Ships of the third rate carry from 64 to 80 cannon, which are 32, 18, and 9 pounders. The 80–gun ships however begin to grow out of repute, and to give way to those of 74, 70, &c. which have only two whole batteries; whereas the former have three, with 28 guns planted on each, the cannon of their upper-deck being the same as those on the quarter-deck and fore-castle of the latter, which are 9 pounders. The complement in a 74 is 650, and in a 64, 500 men; having, in peace, 4 lieutenants, but in war, 5; and when an admiral is aboard, 6. They have 3 master’s mates, 16 midshipmen, 3 surgeon’s mates, 10 quarter-masters and their mates, 6 boatswain’s mates and yeomen, 4 gunner’s mates and yeomen, with 18 quarter-gunners, 1 carpenter’s mate, with 8 assistants, and 1 steward and steward’s mate under the purser.
Ships of the fourth rate mount from 60 to 50 guns, upon two decks, and the quarter-deck. The lower tier is composed of 24 pounders, the upper tier of 12 pounders, and the cannon on the quarter-deck and fore-castle are 6 pounders. The complement of a 50 gun ship is 350 men, in which there are three lieutenants, 2 master’s mates, 10 midshipmen, 2 surgeon’s mates, 8 quarter-masters and their mates, 4 boatswain’s mates and yeomen, 1 gunner’s mate and 1 yeoman, with 12 quarter-gunners, 1 carpenter’s mate and 6 assistants, and a steward and steward’s mate.
All vessels of war, under the fourth rate, are usually comprehended under the general name of frigates, and never appear in the line of battle. They are divided into the 5th and 6th rates, the former mounting from 40 to 32 guns, and the latter from 28 to 20. The largest of the fifth rate have two decks of cannon, the lower battery being of 18 pounders, and that of the upper-deck of 9 pounders; but those of 36 and 32 guns have only one complete deck of guns, mounting 12 pounders, besides the quarter-deck and fore-castle, which carry 6 pounders. The complement of a ship of 44 guns, is 280 men and that of a frigate of 36 guns, 240 men. The first has 3, and the second 2 lieutenants; and both have 2 master’s mates, 6 midshipmen, 2 surgeon’s mates, 6 quarter-masters and their mates, 2 boatswain’s mates and 1 yeoman, 1 gunner’s mate and 1 yeoman, with 10 or 11 quarter-gunners, and 1 purser’s steward.
Frigates of the 6th rate carry 9 pounders, those of 28 guns having 3 pounders on their quarter-deck, with 200 men for their complement; and those of 24, 160 men; the former has 2 lieutenants, the latter, 1; and both have 2 master’s mates, 4 midshipmen, 1 surgeon’s mate, 4 quarter-masters and their mates, 1 boatswain’s mate and 1 yeoman, 1 gunner’s mate and 1 yeoman, with 6 or 7 quarter-gunners, and 1 purser’s steward.
The sloops of war carry from 18 to 8 cannon, the largest of which have 6 pounders; and the smallest, viz. those of 8 and 10 guns, 4 pounders. Their officers are generally the same as in the 6th rates, with little variation; and their complements of men are from 120 to 60, in proportion to their force or magnitude.
N. B. Bomb-vessels are on the same establishment as sloops; but fire-ships and hospital-ships are on that of fifth rates.
Having already exhibited the dimensions of the largest first rate in our navy, we have, in the following table, collected those of the inferior rates:
Nothing more evidently manifests the great improvement of the marine art, and the degree of perfection to which it has arrived in England, than the facility of managing our first rates; which were formerly esteemed incapable of government, unless in the most favourable weather of the summer. In testimony of this observation we may, with great propriety, produce the example of the Royal George, which, during the whole course of the late war, was known to be as easily navigated, and as capable of service, as any of the inferior ships of theline, and that frequently in the most tempestuous seasons of the year. The ingenious M. Du Hamel, who is eminently distinguished for his knowledge of marine affairs, has indeed judiciously objected to the defects and bad qualities of such large ships[51]. It is nevertheless hardly possible for any Englishman, who was witness to the defeat of M. Conflans, by the victorious Sir Edward Hawke, on the ever-memorable 20th of November, without dissenting a while from that gentleman’s opinion. In reality, a fact, confirmed by repeated experience, must unavoidably triumph over all theoretical conclusions.
Ships of the second rate, and those of the third, which have three decks, carry their sails remarkably well, and labour very little at sea. They are excellent in a general action, or in cannonading a fortress. Those of the third rate, which have two tiers, are fit for the line of battle, to lead the convoys and squadrons of ships of war in action, and in general, to suit the different exigencies of the naval service.
The fourth rates may be employed on the same occasions as the third rates, and may be also destined amongst the foreign colonies, or on expeditions of great distance; since these vessels are usually excellent for keeping and sustaining the sea.
