounders, the second of two 24 pounders, and the uppermost of two 2 pounders: three 18 pounders are also planted on each quarter. The compliment of men for one of these galleys is generally 1000 or 1200. They are esteemed extremely convenient for bombarding or making a descent upon an enemy’s coast, as drawing but little water; and having by their oars frequently the advantage of a ship of war, in light winds or calms, by cannonading the latter near the surface of the water; by scouring her whole length with their shot, and at the same time keeping on her quarter or bow, so as to be out of the direction of her cannon.
The gallies next in size to these, which are also called half-gallies, are from 120 to 130 feet long, 18 feet broad, and 9 or 10 feet deep. They have two masts, which may be struck at pleasure, and are furnished with two large lateen sails, and five pieces of cannon. They have commonly 25 banks of oars, as described above. A size still less than these are called quarter-gallies, carrying from twelve to sixteen banks of oars. There are very few gallies now besides those in the Mediterranean, which are found by experience to be of little utility, except in fine weather; a circumstance which renders their service extremely precarious. They generally keep close under the shore, but sometimes venture out to sea to perform a summer cruise. See the articlesQuarterandVessel.
GAMMONING,lieure, a rope used to bind the inner quarter of the bowsprit close down to the ship’s stem, in order to enable it the better to support the stays of the fore-mast, and carry sail in the fore part of the vessel. Seven or eight turns of this rope, fig. 7. plateIV. are passed over the bowsprit A, and through a large hole in the stem or knee of the head Y alternately: after all the turns are drawn as firm as possible, the opposite ones are braced together under the bowsprit by afrapping, as exhibited in the same figure.
GANG, a select number of a ship’s crew appointed on any particular service, and commanded by an officer suitable to the occasion.
GANG-BOARD,planche, a board or plank with several cleats or steps nailed upon it for the convenience of walking into, or out of, a boat upon the shore, where the water is not deep enough to float the boat close to the landing-place.
GANGWAY,passe-avant, a narrow platform, or range of planks, laid horizontally along the upper part of a ship’s side, from the quarter-deck to the forecastle, for the convenience of walking more expeditiously,fore and aft, than by descending into the waist. This platform is therefore peculiar to ships which aredeep-waisted. It is fenced on the outside by several small iron pillars, and a rope extended from one to the other; and sometimes by a netting, to prevent any one from falling off into the sea when the ship is in motion. This is frequently called the gang-board in merchant vessels.
Gangway,echelle, is also that part of a ship’s side, both within and without, by which the passengers enter and depart. It is for this purpose provided with a sufficient number of steps, orcleats, nailed upon the ship’s side, nearly as low as the surface of the water; and sometimes furnished with a railed accommodation-ladder, whose lower end projects from the ship’s side, being secured in this position by iron braces, so as to render the ascent and descent extremely convenient.
Gangway,accoursie, is likewise used to signify a passage left in the hold, when a ship is laden, in order to arrive at any particular place therein, occasionally; as to examine the situation of the provisions or cargo; to discover and stop a leak; or to bring out any article required for service; &c. Finally, a gangway implies a thoroughfare, or narrow passage of any kind.
GARLAND, a sort of net, whose opening is extended by a wooden hoop of sufficient size to admit a bowl or platter within it. It is accordingly used by the sailors as a locker or cupboard to contain their provisions, being hung up to the deck within thebirth, where they commonly mess between-decks.
Shot-Garland,epitie, a piece of timber nailed horizontally along the ship’s side from one gun-port to another, and used to contain the round-shot ready for charging the great guns in battle. For this purpose it is furnished with several semi-globular cavities, corresponding to the size of the cannon-balls which it is employed to contain.
GARNET,garant, a sort of tackle fixed to the main-stay of a merchant ship, and used to hoist in and out the goods of which the cargo is composed.
Garnetis also a small tackle fastened to the clues or lower corners of the main-sail or fore-sail, for the purpose of trussing up those sails, as occasion requires; and hence it is calledClue-Garnet, which see.
GARBOARD-STREAK,gabord, in ship-building, the first range orstreakof planks laid upon a ship’s bottom next to the keel, throughout the whole length of the floor. The edge of this plank is let into a groove or channel in the side of the keel, which is called the rabbit of the garboard-streak.
GASKET,garcet, a sort of platted cord fastened to the sail-yards of a ship, and used tofurlor tie up the sail firmly to the yard. This is performed by wrapping the gasket round the yard and sail six or seven times, the turns being at a competent distance from each other.
GAUNTLOPE, pronounced gauntlet, a race which a criminal is sentenced to run in a vessel of war, as a punishment for felony, or some other heinous offence.
