To FaceSTERNPlate x.
To FaceSTERNPlate x.
To FaceSTERNPlate x.
Fig. 2. exhibits a stern view of a 60 gun-ship, with the curve of theframe-timberson one side, and the disposition of all the planks of the bottom on the other side.
Fig. 3. represents a stern view of a French man of war of 70 guns.
PlateXI. fig. 1. is a stern for a first or second rate: accordingly it is furnished with a middle apartment between the ward-room and the captain’s cabin. This apartment is also furnished with galleries on the stern and quarter. The other parts of it are described in the explanation of fig. 1. in plateX. See also the articleQuarter.
Stern-fast, a rope used to confine the stern of a ship or boat to any wharf or jetty-head, &c.
Sternmost, usually implies that part of a fleet of ships which is in the rear, or farthest astern, as opposed tohead-most.
Stern-post,etambot, a long straight piece of timber erected on the extremity of thekeel, to sustain the rudder, and terminate the ship behind.
This piece, which is expressed by B in thePiecesof theHull, plateI. ought to be well secured and supported; because the ends of all the lower planks of the ship’s bottom are fixed in a channel, cut on its surface; and the whole weight of the rudder is sustained by it.
The dimensions of the stern-post, or the proportional breadth and thickness, in the different parts of its height, are geometrically delineated in thequarterand stern of a 74 gun-ship, plateVIII. and X. being expressed in both by A B. It is usually marked like thestem, with a scale of feet from the keel upwards, in order to ascertain the draught of water, at that part of the vessel.
The difficulty of procuring a stern-post of sufficient breadth in one piece, has introduced the practice of fixing an additional piece behind it, which is strongly bolted to the former. The hinges, which support the rudder, are accordingly fixed to this latter, which is also tenanted into the keel, and denominated the back of thepost, being expressed by E in thepiecesof thehull, referred to above. It is half the breadth of the stern-post, at the heel, but diminishes gradually towards the upper end, where it is one third narrower.
The stern-post is strongly attached to the keel by a knee, G,Piecesof theHull, of which one branch extends along the keel, beingscarfedand bolted to thedead-wood, and fore-locked under the keel; whilst the other branch inclines upwards, and corresponds with the inside, or fore part of the stern-post; to which it is also bolted in the same manner.
Stern-sheets, that part of a boat which is contained between the stern and the aftmost, or hindmost, seat of therowers. It is generally furnished with benches, to accommodate the passengers. See the articleBoat.
Stern-way, the movement by which a ship retreats, or falls backward, with her stern foremost.
STEWARD,maitre-valet, an officer in a ship of war, appointed by the purser, to distribute the different species of provisions to the officers and crew; for which purpose he is furnished with a mate, and proper assistants.
STIFF, the quality by which a ship is enabled to carry a sufficient quantity of sail, without hazard of oversetting. See the articlesBallastandTrim.
STINK-POT,pot à feu, an earthen jar, or shell, charged with powder, grenadoes, and other materials of an offensive and suffocating smell. It is frequently used by privateers, in the western ocean, in the attack of an enemy, whom he designs to board; for which purpose it is furnished with a lighted fuse, at the opening or touch-hole. SeeBoarding.
STIRRUPS. See the articleHorse.
STOCKS, a frame erected on the shore of a river, or harbour, whereon to build shipping. It generally consists of a number of wooden blocks, ranged parallel to each other, at convenient distances, and with a gradual declivity towards the water. SeeLanching.
STOPPERS,bosses, certain short pieces of rope, which are usuallyknottedat one, or both ends, according to the purpose for which they are calculated. They are either used to suspend any weighty body, or to retain a cable,shroud, &c. in a fixed position.
Thus, the anchors, when first hoisted up from the ground, are hung to the cat-head, by a stopper attached to the latter, which passing through the anchor-ring, is afterwards fastened to the timber-head,n, fig. 10. plateIV. and the same rope serves to fasten it on thebowat sea; or to suspend it by the ring when it is to be sunk from the ship to the bottom.