Vessels of the fifth rate are too weak to suffer the shock of a line of battle; but they may be destined to lead the convoys of merchant-ships, to protect the commerce in the colonies, to cruize in different stations, to accompany squadrons, or be sent express with necessary intelligence and orders. The same may be observed of the sixth rates.
The frigates, which mount from 28 to 38 guns upon one deck, with the quarter-deck, are extremely proper for cruizing against privateers, or for short expeditions, being light, long, and usually excellent sailers.
RATTLINGS,enflechures, certain small lines which traverse theshroudsof a ship horizontally, at regular distances from the deck, upwards, and forming a variety of ladders, whereby to climb to any of the mast-heads, or descend from them. Hence the term is apparently derived fromrath, an obsolete word, signifying an hill.
In order to prevent the rattling from slipping down by the weight of the sailors, they are firmly attached by a knot, called aclove-hitch, to all the shrouds, except the foremost or aftmost; where one of the ends, being fitted with an eye-splice, is previously fastened with twine or packthread.
REACH, (ræcan, Sax.) the line, or distance, comprehended between any two points or stations on the banks of a river, wherein the current flows in a streight uninterrupted course.
REAR, (arriere, Fr.) a name given to the last division of a squadron, or the last squadron of a fleet, and which is accordingly commanded by the third officer of the said fleet or squadron. See the articleDivision.
REEF,ris, (reef, Dutch) a certain portion of a sail, comprehended between the top or bottom, and a row of eyelet-holes parallel thereto.
The intention of the reef is to reduce the surface of the sail in proportion to the increase of the wind; for which reason there are several reefs parallel to each other in the superior sails, whereby they may be still farther diminished, in order to correspond with the several degrees of the gale. Thus the top-sails of ships are usually furnished with three reefs,lmn, fig. 1. plateIX. parallel to the yard; and there are always three or four reefs, parallel to the bottom on those main-sails and fore-sails, which are extended upon booms: a circumstance common to many of the small vessels.
Reefalso implies a chain of rocks, lying near the surface of the water.
REEF-BAND, a piece of canvas, sewed across the sail, to strengthen it in the place where the eyelet-holes of the reefs are formed.
REEFING, the operation of reducing a sail, by taking in one or more of the reefs, which is either performed by lines,points, orknittles.
Thus the top-sails are always, and the courses generally, reefed with points, which are flat braided pieces of cordage, whose lengths are nearly double the circumference of the yard. These being inserted in the eyelet-holes, are fixed in the sail by means of two knots in the middle, one of which is before, and the other behind the reef-band.
In order to reef the top-sails with more facility and expedition, they are lowered down and made toshiverin the wind, which considerably relaxes their tension. The extremities of the reef are then drawn up to theyard-armsby an assemblage of pullies communicating with the deck, termed thereef-tackle; and they are securely fastened to the yard-arms by small cords, calledearings. The space of sail, comprehended in the reef, is then laid smoothly over the yard, in several folds, or doubles: and the whole is completed by tying the points about the yard, so as to bind the reef close up to it.
The courses of large ships are either reefed with points or small cords, which are thence calledreef-lines. In the latter case the line is passed spirally through the eyelet-holes of the reef, and over the head of the sail alternately, and afterwards strained as tight as possible. It must be observed, however, that the reef-line is sometimes passed round the yard, and sometimes only round the head of the sail; and each of these methods have their advocates, with arguments more or less convincing. But if it should appear essential to prevent the friction by which a sail is galled between the line and the yard; and as the rope-bands are sufficient to sustain the effort of the sail, it is certainly much better to pass the line only round the sail, provided that the turns are inserted through theroband-legs; a circumstance which is carefully practised by every skilful sailor.
The same reason may be alledged, with equal propriety, in favour of tying the points of the courses in the same manner; that is to say, the after-end of the point should be thrust forward between the head of the sail and the yard; and the fore-leg of the said point should come aft over the head of the sail, and also under the yard: and thus crossed over the head of the sail, the point should be extended, and the two ends brought over the yard, and tied on the upper side of it as strait as possible.
When a sail is reefed at the bottom, it is done byknittles, which being thrust through the eyelet-holes thereof, are tied firmly about the space of canvas of which the reef is composed, and knotted on the lower side of the bolt-rope. These knittles are accordingly removed as soon as the reef is let out.
Besides the manner above described, there are other methods of reducing a sail to the storm, as explained in the articlesGoose-WingandBalance.