It is executed in the following manner: the whole ship’s crew is disposed in two rows, standing face to face on both sides of the deck, so as to form a lane, whereby to goforwardon one side, and returnafton the other; each person being furnished with a small twisted cord, called a knittle, having two or three knots upon it. The delinquent is then stripped naked above the waist, and ordered to pass forward between the two rows of men, and aft on the other side, a certain number of times, rarely exceeding three; during which every person gives him a stripe as he runs along. In his passage through this painful ordeal he is sometimes tripped up, and very severely handled while incapable of proceeding. This punishment, which is calledrunning the gauntlet,courir la bouline, is seldom inflicted except for such crimes as will naturally excite a general antipathy amongst the seamen; as on some occasions the culprit would pass without receiving a single blow, particularly in cases of mutiny or sedition, to the punishment of which, our common sailors seem to have a constitutional aversion.
GEARS. SeeJears.
GIMBALS,balanciers, the brass rings by which a sea-compass is suspended in its box that usually stands in the binacle. See the articleBinacle.
GIMBLETING, a term particularly applied to the anchor, to denote the action of turning it round by the stock, so that the motion of the stock appears similar to that of the handle of a gimblet, when it is employed to turn the wire.
GIRT, the situation of a ship which is moored so strait by her cables, extending from thehauseto two distant anchors, as to be prevented from swinging or turning about, according to any change of the wind or tide, to the current of which her head would otherwise be directed.
The cables are extended in this manner, by a strong application of mechanical powers within the ship; so that as she veers, or endeavours to swing about, her side bears upon one of the cables, which catches on her heel, and interrupts her in the act of traversing. In this position she must ride with her broadside or stern to the wind or current, till one or both of the cables are slackened so as to sink under the keel; after which the ship will readily yield to the effort of the wind or current, and turn her head thither. See the articleRiding.
GIRT-LINE,cartahu, a rope passing through a single block, on the head of the lower masts, to hoist up the rigging thereof; as also the persons employed to place the rigging and cross-trees upon the mast-heads. The girt-line is therefore the first rope employed to rig a ship, and by means of this all the rest are drawn up and fixed; after which it is removed till the ship is to be unrigged.
GONDOLA, a sort ofbarge, curiously ornamented, and navigated on the canals of Venice; also a passage-boat of six or eight oars, in other parts of the coast of Italy.
GOOGINGS,femelles, certain clamps of iron bolted on the stern-post of a ship, whereon to hang the rudder, and keep it steddy; for which purpose there is a hole in each of them, to receive a correspondent spindle bolted on the back of the rudder, which turns thereby as upon hinges. There are generally four, five, or six googings on a ship’s stern-post and rudder, according to her size, and upon these the rudder is supported, and traverses from side to side as upon an axis. SeeHelm.
GOOSE-NECK, a sort of iron hook fitted on the inner end of a boom, and introduced into a clamp of iron, or eye-bolt, which encircles the mast, or is fitted to some other place in the ship, so that it may be unhooked at pleasure. SeeBoom.
GOOSE-WINGSof a sail, the clues or lower corners of a ship’s main-sail, or fore-sail, when the middle part is furled or tied up to the yard.
The goose-wings are only used in a great storm to scud before the wind, when the sail at large, or even diminished by areef, would be too great a pressure on the ship, in that situation.
GORING,langue, that part of the skirts of a sail, where it gradually widens from the upper part or head, towards the bottom: the goring-cloths are therefore those, which are cut obliquely, and added to the breadth. See Sail.
GRAPPLING, (grapin, Fr.) a sort of small anchor, fitted with four or five flukes or claws, plateIV. fig. 5. and commonly used to ride a boat or other small vessel.
Fire-Grappling,grapin d’abordage, an instrument nearly resembling the former, but differing in the construction of its flukes, which are furnished with strong barbs on their points, fig. 4. plateIV. These machines are usually fixed on the yard-arms of a ship, in order to grapple any adversary whom she intends to board. They are however more particularly useful infire-ships, for the purposes described in that article.
GRATINGS,caillebotis, a sort of open covers for the hatches, formed by several small laths or battens of wood, which cross each other at right angles, leaving a square interval between. They are formed to admit the air and light from above into the lower apartments of the ship, particularly when the turbulence of the sea or weather renders it necessary to shut the ports between decks; and also to let the smoke escape from the lower decks in the time of battle.
GRAVING,oeuvres de marée, the act of cleaning a ship’s bottom when she is laid aground during the recess of the tide. See the articleBreaming, where this operation is particularly explained.
GRIPES,haubans de chaloupe, a machine formed by an assemblage of ropes, hooks, anddead-eyes, and used to secure the boats upon the deck of a ship at sea, and prevent them from being shaken by the labouring of the vessel. The hooks, which are fastened at their ends, are fixed in ring-bolts in the deck on each side of the boat; whence, passing over her middle and extremities, they are extended by means of the dead-eyes, so as to render the boats as firm and secure as possible.
Griping,ardent, the inclination of a ship to run to windward of her course, particularly when she sails with the wind on her beam or quarter. This effect is partly occasioned by the shock of the waves that strike the ship perpetually on the weather-quarter, and force the stern to leeward; but chiefly by the arrangement of the sails, which disposes the ship continually to edge to windward, while in this situation of sailing.