The stoppers of the cables have a large knot, and alaniard, at one end, and are fastened to a ring-bolt in the deck, by the other. They are attached to the cable, by the laniard, which is fastened securely round both by several turns passed behind the knot, or about the neck of the stopper; by which means the cable is restrained from running out of the ship, when she rides at anchor. See alsoBitsandRing-rope.
The stoppers of the shrouds have a knot and a laniard at each end. They are only used when the shrouds are cut asunder in battle, or disabled by tempestuous weather; at which time they arelashed, in the same manner as those of the cables, to the separated parts of the shroud, which are thereby reunited, so as to be fit for immediate service. This, however, is only a temporary expedient, applied when there is not time or opportunity to refit them, by a more complete operation.
STORE-KEEPER,garde-magasin, an officer in the royal dock-yards, invested with the charge of the principal naval stores; as the sails, anchors, cordage, &c.
Store-room,soute, an apartment, or place of reserve, of which there are several in a ship, to contain the provisions, or stores of a ship, together with those of her officers, during a sea-voyage.
STOWAGE,arrimage, the general disposition of the several materials contained in a ship’s hold, with regard to their figure, magnitude, or solidity.
In the stowage of different articles, as ballast, casks, cases, bales, and boxes, there are several general rules to be observed, according to the circumstances or qualities of those materials. The casks, which contain any liquid, are, according to the sea phrase, to bebung-upandbilge-free, i. e. closely wedged up, in an horizontal position, and resting on their quarters: so that the bilges, where they are thickest, being entirely free all round, cannot rub against each other, by the motion of the vessel. Dry goods, or such as may be damaged by the water, are to be carefully inclosed in casks, bales, cases, or wrappers; and wedged off from the bottom and sides of the ship, as well as from the bows, masts, and pump-well. Due attention must likewise be had to their disposition, with regard to each other, and to the trim and centre of gravity of the ship; so that the heaviest may always be nearest the keel, and the lightest gradually above them. SeeBallast,Trim, andRolling.
STRAIT,etroite, a narrow channel, or arm of the sea, contained between two opposite shores; as the straits of Gibraltar; the straits of Sunda; the straits of Dover, &c.
STRAKES, or STREAKS, the uniform ranges of planks on the bottom and sides of a ship; or the continuation of planks joined to the end of each other, and reaching from thestem, which limits the vessel forward, to thestern-post, and fashion-pieces, which terminate her length abaft. The lowest of these, which is called thegarboard-streak, is let into the keel below, and into the stem and stern-post. See those articles.
STRAND,touron, one of the twists, or divisions, of which a rope is composed. See the articlesRopeandCable.
Strandalso implies the sea-beach: hence a ship is said to be stranded when she has run a-ground on the sea-shore.
STRETCHER,banquet, a sort of staff fixed athwart the bottom of a boat, for the rower to place his feet against, in order to communicate a greater effort to his oar.
STRETCHING,in navigation, is generally understood to imply the progression of a ship under a great surface of sail, whenclose-hauled. The difference between this phrase andstanding, is apparently in the quantity of sail, which, in the latter, may be very moderate; but in stretching, generally signifies excess: as, we saw the enemy at day-break stretching to the southward, under a crowd of sail, &c.
ToSTRIKE,in navigation, to run ashore, or to beat upon the ground in passing over a bank or shallow.
ToStrikealso implies to lower or let down any thing; as an ensign, or topsail, in saluting; or, as the yards and topmasts in tempestuous weather. It is, however, more particularly used to express the lowering of the colours, in token of surrender, to a victorious enemy.
STRINGin ship-building, the highest range of planks in a ship’s ceiling; or that which lies between thegunnel, and the upper edge of the upper deck-ports, as expressed by T in theMidship-Frame, plateVII.
ToSTRIPthe masts,defuner, is to unrig a ship, or deprive the masts of their machinery and furniture; an exercise which is otherwise called dismantling.