REEF-TACKLE, a rope which passes from the deck to ablockat the topmast-head, and thence to another block at the topsail-yard-arm, where it communicates with another rope, called itspendant, that runs downwards through a hole in the yard, and is afterwards attached to acringle, a little below the lowest reef, as exhibited by fig. 1. plateIX. wherebis the reef-tackle, andithe pendant thereof. It is used, as we have already observed, to pull the skirts of the reefs close up to the extremities of the topsail-yards, in order to lighten the sail, the weight of which would otherwise render it very difficult to perform this operation.
REELof the log. See the articleLog.
ToREEVE, is to pass the end of a rope through any hole, as the channel of a block, the cavity of a thimble, cleat, ring-bolt, &c.
RECKONING. SeeDead-Reckoning.
REFITTING, is generally understood to imply the repairing any damages, which a ship may have sustained in her sails or rigging, by battle or tempestuous weather; but more particularly by the former. SeeEngagementandRepair.
REIGNING-WINDS, a name given to the winds which usually prevail on any particular coast or region, the knowledge of which is essentially necessary to every pilot who is charged with the navigation in those seas.
RELIEVING-TACKLES, two strong tackles, used to prevent a ship from overturning on thecareen, and to assist in bringing her upright after that operation is compleated.
The relieving-tackles are furnished with two strongguys, (attrapes) orpendants, by which their efforts are communicated, under the ship’s bottom, to the opposite side, where the ends of the guys are attached to the lower gun-ports. The other ends of the tackles are hooked to the wharf, orpontoon, by which the vessel is careened. Thus if the ship is first to be laid down on the larboard-side, which is nearest the wharf, the relieving-tackles are passed under her bottom from the said wharf, and attached to the starboard-side, by which they will restrain her from falling lower than is necessary. SeeRighting.
Relieving-Tackle, is also a name sometimes given to the train-tackles of a gun-carriage. SeeCannonandExercise.
RENDERING, as a sea-term, is generally understood to be the effect of yielding, or giving way, without resistance, to the efforts of some mechanical power. It is usually expressed of a complicated tackle,laniard, orlashing, when the effect of the power applied is communicated with facility to all the parts, without being interrupted in its passage. It is therefore used in contra-distinction to sticking or jamming.
RENDEVOUS, the port, or place of destination, where the several ships of a fleet or squadron are appointed to rejoin the whole, in case of a separation, occasioned by tempestuous weather, or other unforeseen accident.
REPAIR,radoub, the operation of amending any injuries, or supplying any deficiencies, which a ship may have received by age, battle, tempestuous weather, &c.
The repair is necessarily greater or smaller, in proportion to the loss which the vessel has sustained. Accordingly a suitable number of thetimbers,beams, orplanks, or a sufficient part of either, are removed, and new pieces fixed in their places. The whole is completed bybreaming,calking, andpayingthe body with a new composition of stuff. SeeDocking.
REPRISE, a ship which is retaken from the enemy, soon after the first capture; or at least before she has arrived in any neutral or hostile port.
If a vessel, thus retaken, has been twenty-four hours in the possession of the enemy, it is deemed a lawful prize; but if it be retaken within that time, it is to be restored to the proprietor, with every thing therein, upon his allowing one-third to the vessel who made the reprise. Also if the reprise has been abandoned by the enemy, either in a tempest, or from any other cause, before it has been led into any port, it is to be restored to the proprietor.
RETREAT, the order or disposition in which a fleet of French men of war decline engagement, or fly from a pursuing enemy[52].
RHOMB-LINE, a line prolonged from any point of the compass on a nautical chart, except the four cardinal points.
RIBBANDS,lisses, (fromribandbend) in naval architecture, long narrow flexible pieces of timber, nailed upon the outside of the ribs, from thestemthestern-post, so as to envelop the ship lengthways, and appear on her side and bottom like the meridians on the surface of the globe.
The ribbands, being judiciously arranged with regard to their height and distance from each other, and forming regular sweeps about the ship’s body, will compose a kind of frame, whose interior surface will determine the curve of all the intermediate, or filling-timbers, which are stationed between the principal ones. As the figure of the ship’s bottom approaches to that of a conoid, and the ribbands having a limited breadth, it is apparent, that they cannot be applied to this convex surface without forming a double curve, which will be partly vertical and partly horizontal; so that the vertical curve will increase by approaching the stem, and still more by drawing near the stern-post. It is also evident, that by deviating from the middle line of the ship’s length, as they approach the extreme breadth at themidship-frame, the ribbands will also form an horizontal curve. The lowest of these, which is terminated upon the stem and stern-post, at the height of therising-line of the floor, and answers to the upper part of the floor-timber upon the midship-frame, is called thefloor-ribband. That which coincides with thewing-transom, at the height of the lower-deck upon the midship-frame, is termed thebreadth-ribband: all the rest, which are placed between these two, are called intermediate ribbands.