GROMMET,daillot, a sort of small wreath, formed of astrandof rope, and used to fasten the upper edge of a stay-sail to its respective stay, in different places. By means of the grommets, the sail is accordingly hoisted or lowered,i. e.drawn up or down upon its stay, in the same manner as a curtain is extended or drawn along upon its rod, by the assistance of rings. See also the articleHank.
GROUNDING, the act of laying a ship ashore, in order to bream or repair her. It is also applied to running aground accidentally when under sail, or driving in a tempest.
GROUND-TACKLE,amarrages, a general name given to all sorts of ropes and furniture which belong to the anchors, or which are employed in mooring, or otherwise securing a ship in a road or harbour; as cables, hausers, tow-lines, warps, and buoy-ropes.
GROWING, implies the direction of the cable from the ship towards the anchors; as, the cable grows on the starboard-bow,i. e.stretches out forwards on the starboard, or right side.
GUARD-BOAT, a boat appointed to row the rounds amongst the ships of war which are laid up in any harbour, &c. to observe that their officers keep a good look-out, calling to the guard-boat as she passes, and not suffering her crew to come aboard, without having previously communicated: the watch-word of the night.
GUARD-IRONS, certain curved or arched bars of iron placed over the ornamental figures, on a ship’s head or quarter, to defend them from the impression of some other ship when they lie close to, or rub against each other.
GUARD-SHIP, a vessel of war appointed to superintend the marine affairs in a harbour or river, and to see that the ships, which are not commissioned, have their proper watch kept duly, by sending her guard-boats around them every night: she is also to receive seamen who are impressed in the time of war.
GULF,golfe, (golfo, Ital.) a broad and capacious bay, comprehended between two promontories, and sometimes taking the name of a sea, when it is very extensive, but particularly when it only communicates with the sea by means of a streight: such are the Euxine, or Black Sea, otherwise called the gulf of Constantinople; the Adriatic Sea, called also the gulf of Venice; the gulf of Sidra near Barbary, and the gulf of Lions near France: all these gulfs are in the Mediterranean: there are besides the gulf of Mexico, the gulf of St. Lawrence, and the gulf of Calliphornia, which are in North America. There are also the gulf of Persia, otherwise called the Red Sea, between Persia and Arabia; the gulf of Bengal in India, and the gulfs of Cochinchina and Kamtschatca, near the countries of the same name.
GUNNEL, or GUN-WALE,plat-bord, the upper edge of a ship’s side.
GUNNERof a ship of war, an officer appointed to take charge of the artillery and ammunition aboard; to observe that the former are always kept in order, and properly fitted with tackles and other furniture, and to teach the sailors the exercise of the cannon. SeeExercise.
GUN-ROOM, an apartment on the after end of the lower, or gun-deck, of a ship of war; generally destined for the use of the gunner in large ships, but in small ones, it is used by the lieutenants as a dining-room, &c.
GUST,dragon de vent, a sudden and violent squall of wind, bursting from the hills upon the sea, so as to endanger the shipping near the shore. These are peculiar to some coasts, as those of South Barbary and Guinea.
GUTTER-LEDGE,traversier d’ecoutille, a cross-bar laid along the middle of a large hatchway in some vessels, to support the covers, and enable them the better to sustain any weighty body which may be moved or laid thereon.
GUY, a rope used to steddy any weighty body whilst it is hoisting or lowering, particularly when the ship is shaken by a tempestuous sea.
Guyis likewise a large slack rope, extending from the head of the main-mast to the head of the fore-mast, and having two or three large blocks fastened to the middle of it. This is chiefly employed to sustain the tackle used to hoist in and out the cargo of a merchant ship, and is accordingly removed from the mast-heads as soon as the vessel is laden or delivered.
GYBING, the act of shifting any boom-sail from one side of the mast to the other.
In order to understand this operation more clearly, it is necessary to remark, that by a boom-sail is meant any sail whose bottom is extended by aboom, the fore-end of which is hooked to its respective mast, so as to swing occasionally on either side of the vessel, describing an arch, of which the mast will be the center. As the wind or the course changes, it also becomes frequently necessary to change the position of the boom, together with its sail, which is accordingly shifted to the other side of the vessel as a door turns upon its hinges. The boom is pushed out by the effort of the wind upon the sail, and is restrained in a proper situation by a strongtacklecommunicating with the vessel’s stern, and called thesheet. It is also confined on the fore-part by another tackle, called theguy. See the preceding article.
HAGS TEETH, orHakes Teeth, those parts of amatting,pointing, &c. which are interwoven with the rest, in an erroneous and irregular manner, so as to appear aukward in the general uniformity of the work. SeePointing, &c.
HAILING, the salutation or accosting of a ship at a distance, either at sea or in a harbour. The usual expression is, Hoa, the ship ahoay! To which she answers, Holloa! Whence came ye? Where are ye bound? Good voyage! What cheer? All well! How fare ye? &c.