STROKE, a single sweep of the oars in rowing. Hence they say, Row a long stroke!longue rime!which is intended to push the vessel forward more steddily. See the articleOar; as also the French termNager, and the phrases following it.
Plate xi.Geometrical Elevation of theSternof a 1st2dRate.
Plate xi.Geometrical Elevation of theSternof a 1st2dRate.
Plate xi.Geometrical Elevation of theSternof a 1st2dRate.
Strokesman, the person who rows the hindmost oar in a boat, and gives the stroke, which the rest are to follow; so that all the oars may operate together.
STROP,etrope, a piece of ropesplicedinto a circular wreath, and used to surround the body of a block; so that the latter may be hung to any particular station about themasts,yards, orrigging. Thus, fig. 37. and 38. in plateII. represent two block-strops of different sorts. SeeBlockandEye.
Stropsare also used occasionally to fasten upon any large rope, for the purpose of hooking atackleto the eye, or double part of the strop; in order to extend, or pull with redoubled effort, upon the said rope; as insetting-upthe rigging, where one hook of the tackle is fixed in a strop applied to the particularshroud, and the other to its laniard. See the articleLaniard.
STUDDING-SAILS,bonettes en etui, certain light sails extended, in moderate and steddy breezes, beyond the skirts of the principal sails, where they appear as wings upon the yard-arms.
The word may be traced from several derivations; as fromscud,stead, orsteddy. The small sails used bysloops, schooners, and tartanes, when scudding, are nearly of the same size and figure with the lower studding-sails; and the accidental application of the former, to the usual design of the latter, throws a probability on the derivation fromscud; especially as being used in the small vessels of our ancestors, who were unacquainted with topmasts; and, of course, had no conception of topmast-studding-sails. An ingenious friend of the author, seems, with greater propriety, to derive it from steddy; because, when the wind is extremely feeble, the fluctuation of the sea, although almost imperceptible, is communicated to the ship, and thence to the principal sails; which, being shaken and slapped against the masts, will, by their weight, prevent, or at least considerably diminish, the operation of the wind. The studding-sails, on the contrary, being of a much lighter and thinner texture, more readily feel the effort of the breeze, and continue inflated, so as to push the ship forward, and give her head-way. By this circumstance, she becomes susceptible of the power of the helm, and is accordingly retained in a steddy course; and hence those sails may originally have been calledsteddying-sails, afterwards corrupted into studding-sails. The last conjecture, which seems equally favourable, is drawn from the Saxon wordsted, to help or assist; in which sense, those sails may be considered as auxiliar, being set occasionally to help the others, or assist the ship’s course; and thence called steading, or stedding-sails. But the expression ofsteering sails, however adopted by many officers, is a most contemptible conceit, without either authority or reason to support it. The others are implicitly submitted to the reader’s decision.
The topmast studding-sails, or those which are set on the out side of the topsails, are spread below by a boom, which, sliding out from the extremities of the main and fore-yards, as explained in the articleSaddle, pushes out their lower corners: and their upper edges, which are attached to a light pole, are hoisted up to the topsail-yard-arms. See alsoBoom-iron, in the articleIron-work.
The lower studding-sails, which are spread beyond the skirts orleechof the main-sail and fore-sail, are fixed nearly in the same manner; only that the boom, which extends their bottoms, is generally hooked to thechainsby means of agoose-neck; or else swings off along with the sail, to which it is suspended; being kept steddy behind by a rope called theguy.
STUFF,courrée, any composition, or melted mass, used to smear or daub the masts, sides, or bottom of a ship. That which is chiefly used for the lower masts is simply turpentine, rosin, or varnish of pine: for the topmasts, tallow or butter: for the sides, turpentine, varnish of pine, tar and oil, or tar mixed with oil and red oker: and for the bottom, a mixture of tallow, sulphur, and rosin, or tar: whale-oil and broken glass; or any part of these ingredients: and this application is called giving a new coat of stuff to the masts, sides, &c.