From this double curve it results, that the ribbands will appear in different points of view, when delineated upon different planes of the same ship. To conceive this, let us suppose the skeleton of a ship upon the stocks, as in plateIV. fig. 11. and plateX. fig. 2. with the ribbands represented by dotted lines upon her bottom, If a spectator is placed opposite to the stem or stern-post, on a line prolonged from the keel, he will only view the projection of the ribbands on the plane of the midship-frame, in which the horizontal curve is very little perceived; he will discover part of the vertical curve, which rises continually from the extreme breadth towards the stem and stern, so that they must be drawn upon the plane of projection as oblique lines, which terminate upon the midship-frame at the point where the ribband touches it, and upon the stem and stern-post at the point where their ends are lodged.
If the spectator were to change his position, and perceive the projection of the ribbands upon a plane, supposed to be elevated upon the length of the keel, he would also discover their vertical curve, as it is sometimes expressed in the sheer-draught, without distinguishing the horizontal one.
But if we imagine the eye of the spectator placed considerably above the ship, on a line perpendicular to the middle of the keel, he will then discover the projection of the ribbands upon the plane of the ground beneath the ship, and view the horizontal curve, (see thehorizontal plane, plateI.) without perceiving the perpendicular one.
In order to give the reader as distinct an idea as possible of the ribbands, we have, besides the above representations, exhibited a perspective view of them in the frame or skeleton of a small vessel, referred to, from the articleTimber.
RIBSof a ship, a figurative expression for the timbers. See that article.
Ribsof a parrel. SeeParrel.
RIDERS, a sort of interior ribs, fixed occasionally in a ship’s hold opposite to some of the principal timbers, and reaching from the kelson to the beams of the lower-deck, and sometimes higher, in order to strengthen her frame. They are bolted to the other timbers, to support them when it is apprehended the ship is not sufficiently strong in the part where they are fixed; which is generally amidships.
The riders have also their floor-pieces and futtocks, and sometimes their top-pieces, all of which are scarfed to each other in the same manner as in the timbers.
The riders ought to be stationed so as to lie between two ports of the lower deck, and to correspond with the timbers to which they are attached, in such a manner, as that the scarfs of the riders may be clear of those of the timbers. They are scored upon the kelson, clamps, and thick-stuff of the bottom. They are secured by bolts, which are driven from without, so as to penetrate the outside planks, the timbers, the clamps, and the riders; on the inside of which last they are fore-locked. See those articles.
These pieces are rarely used in merchant-ships, because they would be extremely inconvenient in the hold, besides occupying too large a space thereof; neither are they always used in vessels of war, at least till after the ship is enfeebled by several cruizes at sea.
RIDGE, a long assemblage of rocks, lying near the surface of the sea, so as to intercept the passage of a ship under sail. See alsoReefandShallow.
RIDING, when expressed of a ship, is the state of being retained in a particular station, by means of one or more cables with their anchors, which are for this purpose sunk into the bottom of the sea, &c. in order to prevent the vessel from being driven at the mercy of the wind or current. SeeMooring.
Ridingathwart, the position of a ship which lies across the direction of the wind and tide, when the former is so strong as to prevent her from falling into the current of the latter.
Ridingbetween the wind and tide, the situation of a vessel at anchor, when, the wind and tide act upon her in direct opposition; in such a manner as to destroy the effort of each other upon her hull; so that she is in a manner balanced between their reciprocal force, and rides without the least strain on her cables.
When a ship does not labour heavily, or feel a great strain when anchored in an open road or bay, she is said to ride easy. On the contrary, when she pitches violently into the sea, so as to strain her cables, masts, or hull, it is called riding hard, and the vessel is termed a bad roader.
A ship is rarely said to ride when she is fastened at both the ends, as in a harbour or river, that situation being comprehended in the articleMooring.
RIGGING, a general name given to all the ropes employed to support the masts; and to extend or reduce the sails, or arrange them to the disposition of the wind.
The former, which are used to sustain the masts, remain usually in a fixed position, and are calledstandingrigging; such are theshrouds,stays, andback-stays. The latter, whose office is to manage the sails, by communicating with various blocks, or pullies, situated in different places of themasts,yards,shrouds, &c. are comprehended in the general term ofrunning-rigging. Such are thebraces,sheets,haliards,clue-lines,brails, &c.
In rigging a mast, the first thing usually fixed upon its head, is a circular wreath of rope, called thegrommet, or collar, which is firmly beat down upon the top of thehounds. The intent of this is to prevent the shrouds from being fretted or worn by thetressel-trees, or shoulders of the mast; after this are laid on the twopendants, from whose lower ends the main, or fore-tackles are suspended; and next, theshroudsof the starboard and larboard side, in pairs, alternately. The whole is covered by thestays, which are the largest ropes of the rigging.