HALIARDS,drisse, the ropes or tackles usually employed to hoist or lower any sail upon its respective masts or stay. See alsoJears.
HAMMOC,branle, a piece of canvas, six feet long and three feet wide, gathered or drawn together at the two ends, and hung horizontally under the deck, lengthways, for the sailors to sleep therein. There are usually from fourteen to twenty inches in breadth allowed between decks for every hammoc in a ship of war: this space however must in some measure depend on the number of the crew, &c. in proportion to the room of the vessel.
In the time of battle the hammocs, together with their bedding, are all firmly corded, and fixed in the nettings on the quarter-deck, or where-ever the men are too much exposed to the view, or fire of the enemy. See the articleEngagement.
HANDINGthe sails, the same operation with furling them, which see.
HAND-OVER-HAND!main avant!the order to the men, who pull upon any rope, to pass their hands alternately one before the other, or one above the other, if they are hoisting, in order to hasten the service.
A sailor is said to go aloft, hand-over-hand, when he ascends into the tops, &c. by a single rope, as a shroud or back-stay, without the help of therattlings, by the dexterity of throwing one hand above the other, and lifting his weight along with it.
HANDSPEC,anspec, a wooden bar used as a lever to heave about the windlass, in order to draw up the anchor from the bottom, particularly in merchant ships: for this purpose the handle or small end is round and tapering; and the other end is square, in order to conform to the shape of the holes in the windlass. It is also employed as a lever on many other occasions, as stowing the anchors, or provisions, or cargo, in the ship’s hold.
Gunner’sHandspec,renard, an handspec shorter and flatter than the above, and armed with two claws, for the purpose of managing the artillery in battle, &c.
HANK for HANK, a phrase expressed of two ships whichtackand make a progress to windward together. The Dolphin and Cerberus turned up the riverhank for hank, without being able to get to windward of each other.
HANKS,daillots, certain wooden rings fixed upon the stays of a ship, whereby to confine the stay-sails thereto at different heights. They are used in the place ofgrommets, being a later invention and much more convenient; because, being framed by the bending of a tough piece of wood into the form of a wreath, and fastened at the two ends by means of notches, they retain their circular figure and elasticity; whereas the grommets, which are formed of rope, are apt to relax in warm weather and adhere to the stays, so as to prevent the sails from being readily hoisted or lowered.
HARBOUR,havre, a general name given to any sea-port or haven; as also to any place convenient for mooring shipping, although at a great distance from the sea. The qualities requisite in a good harbour are, that the bottom be entirely free from rocks or shallows; that the opening be of sufficient extent to admit the entrance or departure of large ships, without difficulty; that it should have good anchoring-ground, and be easy of access; that it should be well defended from the violence of the wind and sea; that it should have room and convenience to receive the shipping of different nations, and those which are laden with different merchandizes; that it be furnished with a good light-house, and have variety of proper rings, posts, moorings, &c. in order to remove or secure the vessels contained therein: and finally, that it have plenty of wood, and other materials for firing, besides hemp, iron, mariners, &c.
HARD-A-LEE,barre à bord,sous le vent, the situation of the helm when it is pushed close to theleeside of the ship, either totackor keep her head to the wind, when lying by ortrying: also the order to put the helm in this position.
HARD-A-WEATHER,arrive tout, the order to put the helm close to the weather or windward side of the ship, in order to bear away. It is likewise the position of the helm, in consequence of that order; being in both senses opposed tohard-a-lee.
HARPINGS, the fore-parts of the wales which encompass the bow of a ship, and are fastened to the stem, being thicker than the after part of the wales, in order to reinforce the ship in this place, where she sustains the greatest shock of resistance in plunging into the sea, or dividing it, under a great pressure of sail.
Cat-Harpings. SeeCat-Harpings.
HARPOON, (harpon, Fr.) a spear or javelin used to strike the whales in the Greenland fishery.
The harpoon, which is sometimes called the harping-iron, is furnished with a long staff, having at one end a broad and flat triangular head, sharpened at both edges, so as to penetrate the whale with facility: to the head of this weapon is fastened a long cord, called the whale-line, which lies carefullycoiledin the boat, in such a manner, as to run out without being interrupted or intangled. As soon as the boat has rowed within a competent distance of the whale, the harponeer launches his instrument; and the fish, being wounded, immediately descends under the ice with amazing rapidity, carrying the harpoon along with him, and a considerable length of the line. Being soon exhausted with the fatigue and loss of blood, he re-ascends in order to breathe, where he presently expires, and floats upon the surface of the water, when they approach the carcase by drawing in the whale-line.
HATCH, or HATCHWAY,ecoutille, a square or oblong opening in the deck of a ship, of which there are several, forming the passages from one deck to another, and into thehold, or lower apartments. See theDeck, plateIII. where A represents the main-hatchway of the lower deck; N N, the fore-hatchway; and O O, the after-hatchway.
There are likewise hatches of a smaller kind, called scuttles. See U U in the same figure, as also the articleScuttle.