SUPERCARGO, an officer charged with the accounts of the cargo, and all other commercial affairs in a merchant-ship.
SUPPLY, a fresh recruit of provisions or stores sent to a ship or fleet.
SURF, the swell of the sea which breaks upon the shore, or any rock lying near the surface of the sea.
SURGE, the same with a wave; which see.
SURVEY, an examination made by several naval officers into the state or condition of the provisions, or stores, belonging to a ship, or fleet of men of war.
SURVEYORSof the navy, two officers, who sit at the navy-board, being invested with the charge of building and repairing his Majesty’s ships, at the different dock-yards of the kingdom: for which purpose they are trained to the theory and practice of ship-building. It is also their office to know the state of the navy; to audit the accounts of all boatswains and carpenters serving therein; and to enquire into the condition of all naval stores, at home or abroad, in order to supply whatsoever may be deficient.
SWAB,fauber, (swabb, Swed.) a sort of mop formed of a large bunch of old rope-yarns, and used to clean the decks and cabins of a ship: hence the person, who uses it, is called the swabber.
SWEEPING,draguer, the act of dragging the bight, or loose part of a small rope, along the surface of the ground, in a harbour, or road, in order to hook and recover some anchor, wreck, or other material, sunk at the bottom. It is performed by fastening the two ends of this rope to the sides of two boats which are abreast of each other, at some distance. To the middle of the rope are suspended two cannon-shot, or something which weighs heavy, in order to sink it to the ground; so that, as the boats advance, by rowing ahead, the rope drags along the bottom, to hook any anchor, &c. for which they are searching.
SWELL,enflement, generally denotes an heavy and continued agitation of the waves, according to a particular direction: as there is a great swell setting into the bay. It is, however, more particularly applied to the fluctuating motion of the sea, which remains after the expiration of a storm: as also, to that which breaks on the sea-shore; or upon rocks, or shallows.
SWIFTER, a rope used to confine the bars of the capstern in their sockets, whilst the men are heaving it about; for which purpose it is passed through holes in the extremities of the bars, so as to strain them firmly together like the spokes of a wheel; which is accordingly called swifting. See the articleCapstern.
Swifteris also a strong rope, sometimes used to encircle a boat longitudinally, as well as to strengthen and defend her sides, as to enable her the better to resist the impression of other boats which may run against her occasionally. It is usually fixed about a foot under the boat´s upper edge, or gunnel.
Swiftersare likewise twoshroudsfixed on the starboard and larboard side of the lower masts, above all the other shrouds, as an additional security to the masts. The hoisters are never confined, like the other shrouds, byCat-harpings. See that article.
ToSWING, to turn round the anchors, ormoorings, at the change of the wind, or tide: it is usually expressed of a ship, either when she is moored by the head, orridingat a single anchor.
TABLING,bander, a sort of broad hem formed on the skirts and bottoms of a ship’s sails, to strengthen them in that part which is attached to the bolt-rope.
TACK,couet, a rope used to confine the foremost lower-corners of thecoursesandstay-sailsin a fixed position, when the wind crosses the ship’s course obliquely. The same name is also given to the rope employed to pull out the lower corner of astudding-sailordriverto the extremity of its boom.
The main-sail and fore-sail of a ship are furnished with a tack on each side, which is formed of a thick rope tapering to the end, and having a knot wrought upon the largest end, by which it is firmly retained in the clue of the sail. By this means one tack is always fastened to windward, at the same time that thesheetextends the sail to leeward. SeeChestree.
Tackis also applied, by analogy, to that part of any sail to which the tack is usually fastened.
A ship is said to be on the starboard or larboard tack, when she isclose-hauled, with the wind upon the starboard or larboard side; and in this sense the distance which she sails in that position is considered as the length of the tack; although this is more frequently called aBoard. See that article.