When a yard is to be rigged, a grommet is also driven first on each of its extremities: next to this are fitted-on thehorses, thebraces; and, lastly, thelifts, ortop-sail sheet-blocks: all of which are explained in their proper places.
The principal objects to be considered in rigging a ship appear to be strength, convenience, and simplicity; or the properties of affording sufficient security to the masts, yards, and sails; of arranging the whole machinery in the most advantageous manner, to sustain the masts, and facilitate the management of the sails; and of avoiding perplexity, and rejecting whatever is superfluous or unnecessary. The perfection of this art then consists in retaining all those qualities, and in preserving a judicious medium between them.
Rigging-outa boom, the operation of running out a pole upon the end of a yard, or bowsprit, to extend the foot of a sail. These booms are confined in those places by double rings, formed like a figure of 8, one part of which is fastened to the respective yard-arm, or bowsprit-end, and the other receives the boom, which is occasionally rigged out, or drawn in through it. The rings used in this service are termedboom-irons.
RIGHTING,relever, the act of restoring a ship to her upright position, after she has been laid on acareen, by the mechanical powers usually applied in that operation.
This is generally the natural effect of casting loose the careening pullies by which she had been drawn down. It is however necessary sometimes to apply mechanical powers to right the ship in such a situation. The principal of these are the relieving-tackles. See that article.
A ship is also said to right at sea when she rises, with her masts erected, after having been prest down on one side by the effort of her sails, or a heavy squall of wind.
Righting, when expressed of the helm, implies the replacing it in the middle of the ship, after having produced the required effect, of wheeling her to the right or left, as much as appeared necessary.
RIM, or BRIM, a name given to the circular edge of any of thetops. See that article.
RING-BOLT,cheville à boucle, an iron bolt, with an eye at one end, wherein is fitted a circular ring, as expressed in fig. 3. and 4. plateII. The ring bolts are for several uses, but particularly to hook thetackles, by which the cannon of a ship are managed and secured: accordingly there is one fixed in the deck opposite to every cannon, represented by Z, plateIII.Deck: and they are, for the same purpose, fixed in the edges of the gun-ports, as expressed in theMidship-frame, plateVII. They are driven through the plank and the corresponding beam, or timber, and retained in this position by a small pin thrust through a hole in the small end, as appears in fig. 39, plateII.
RING-ROPES, short pieces of rope, tied occasionally to the ring-bolts of the deck, to fasten the cable more securely when the ship rides in a tempest, or turbulent sea, or rapid current. They are, however, more particularly necessary in veering away the cable gradually in those circumstances, in order tofreshen the hause; as, without this precaution, it would be extremely difficult to check the cable, which, being then charged with a great effort, might be drawn violently out of the ship at random.
RING-TAIL, a small triangular sail, extended on a little mast, which is occasionally erected for that purpose on the top of a ship’s stern. The lower part of this sail is stretched out by a boom, which projects from the stern horizontally. This sail is only used in light and favourable winds, particularly in the Atlantic ocean.
Ring-tailis also a name given to a sort ofstudding-sail, hoisted beyond the after-edge, or skirt of those main-sails which are extended by aboomand gaff; as in allsloops,brigs, andschooners: this ring-tail is accordingly of the same depth with that part of the main-sail upon which it borders. SeeSail.
RIPPLING, a broken and interrupted noise, produced by a current on or near the sea-coast.
RISING-LINE, a name given by shipwrights to an incurvated line, which is drawn on the plane of elevation, to determine the height of the ends of all thefloor-timbersthroughout the ship’s length, and which accordingly ascertains the figure of the bottom, with regard to sharpness and flatness.
ROAD, (rade, Fr.) a bay, or place of anchorage, at some distance from the shore, on the sea-coast, whither ships or vessels occasionally repair to receive intelligence, orders, or necessary supplies; or to wait for a fair wind, &c.
The excellence of a road consists chiefly in its being protected from the reigning winds, and the swell of the sea; in having a goodanchoring-ground, and being at a competent distance from the shore. Those which are not sufficiently enclosed are termed open roads.
ROADER, a vessel riding at anchor in a road, bay, or river. If a vessel under sail strikes against any roader, and damages her in passing, the former is obliged by law to make good the damages sustained by the latter.
The roaders attentively observe to anchor, or moor, at a competent distance from each other; and that those which arrive last shall not moor in the tract of the shipping which anchored before, so as to intercept their passage when they are ready to depart.
ROBANDS, or ROPE-BANDS. SeeRope-Band.
ROGUES-YARN, a name given to a rope-yarn, of a particular construction, which is placed, in the middle of everystrand, in all cables and cordage in the king’s service. It differs from all the rest, as being untarred, and twisted in a contrary manner, by which it is easily discovered. The use of this contrivance is to examine whether any cordage, supposed to be stolen or embezzled, has been formed for the king’s service.