Hatchesis also, although improperly, a name applied by sailors to the covers or lids of the hatchways.
ToHAUL,haler, an expression peculiar to seamen, implying to pull a single rope, without the assistance of blocks, or other mechanical powers: when a rope is otherwise pulled, as by the application of tackles, or the connection with blocks, &c. the term is changed intobowsing. See also the articlesBowse,Hoist, andRowsing.
ToHaulthe wind,venir an vent, to direct the ship’s course nearer to that point of the compass from which the wind arises. Thus supposing a ship sailing south-west, with the wind northerly, and some particular occasion renders it necessary to haul the wind farther to the westward; to perform this operation it is necessary to arrange the sails more obliquely with her keel; to brace the yards more forward, by slackening the starboard, and pulling in the larboard braces, and to haul the lowersheetsfarther aft: and finally, to put the helm a-port,i. e.over to the larboard side of the vessel. As soon as her head has turned directly to the westward, and her sails are trimmed accordingly, she is laid to have hauled the wind four points, that is to say, from S. W. to W. She may still go two points nearer to the direction of the wind, by disposing her sails according to their greatest obliquity; or, in the sea-phrase, bytrimming all sharp: and in this situation she is said to be close-hauled, as sailing W. N. W. See the articlesClose-hauledandSailing.
HAUSE, or HAWSE, is generally understood to imply the situation of the cables before the ship’s stem, when she is moored with two anchors out from forward, viz. one on the starboard, and the other on the larboardbow. Hence it is usual to say, She has a clear hause, or a foul hause. It also denotes any small distancea-headof a ship, or between her head and the anchors employed to ride her; as, “He has anchored in our hause;” the “brig fell athwart our hause,” &c.
A ship is said to ride with a clear hause, when the cables are directed to their anchors, without lying athwart the stem; or crossing, or being twisted round each other, by the ships winding about, according to the change of the wind, tide, or current.
A foul hause, on the contrary, implies that the cables lie across the stem, or bear upon each other, so as to be rubbed and chafed by the motion of the vessel.
The hause accordingly is foul, by having either a cross, an elbow, or a round turn. If the larboard cable, lying across the stem, points out on the starboard side, while the starboard cable at the same time grows out on the larboard side, there is a cross in the hause. If, after this, the ship, without returning to her former position, continues to wind about the same way, so as to perform an entire revolution, each of the cables will be twisted round the other, and then directed out from the opposite bow, forming what is called a round turn. An elbow is produced when the ship stops in the middle of that revolution, after having had a cross: or, in other words, if she rides with her head northward with a clear hause, and afterwards turns quite round so as to direct her head northward again, she will have an elbow. See the articlesElbowandRiding.
Hause-holes,ecubiers, certain cylindrical holes cut through the bows of a ship on each side of the item, through which the cables pass in order to be drawn into, or let out of the vessel, as occasion requires. They are represented byd din fig. 10. plateIV. being fortified on each side by the
Hause-pieces, a name given to the foremost timbers of a ship, whose lower ends rest upon the knuckle-timber, or the foremost of the cant-timbers. They are generally parallel to the stem, having their upper ends sometimes terminated by the lower part of the beak-head, and otherwise, by the top of the bow, particularly in small ships and merchantmen.
HEAD, an ornamental figure erected on the continuation of a ship’s stem, as being expressive of her name, and emblematical of war, navigation, commerce, &c.
The heads which have any affinity to war or navigation, are in general either historical, as referring to some of the deities or heroes of antiquity; or allegorical, as alluding to some of the natural consequences of battle, or the virtues most essential to a life exposed to perpetual danger. Thus, in the former sense, they represent a Neptune, an Alcides; a Mars, an Achilles; a Minerva, or a Jason; and in the latter they produce aMagnanime, an Intrepid, a Revenge, or a Victory.
The head of a ship however has not always an immediate relation to her name, at least in the British navy. Various instances might be produced to shew, that our artists, as it suits their conveniency or judgment, can dispense with this supposed idea of propriety. Hence we sometimes observe the place of a Jason supplied by a Medea; or a best of prey made the representative of an illustrious lady. The same liberty of design may therefore, with equal propriety, be allowed to symbolize the successes of our arms, by a groupe of heterogeneous figures, of sundry shapes and sizes, according to the artists opinion of their superiority or subordination. Their attitude and situation, as well as their size, must accordingly depend, in a great measure, on the space into which they are to be crowded: for although the figures may be of equal importance in themselves, yet as there is not room for them all, as large as the life, on a ship’s head, it becomes expedient to diminish a few, in order to give place to others. The emblems by which allegorical figures are usually characterized in painting, poetry, and sculpture, are not always thought necessary in a work of this kind, nor even the postures in which these figures are exhibited. And indeed, if we reflect with how much labour and application the workman has endeavoured to fill up every vacancy with some little figure of a convenient form and size, we ought rather to admire his ingenuity than censure him for a violation of those general rules of art, by which it is supposed necessary, on such occasions, to relieve the eye from a scene of perplexity and confusion.