ToTack,virer vent devant, to change the course from one board to another, or turn the ship about from the starboard to the larboard tack, in a contrary wind. Thus the ship A, fig. 2. plateXI. being close-hauled on the larboard tack, and turning her prow suddenly to windward, receives the impression of the wind on her head-sailsa, by which she falls off upon the line of the starboard tacka. Tacking is also used, in a more enlarged sense, to imply that manœuvre, in navigation, by which a ship makes an oblique progression to the windward, in a zigzag direction. This, however, is more usually called beating or turning to windward. SeeBeatingandTurning.
Thus, suppose a ship A, fig. 2. plateXI. bound to a port B lying to windward, with the wind northerly, as expressed by the arrow. The sailsa,b,c, being braced obliquely with the keel, the wind also falls upon their surfaces in an oblique direction, by which the ship is pushed to leeward, as explained in the articleLee-way. Hence, although she apparently sails W. N. W. upon the larboard tack, as expressed in the dotted line Ad, and E. N. E. upon the otherd f, yet if the lee-way is only one point, (and indeed it is seldom less in the smoothest water), the course will accordingly be W.byN. upon one tack, and E.byN. upon the other, as represented by the lines Ae, ande g.
If the port A were directly to windward of the ship, it is evident that both tacks ought to be of equal length; or, in other words, that she ought to run the same distance upon each tack: but as the place of her destination lies obliquely to windward, she must run a greater distance upon one tack than the other; because the extremities of bothboardsshould be equally distant from the line of her true course B A; so the larboard tack Ae, crossing the course more obliquely than the othere g, will necessarily be much longer.
As the true course, or the direct distance from B to A, is only 12 leagues, it is evident, that with a favourable wind she could reach it in a few hours. On the contrary, her distance is considerably increased by the length of her boards, in a contrary wind; which, by its obliquity with her sails, operates also to retard her velocity. Thus her first board Ae, on a W.byN. course, is equal to 5.7 leagues. The second tacke gis 9.2 leagues E.byN.: the third tack, parallel to Ae, is 11.5: the fourth, parallel toe g, is 9.2: and the fifth, parallel to the first, 11.7 leagues. Finally, the sixth board is 4.8 leagues, parallel to the second, which brings her to the port B. By this scheme it appears that she has run more than four times the extent of the line A B, her primitive distance; and this in the most favourable circumstances of a contrary wind, viz. when the sea is smooth, and when she may carry her full topsails. For if the wind blows stronger, to render it necessary toreefthe topsails, she will soon make two points oflee-way, and accordingly run east on one board, and west on the other. In this situation she will neither approach, nor recede from the place of her destination: but if the wind increases, the sea will also be enlarged; a circumstance that still farther augments the lee-way. Hence the vessel will gradually fall off from the port, in proportion to the augmentation of the wind and sea, which occasions a proportional increase of lee-way.
In order to explain the theory of tacking a ship, it may be necessary to premise a known axiom in natural philosophy, That every body will persevere in a state of rest, or of moving uniformly in a right line, unless it be compelled to change its state by forces impressed; and that the change of motion is proportional to the moving force impressed, and is made according to the right line in which that force is exerted.
By this principle it is easy to conceive how a ship is compelled to turn into any direction, by the force of the wind acting upon her sails, in horizontal lines. For the sails may be so arranged as to receive the current of air, either directly, or more or less obliquely: hence the motion communicated to the sails must of necessity conspire with that of the wind upon their surfaces. To make the ship tack, or turn round with her head to the windward, it is therefore necessary, after she has received the first impression from thehelm, that the head-sails should be so disposed as to diminish the effort of the wind, in the first instant of her motion, and that the whole force of the wind should be exerted on theafter-sails, which operating on the ship’s stern, carries it round like a weather-cock. But since the action of the after-sails, to turn the ship, will unavoidably cease when her head points to the windward, it then becomes necessary to use the head-sails, to prevent her fromfalling-off, and returning to her former situation. These are accordingly laidabackon the lee-side, to push the vessel’s fore-part towards the opposite side, till she has fallen into the line of her course thereon, and fixed her sails to conform with that situation.