ROLLER, a cylindrical piece of timber, fixed either horizontally or perpendicularly above a ship’s deck, so as to revolve about an axis. It is used to prevent thecables,hausers, &c. from being chafed by the friction which their surfaces would otherwise encounter, from bearing against that part of the ship, where the roller is placed, whilst they are drawn into the ship, &c. by mechanical powers.
Rollers, are also moveable pieces of wood, of the same figure, which are occasionally placed under planks, or long pieces of timber, in order to move them with greater facility either in thedock-yards, or in lading and delivering merchant-ships.
ROLLING, the motion by which a ship rocks from side-to side like a cradle, occasioned by the agitation of the waves.
Rolling, therefore, is a sort of revolution about an imaginary axis, passing through the center of gravity of a ship: so that the nearer the center of gravity is to the keel, the more violent will be the rolling-motion; because the center about which the vibrations are made, is placed so low in the bottom, that the resistance made by the keel to the volume of water which it displaces in rolling, bears very little proportion to the force of the vibration above the center of gravity, the radius of which extends as high as the mast-heads.
But if the center of gravity is placed higher above the keel, the radius of vibration will not only be diminished; but an additional force to oppose the motion of rolling will be communicated to that part of the ship’s bottom which is below the center of gravity.
So far as relates to the effect of rolling, when produced by the quality or stowage of the ballast, and to the manner by which it may be prevented,viz.a change of the quantity or disposition of the ballast, we shall endeavour to explain under the articleTrim. It may, however, be necessary to remark, that the construction of the ship’s bottom may also contribute to diminish this movement considerably.
To illustrate this by an example, let us suppose the section of a ship perpendicular to the keel to be exactly circular, plateVIII. fig. 8. it is evident, that if this be agitated in the water, it will have nothing to sustain it, because the rolling or rotation about its center displaces no more water than when it remains upright: consequently the rolling motion must be very great in a high sea. But if a plank is fixed below it edgeways, or perpendicular to the surface, as low ase, throughout the whole length of the ship, it is plain that the plank e will displace a volume of water to the right, when the ship is inclined to the left, which will retard her motion; and this obstruction will always act contrary to herheelingor inclination to one side, and greatly diminish the vibration or rolling; although it will add very little to her stiffness: For, admitting the ship to incline to one side, as in fig. 8. the plankd ewould produce a very weak effort to bring her upright. But the depth of the keel, the rising of the floors, and the dead wood fore and aft, as in fig. 9. plateVIII. will answer the same purpose as the plankd e.
Many fatal disasters have happened to ships, arising from a violent rolling; as the loss of the masts, loosening of the cannon, and straining violently on the decks and sides, so as to weaken the ship to a great degree. SeeBallast,Labouring, andPitching.
Rolling-tackle, a pulley or purchase fastened to that part of a sail-yard which is to the windward of the mast, in order to confine the yard close down to the leeward, when the sail is furled.
It is used to prevent the yard from having a great friction against the mast in a high sea, which would be equally pernicious to both.
ROPES,cordes, (rap, Sax.reep, Dutch) a general name given to all sorts of cordage, above one inch in circumference, used in the rigging a ship. SeeCable,Hauser,Towline, andWarp.
Ropesare either cable-laid or hauser-laid: the former are composed of ninestrands, viz. three great strands, each of which is composed of three smaller strands; and the latter is made with three strands, each of which contains a certain number of rope-yarns, in proportion to the size of the rope required.
Rope-bands,rabans, pronounced roebins, certain pieces of small rope, or braided cordage, used to tie the upper edges of the great sails to their respective yards. They are inserted through the eyelet-holes in the head of the sail, being generally of a sufficient length to pass two or three times about the said yard.
Rope-yarn,fil de caret, the smallest and simplest part of any rope, being one of the threads of which astrandis composed; so that the size of the latter, and of the rope into which it is twisted, are determined by the number of rope-yarns.
ROVER, a pirate or free-booter. SeePirate.
ROUGH-TREE, a name given in merchant-ships to any mast, yard, or boom, placed as a rail or fence above the ship’s side, from the quarter-deck to the fore-castle. It is, however, with more propriety, applied to any mast, &c. which remains rough and unfinished.
ROUND-HOUSE, a name given, in East-Indiamen, and other large merchant-ships, to a cabin or apartment built in the after part of the quarterdeck, and having the poop for its roof. This apartment is usually called the coach in our ships of war.
ROUNDING, certain old ropes wound firmly and closely about that part of a cable which lies in thehause, or under the ship’sbow, or athwart the stem. It is used to prevent the surface of the cable from being chafed or fretted in those places. See the articlesKaiclingandService.