The heads of many of our ships of war have undoubtedly great beauty and propriety; and candour must acknowledge that some of the most elegant and judicious have been borrowed from the French designs, which are never left to the invention of illiterate mechanics. A multitude of ornaments appears rather unnecessary in any building calculated for the purposes of war. If there be any general rule to determine the subjects, and the quantity of sculpture employed in ship-building, it seems to be connected with the ideas of dignity and simplicity. These too are the genuine characteristics of the Grecian and Roman orders of architecture, as opposed to that perplexity, and rage for embellishment, which peculiarly distinguish the Gothic. It is hardly possible for us to recollect the various disasters to which a single hero, or goddess, on the head of a ship, is exposed by tempestuous weather, battle, and the unexpected encounter of ships, without trembling for the havoc and indecency that may happen in an assemblage of gods and conc-shells, princesses and satyrs; heroes, blunder-buffes, sea-monsters, little children, globes and thunder-bolts, and all the apparatus necessary to constitute the head of a ship of the first class in our navy.
In plateIV. we have sketched four heads, which are calculated for vessels of different sizes and constructions. Fig. 6. exhibits an image of Hercules brandishing his club over the heads of Cerberus, calculated for a ship of the line. Fig. 7. represents Jupiter riding on his eagle, and armed with his thunders, being a suitable head for a capital ship. The eagle displayed by fig. 8. may serve for a frigate; and fig. 9. which expresses an incumbent dragon, is very proper for any small vessel with a projecting beak or prow. These figures have been selected from many others, because, being very rarely used to decorate the head of a ship, it is possible that several of our readers may never before have observed them. The two first, which are usually called image-heads, are bold, warlike, and classical. The eagle in the third is certainly a proper emblem of dignity, force, and velocity: and it is apprehended neither the representation of the latter, nor any other figure in that position, are to be met with amongst our shipping.
Head,avant, is also used, in a more enlarged sense, to signify the whole front or fore part of the ship, including the bows on each side: the head therefore opens the column of water through which the ship passes when advancing. Hence we say, head-sails, head-sea, head-way, &c.
Thus fig. 10. plateIV. represents one side of the fore-part, or head of a seventy-four gun ship, together with part of the bow, keel, and gunnel. The names of the several pieces, exhibited therein, are as follow:
A A fore part of the keel, witha athe two false keels beneath it.
A C The stem.
a aThe cat-head.
b bThe supporter of the cat-head,sous-barbe.
c cThe knight-head, or bollard-timber, of which there is one on each side, to secure the inner-end of the bowsprit.
d dThe hause-holes.
e eThe navel-hoods,i. e.thick pieces of plank laid upon the bow to strengthen the edges of the hause-holes.
fThe davit-chock, by which thedavitis firmly wedged while employed to fish the anchor.
gThe bulk-head, which terminates the forecastle on the fore-side, being called the beak-head bulk-head by ship-wrights.
H The gun-ports of the lower deck.
hThe gun-ports of the upper deck and forecastle.
I, I, The channels, with their dead-eyes and chain-plates.
iThe gripe, or fore-foot, which unites the keel with the stem, forming a part of either.
k kThese dotted lines represent the thickness and descent of the different decks from the fore-part of the ship towards the middle. The lowest of the three dotted lineslexpresses the convexity of the beams, the difference between the height of the deck in the middle of its breadth, and at the ship’s side. This is also exhibited more clearly in the midship-frame, where the real curve of the beam is delineated.
N. B. These lines must be always parallel to the lines which terminate the gun-ports above and below.
m mThe timbers of the head part of the bowsprit.
X The rails of the head which lie across the timbers.
Q Z Fore-part of the main-wale.
R X Fore-part of the channel-wale.
U C The load water-line.
See also the continuation of a ship throughout her whole length, upon a smaller scale, plateI.Elevation.
Fig. 11. represents a head-view of a ship, with the projection of her principal timbers, and all her planks laid on one side. This figure corresponds to that of the elevation, plateI. and the stern-view, fig. 2. plateX.
It is evident that the fore-part of a ship is called its head, from the affinity of motion and position it bears to a fish, and in general to the horizontal situation of all animals whilst swimming.
By theHead, the state of a ship, which is laden deeper at the fore-end than the after-end.
Head-fast,amarre d’avant, a rope employed to fasten a ship to a wharf, chain, or buoy, or to some other vessel along-side.
Head-land,acrotere, a name frequently given to a cape, or promontory.
Headmost, the situation of any ship or ships which are the most advanced in a fleet, or line of battle.
Head-rope, that part of the bolt-rope which terminates any of the principal sails on the upper-edge, which is accordingly sewed thereto. See the articleBolt-rope.
Head-sails,voiles de l’avant, a general name for all those sails which are extended on the fore-mast and bowsprit, and employed to command the fore-part of the ship: such are the fore-sail, fore-top-sail, fore-top-gallant-sail, jib, fore-stay-sail, and the sprit-sail with its top-sail. This term is used in opposition toafter-sails, which see.