It has been observed above, that the first effort to turn the ship in tacking is communicated by the helm, which is then put to the lee-side. This circumstance being announced by the pilot, or commanding-officer, who then calls out,Helm’s a-lee!the head-sails are immediately made to shiver in the wind, by casting loose theirsheets, orbowlines. The pilot then calls,Up tacks and sheets!which is executed by loosening all the ropes which confine the corners of the lower sails, in order that they may be more readily shifted to the other side. When the ship has turned her head directly to windward, as ind, fig. 2. plateXI. the pilot gives the order to turn about the sails on the main and mizen masts, by the exclamation,Haul main-sail, haul!the bowlines and braces are then instantly cast off on one side, and as expeditiously drawn in on the other side, so as to wheel the yards about their masts: the lower corner of the main-sail is, by means of its tack, pulled down to its station at the chestree; and all the after-sails are, at the same time, adjusted to stand upon the other board. Finally, when the ship has fallen off five or six points, ash, fig. 2. plateXI. the pilot cries,Haul of all!or,Let go, and haul!the sails on the fore-mast are wheeled about by their braces: and as the ship has then a tendency to fall off, she is checked by the effort of the helm, which for that purpose is puthard a-lee. The fore-tack, or the lower corner of the fore-sail, being fixed in its place, the bowlines are hauled; and the other sails, which have been neglected in the hurry of tacking, are properly arranged to the wind, which exercise is called trimming the sails. SeeLee-wayandSailing.
TACKLE,palan, pronouncedtaicle, a machine formed by the communication of a rope with an assemblage of blocks, and known in mechanics by the name of pulley.
Tackles are used in a ship to raise, remove, or secure weighty bodies; to support the masts; or to extend the sails and rigging. They are either moveable, as communicating with arunner; or fixed, as being hooked in an immoveable station; and they are more or less complicated, in proportion to the effects which they are intended to produce.
Ifa b d e, fig. 3. plateXIbe a single block, upon which are suspended the weightsf g, then since the nearest distance of the ropesf g, from the center of motionc, area cequal tod c, the block will be reduced to the lever or balancea dwith respect to its power: Sincea cis then equal tod c, it is apparent thatf gwill always be in equilibrium. As no advantage therefore can be acquired, in raising a weight by an immoveable single block, it is only rendered useful by changing the direction of the moving power. This circumstance is extremely convenient to the labourers, and often absolutely necessary; particularly in raising bodies to a higher station; as from the hold to the upper decks, or from the deck to the masts or yards, &c. which would otherwise be difficult or impracticable to perform. See also the articlesBlockandWhip.
When a single block is moveable along with the body to which it is attached, fig. 4. plateXI. as the blocks of thebrace-pendants,reef-tackle pendants,jiggers, &c. the momentum of the power is doubled; because it moves twice as fast as the weight, or body to which it is attached. For in the same time that any part of the ropef, moves upward fromftog, equal in length to the two equal ropesdandc, the block, and consequently the weight annexed, will be drawn through the spacee h, whose length is equal to one of the ropes only.
When a tackle consists of two or more fixed and moveable blocks, wherein one rope communicates with the whole; if one end of the rope be fixed, as in fig. 5. 6. and 7. in order to proportion the weight to the resistance, the power applied must be to the weight, as one, to twice the number ofsheavesin the moveable blocks: because, in the efforts of a tackle, the velocity of the moving power is, to the velocity of the rising or moving body, as twice the number of moveable sheaves to unity, as appears in fig. 5. which consists of one fixed blocka, and another moveable ase. For since one rope operates on all the sheaves fromgtof, the part atf, lying beyond the fixed block, and called thefall, cannot be drawn down and lengthened, unless the two partsdandc, on each side of the moveable block, be at the same time equally drawn up and shortened. Hence it is evident, that the parta fwill be lengthened twice as much as eitherdorcis shortened, because whatever is taken from each of those parts is added to the length ofa f; but the pointf, to which the power is applied, descends as fast asa fis lengthened and the pointe, to which the weight is fastened, ascends as fast asdorcis shortened. If therefore, a weight suspended atf, be to a weight suspended ate, as one to two, they will balance each other, as being in the reciprocal ratio of their velocities.