Rounding-ingenerally implies the act of pulling upon any rope which passes through one or more blocks, in a direction nearly horizontal; as, round-in the weather-braces! &c. It is apparently derived from the circular motion of the rope about thesheaveor pulley through which it passes.
Rounding-upis used nearly in the same sense, only that it is expressed of atacklewhich hangs in a perpendicular position, without sustaining or hoisting any weighty body: it is then the operation of pulling the blocks closer to each other, by means of the rope which passes through them, to compose the tackle; and is therefore opposed toover-hauling, by which the blocks are drawn farther asunder.
ROUSSING, the act of pulling together upon a cable, hauser, &c. without the assistance oftackles,capsterns, or other mechanical powers. It is particularly used in the exercise of removing a ship from one place to another, by means of ropes and anchors. See the articleWarping.
ToROW,ramer, (rowan, Sax.) to impel a boat or vessel along the surface of the water by oars, which are managed in a direction nearly horizontal. SeeOar.
Row-galley.See the articleGalley.
Row-locks, those parts of thegunwale, or upper edge of a boat’s side, whereon the oar rests in the exercise of rowing. In the sides of the smallest vessels of war, a number of little square holes, called row-ports, are cut for this purpose, parallel to the surface of the water.
ROWERS,rameurs, a name given to the persons by whom the oars are managed.
ROWING-GUARD. SeeGuard-Boat.
ROYAL,boulingue, a name given to the highest sail which is extended in any ship. It is spread immediately above the top-gallant-sail, to whose yardarms the lower corners of it are attached. This sail is never used but in light and favourable breezes.
RUDDER. See the articleHelm.
RUN, the aftmost or hindmost part of a ship’s bottom, where it grows extremely narrow, as the floor approaches the stern-post.
RUNG-HEADS,fleurs, a name sometimes given by shipwrights to the upper ends of the floor-timbers, which are otherwise more properly called floor-heads. SeeNaval Architecture.
RUNNER,itague, a thick rope used to increase the mechanical powers of atackle. See that article.
The runnera, fig. 10. plateVIII. passes through a large hook-block, asc, and has usually a hookbattached to one of its ends, and one of the tackle-blocks to the other; and in applying it, the hook, as well as the lower block of the corresponding tackle, is fixed to the object intended to be removed.
RUNNING-outa warp, the act of carrying the end of a rope out from the ship, in a boat, and fastening it to some distant place, to remove the ship towards the said place, or keep her steddy whilst her anchors are lifted, &c.
Running-rigging, all that part of a ship’s rigging which passes through the blocks, to dilate, contract, or traverse the sails. See the articleRigging.
SADDLE, a smallcleator wooden block, hollowed on the upper and lower side, and nailed on the loweryard-arms, to retain the studding-sail-boomsin a firm and steddy position. For this purpose the cavity on the lower part of the saddle conforms to the cylindrical surface of the yard to which it is attached: and in like manner the hollow, on the upper side, answers to the figure of the boom, and serves as a channel whereby it may be run out or in, along the yard, as occasion requires.
SAGGINGto leeward, the movement by which a ship makes a considerablelee-way, or is driven far to leeward of the course whereon she apparently sails. It is generally expressed of heavy-sailing vessels, as opposed to keeping well to windward, or, in the sea-phrase, holding a good wind.
SAIC, a sort of Grecian ketch, which has no top-gallant-sail or mizen-top-sail. SeeKetch.
SAIL,voile, (segl, Sax.seyhel,seylDutch) an assemblage of several breadths of canvas, or other texture, sewed together, and extended on, or between themasts, to receive the wind, and carry the vessel along the water.
The edges of thecloths, or pieces, of which a sail is composed, are generally sewed together with a double seam: and the whole is skirted round at the edges with a cord, called thebolt-rope.
Although the form of sails is extremely different, they are all nevertheless triangular or quadrilateral figures or, in other words, their surfaces are contained either between three or four sides.
The former of these are sometimes spread by ayard, aslateen-sails; and otherwise by astay, asstay-sails; or by a mast, as shoulder-of-mutton-sails: in all which cases the foremostleechor edge is attached to the said yard, mast, or stay, throughout its whole length. The latter, or those which are four-sided, are either extended by yards, as the principal sails of a ship; or by yards and booms, as thestudding-sails,drivers,ring-tails, and all those sails which are set occasionally; or bygaffsand booms, as themain-sailsofsloopsandbrigantines.
The principal sails of a ship (fig. 1. plateIX.) are the courses or lower sailsa, thetop-sails b, which are next in order above the courses; and the top-gallant-sailsc, which are expanded above the top-sails.
The courses are the main-sail, fore-sail, and mizen, main-stay-sail, fore-stay-sail and mizen-stay-sail; but more particularly the three first.N. B.The main-stay-sail is rarely used except in small vessels.