Head-to-wind,de bout au vent, the situation of a ship or boat, when her head is turned to windward.
Head-way,sillage, the motion of advancing at sea. It is generally used when a ship first begins to advance; or in calm weather, when it is doubtful whether she is in a state of rest or motion. It is in both senses opposed to retreating, or moving with the stern foremost. See the articleStern-way.
HEART,moque, a peculiar sort of dead-eye, somewhat resembling the shape of a heart, but differing from the common dead-eyes, inasmuch as it is only furnished with one large hole in the middle, fig. 32. plateII. whereas the common dead-eyes have always three holes. The hearts are principally used to contain thelaniards, by which the stays are extended. SeeDead-Eye.
HEAVER, a name given by seamen to a wooden staff, employed by them as a lever on many occasions; particularly in setting up the top-mast-shrouds, frapping the top masts, dropping the larger blocks, seizing the standing rigging, &c. See those articles.
HEAVING,virer, (heafian, Sax.) the act of turning about acapstern,windlass, or other machine of the like kind, by means of bars or handspecs.
Heavingthe lead. See the articleSounding.
Heavinga-head, is advancing the ship by heaving-in the cable, or other rope, which is fastened to an anchor at some distance before her. To heave a-stern is therefore to draw the ship backwards by the same operation.
Heaving-down. See the articleCareening.
Heaving-out, the act of unfurling and throwing loose a sail from the place where it had been rolled and fastened. This phrase is more particularly applied to the stay-sails: thus we say, “Loose the top-sails, and heave out the stay-sails!” which is accordingly done, either tosetordrythem.
Heaving-short, is the drawing so much of the cable into the ship, by means of the capstern or windlass, as that by advancing, she will be almost perpendicularly above the anchor, and in a proper situation to set sail.
Heaving-taught, the act of heaving about the capstern, till the rope applied thereto becomes streight and ready for action.
HEEL,talon, a name usually given to the after-end of a ship’s keel; as also to the lower end of the stern-post, to which it is firmly connected.
Heelof a mast, the lower end, which is diminished into the frustrum of a pyramid, so as to sink immoveably into a hole of the same shape, cut in the step, which is attached to the ship’s keel.
Heelof a top-mast, the lower end, which is sustained upon thetressel-treesby means of an iron bar, called the fid. See the articleMast.
ToHeel,carguer, to stoop or incline to either side. It is usually applied to a ship when she is forced into this position by the wind acting upon her sails, while braced obliquely across her; or by being ballasted so as to lean more to one side than the other. See the articlesCrank,Stiff, andTrim.
HELM,gouvernail, (helme, Sax.) a long and flat piece of timber, or an assemblage of several pieces, suspended along the hind part of a ship’s stern-post, where it turns upon hinges to the right or left, serving to direct the course of the vessel, as the tail of a fish guides the body.
The helm is usually composed of three parts, viz. the rudder, the tiller, and the wheel, except in small vessels, where the wheel is unnecessary.
The length and breadth of the rudder are represented in plateVIII. where it is evident that it becomes gradually broader in proportion to its distance from the top, or to its depth under the water. Theback, or inner part of it, which joins to the stern-post, is diminished into the form of a wedge throughout its whole length, so as that the rudder may be more easily turned from one side to the other, where it makes an obtuse angle with the keel. The hinges upon which it is supported are also expressed in this figure. Those which are bolted round the stern-post to the after extremity of the ship, are called googings, and are furnished with a large hole on the afterpart of the stern-post. The other parts of the hinges, which are bolted to the back of the rudder, are called pintles, being strong cylindrical pins, which enter into the googings, and rest upon them. The length and thickness of the rudder is nearly equal to that of the stern-post, as represented in fig. 1. plateX.
The rudder is turned upon its hinges by means of a long bar of timber, called the tiller, which is fixed horizontally in its upper end within the vessel. The movements of the tiller to the right and left, accordingly, direct the efforts of the rudder to the government of the ship’s course as she advances, which, in the sea-language, is called steering. The operations of the tiller are guided and assisted by a sort of tackle, communicating with the ship’s side, called the tiller-rope, which is usually composed of untarred rope-yarns, for the purpose of traversing more readily through the blocks or pullies.
In order to facilitate the management of the helm, the tiller-rope, in all large vessels, is wound about a wheel, which acts upon it with the powers of a crane or windlass. The rope employed in this service being conveyed from the fore-end of the tillerk, to a single blocki, on each side of the ship, (plateIII.Deck) is farther communicated to the wheel, by means of two blocks, suspended near the mizen-mast, and two holes immediately above, leading up to the wheel, which is fixed upon an axis, on the quarter-deck, almost perpendicularly over the fore end of the tiller. Five turns of the tiller-rope are usually wound about the barrel of the wheel, and, when the helm is amidship, the middle turn is nailed to the top of the barrel, with a mark by which the helmsman readily discovers the situation of the helm, as the wheel turns it from the starboard to the larboard side. The spokes of the wheel generally reach about eight inches beyond the rim or circumference, serving as handles to the person who steers the vessel. As the effect of a lever increases in proportion to the length of its arm, it is evident that the power of the helmsman, to turn the wheel, will be increased according to the length of the spokes, beyond the circumference of the barrel.