In all quadrangular sails the upper edge is called the head; the sides or skirts are called leeches; and the bottom or lower edge is termed the foot. If the head is parallel to the foot, the two lower corners are denominatedclues, and the upper corners earings.
In all triangular sails, and in those four-sided sails wherein the head is not parallel to the foot, the foremost corner at the foot is called the tack; and the after lower-corner the clue; the foremost perpendicular or sloping edge is called theforeleech, and the hindmost theafterleech.
The heads of all four-sided sails, and the fore-leeches of lateen sails, are attached to their respective yard or gaff by a number of small cords called robands; and the extremities are tied to the yard-arms, or to the peek of the gaff, byearings.
The stay-sails are extended upon stays between the masts, whereon they are drawn up or down occasionally, as a curtain slides upon its rod, and their lower parts are stretched out by a tack and sheet. The clues of a top-sail are drawn out to the extremities of the lower yard, by two large ropes called the top-sail sheets; and the clues of the top-gallant-sails are in like manner extended upon the top-sail yard-arms, as exhibited by plateIX. fig. 1.
The studding-sails are set beyond the leeches or skirts of the main-sail and fore-sail, or of the top-sails or top-gallant-sails of a ship. Their upper and lower edges are accordingly extended by poles run out beyond the extremities of the yards for this purpose. Those sails however are only set in favourable winds and moderate weather.
All sails derive their name from the mast, yard, or stay upon which they are extended. Thus the principal sail extended upon the main-mast is called the main-sail,grande voile,d, fig. 2. plateIX.; the next above, which stands upon the main-top-mast, is termed the main top-sail,grand hunier,e; and the highest, which is spread across the main-top-gallant-mast, is named the main-top-gallant-sail,grand perroquet,f.
In the same manner there is the fore-sail,misaine,g; the fore-top-sail,petit hunier,h; and the fore-top-gallant-sail,petit perroquet,i; the mizen,artimon,k; the mizen top-sail,perroquet d’artimon,l; and mizen top-gallant-sailm. Thus also there is the main stay-sailo; main-top-mast stay-sailp; and main-top-gallant stay-sailq; with a middle stay-sail which stands between the two last.N. B.All these stay-sails are between the main and fore masts.
The stay-sails (voiles d’etai) between the main-mast and mizen-mast are the mizen stay-sailr; and the mizen top-mast stay-sails; and sometimes a mizen top-gallant stay-sail above the latter.
The stay-sails between the fore-mast and the bowsprit are the fore stay-sailt; the fore top-mast stay-sailu; and the jib,foc,x. There is besides two square sails extended by yards under the bowsprit, one of which is called the sprit-sail,civadiere,y; and the other the sprit-sail top-sailz,perroquet de beaupré. For the French names of all the stay-sails, see the French termEtai, and the phrases following it.
The studding-sails (bonnettes en étui) being extended upon the different yards of the main-mast and fore-mast, are likewise named according to their stations, the lower, top-mast, or top-gallant studding sails.
The ropes by which the lower yards of a ship are hoisted up to their proper height on the masts, are called thejears. In all other sails the ropes employed for this purpose are calledhaliards.
The principal sails are then expanded by haliards, sheets, and bowlines, except the courses, which are always stretched out below by atackand sheet. SeeBowline,Close-hauled,&c.They are drawn up together, or trussed up, bybunt-lines,clue-lines,d d, fig. 1.;leech-lines,e e;reef-tackles,f f;slab-line,g; andspilling-lines. As the bunt-lines and leech-lines pass on the other side of the sail, they are expressed by dotted lines in the figure. See those articles.
The courses, top-sails, and top-gallant sails, are wheeled about the mast, so as to suit the various directions of the wind, bybraces. The higher studding-sails, and in general all the stay-sails, are drawn down, so as to be furled, or taken in, by down-hauls. SeeBrace,Trim, andDown-haul.
Sailis also a name applied to any vessel beheld at a distance under sail.
To setSail,faire voile, is to unfurl and expand the sails, upon their respective yards and stays, in order to begin the action of sailing.
To makeSail, is to spread an additional quantity of sail, so as to increase the ship’s velocity.
To shortenSail, is to reduce or take in part of the sails, with an intention to diminish the ship’s velocity.
To strikeSail, is tolowerit suddenly. This is particularly used insalutingor doing homage to a superior force, or to one whom the law of nations acknowledges as superior in certain regions. Thus all foreign vessels strike to an English man of war in the British seas. SeeSalute.
SAILING, the movement by which a vessel is wafted along the surface of the water, by the action of the wind upon her sails.
When a ship changes her state of rest into that of motion, as in advancing out of a harbour, or from her station at anchor, she acquires her motion very gradually, as a body which arrives not at a certain velocity till after an infinite repetition of the action of its weight.