When the helm, instead of lying in a right line with the keel, is turned to one side or the other, as in BD, fig. 1. plateV. it receives an immediate shock from the water, which glides along the ship’s bottom in runningaftfrom A to B; and this fluid pushes it towards the opposite side, whilst it is retained in this position: so that the stern, to which the rudder is confined, receives the same impression, and accordingly turns from B tobabout some pointcwhilst the head of the ship passes from A toa. It must be observed, that the current of water falls upon the rudder obliquely, and only strikes it with that part of its motion which acts according to the sine of incidence, pushing it in the direction N P, with a force which not only depends on the velocity of the ship’s course, by which this current of water is produced, but also upon the extent of the sine of incidence. This force is by consequence composed of the square of the velocity with which the ship advances, and the square of the sine of incidence, which will necessarily be greater or smaller according to circumstances; so that if the vessel runs three or four times more swiftly, the absolute shock of the water upon the rudder will be nine or sixteen times stronger under the same incidence: and, if the incidence is increased, it will yet be augmented in a greater proportion, because the square of the sine of incidence is more enlarged. This impression, or, what is the same thing, the power of the helm, is always very feeble, when compared with the weight of the vessel; but as it operates with the force of a long lever, its efforts to turn the ship are extremely advantageous. For the helm being applied to a great distance from the centre of gravity, G, or from the point about which the vessel turns horizontally, if the direction P N of the impression of the water upon the rudder be prolonged, it is evident that it will pass perpendicularly to R, widely distant from the centre of gravity G: thus the absolute effort of the water is very powerful. It is not therefore surprizing that this machine impresses the ship with a considerable circular movement, by pushing the stern from B tob, and the head from A toa; and even much farther, whilst the sails with rapidity: because the effect of the helm always keeps pace with the velocity with which the vessel advances[31].
Amongst the several angles that the rudder makes with the keel, there is always one position more favourable than any of the others, as it more readily produces the desired effect of turning the ship, in order to change her course. To ascertain this, it must be considered, that if the obliquity of the rudder with the keel is greater than the obtuse angle A B D, so as to diminish that angle, the action of the water upon the rudder will increase, and at the same time oppose the course of the ship in a greater degree; because the angle of incidence will be more open, so as to present a greater surface to the shock of the water, by opposing its passage more perpendicularly. But at that time the direction N P of the effort of the helm upon the ship will pass, with a smaller distance from the centre of gravity G towards R, and less approach the perpendicular N L, according to which it is absolutely necessary that the power applied should act with a greater effect to turn the vessel. Thus it is evident that if the obtuse angle A B D is too much enclosed, the greatest impulse of the water will not counterbalance the loss sustained by the distance of the direction N P from N L; or by the great obliquity, which is given to the same direction N P of the absolute effort of the helm with the keel A B. If, on the contrary, the angle A B D is too much opened, the direction N P of the force of action of the helm will become more advantageous to turn the vessel, because it will approach nearer the perpendicular N L; so that the line prolonged from N P will increase the line G R, by removing R to a greater distance from the centre of gravity G: but then the helm will receive the impression of the water too obliquely, for the angle of incidence will be more acute; so that it will only present a small portion of its breadth to the shock of the water, and by consequence will only receive a feeble effort. By this principle it is easy to conceive, that the greatest distance G R from the centre of gravity G is not sufficient to repair the diminution of force occasioned by the too great obliquity of the shock of the water. Hence we may conclude, that when the water either strikes the helm too directly, or too obliquely, it loses a great deal of the effect it ought to produce. Between the two extremes there is therefore a mean position, which is the most favourable to its operations.
The diagonal N P of the rectangle I L represents the absolute direction of the effort of the water upon the helm. N I expresses the portion of this effort which is opposed to the ship’s head-way, or which pushes her astern, in a direction parallel to the keel. It is easily perceived that this part N I of the whole power of the helm contributes but little to turn the vessel; for if I N is prolonged, it appears that its direction approaches to a very small distance G V from the centre of gravity G, and that the arm of the lever B N=G V, to which the force is applied, is not in the whole more than equal to half the breadth of the rudder: but the relative force N L, which acts perpendicular to the keel, is extremely different. If the first N I is almost useless, and even pernicious, by retarding the velocity; the second N L is capable of a very great effect, because it operates at a considerable distance from the centre of gravity G of the ship, and acts upon the arm of a lever G E, which is very long. Thus it appears, that between the effects N L and N I, which result from the absolute effort N P, there is one which always opposes the ship’s course, and contributes little to her motion of turning; whilst the other produces only this movement of rotation, without operating to retard her velocity[32].