Whatever has been observed with regard to the tackles above mentioned, is equally applicable to all others, and is in the same manner demonstrable, viz. that the velocity with which the mechanical force moves, in raising a weight, is to the velocity wherewith the weight rises, as twice the number of moveable sheaves to unity.
A tackle wherein both the blocks are moveable, and communicate with a runner, is represented by fig. 10. plateVIII. That part of the tackle which is fixed to one of the blocks, &c. is called the standing part; all the rest are called running parts; and that whereon the men pull when employing the tackle, is called thefall. The application of the tackle to mechanical purposes is termedhoistingorbowssing. See those articles.
GroundTackle. SeeGround Tackle.
Tack-tackle, a small tackle used occasionally to pull down the tack of the principal sails of a ship to their respective stations. There is also a tackle of this kind constantly fixed to the tacks of the main-sail inbrigs,sloops, andschooners, for the same purpose. See the French termPalan, and the phrases annexed thereto.
TAFFAREL,couronnement, the upper part of a ship’s stern, being a curved piece of wood, expressed by F F, in fig. 1. plateX. and usually ornamented with sculpture.
TAIL, a name given by sailors to the extremities of a hurricane, wherein the violence is considerably exhausted.
Tail-block, a small single block, having a short piece of rope attached to it, by which it may be fastened to any object at pleasure; either for convenience, or to increase the force applied to the said object, as explained in the first part of the articleTackle.
TAKING-IN, the act of brailing-up and furling the sails at sea, particularly when the wind increases. It is generally used in opposition tosetting. See alsoFurlandShorten.
TALLYING,border, a phrase used by the common sailors, implying the act of pulling aft thesheets, or lower corners of the main-sail and fore-sail.
TAR, a sort of liquid gum, of a blackish hue, which distils from pines or fir-trees, either naturally or by incision; and being prepared by boiling, is used to pay the sides of ships and boats, and their rigging, in order to preserve them from the effects of the weather, by which they would otherwise soon become cracked, split, or rotten.
Taris also a figurative expression for a sailor of any kind.
Tar-pawling,prélart, a broad piece of canvas well daubed with tar, and used to cover the hatchways of a ship at sea, to prevent the penetration of the rain, or sea-water, which may occasionally rush over the decks. SeeBattens.
TARTAN, (tartana, Ital.) a small coasting vessel navigated in the Mediterranean sea, and having only one mast and a bowsprit, the principal sail, which is extremely large, being extended by a lateen-yard. SeeVessel.
TAUGHT,roide, (dicht, Dutch) the state of being extended or stretched out. It is usually applied to a rope or sail, in opposition to slack.
TAUNT,foit, an epithet used, in the sea-language, to signify high or tall. It is peculiarly expressed of the masts when they are of an extraordinary length, assquareis applied to the yards on the same occasion.
TENDER,patache, a small vessel employed in the King’s service, on various occasions; as, to receive volunteers and impressed men, and convey them to a distant place; to attend on ships of war or squadrons; and to carry intelligence or orders from one place to another, &c.
TENDING, the movement by which a ship turns or swings round her anchor in a tide-way, at the beginning of the flood or ebb. Thus, if the flood sets northerly, it is evident that the ship, unless when moored head and stern, will fall into the line of the current, turning her head to the southward. But as the reflux will for the same reason set to the southward, the ship will of necessity turn about at the change of the tide, and carry her head to the northward; and the transition from one situation to the other is called tending or swinging.
TENON, the end of a piece of timber cut smaller to enter into a mortise.
THIMBLE,cosse, a sort of iron ring, whose outer surface is hollowed throughout its whole circumference, in order to contain, in the channel or cavity, a rope which is spliced about it, and by which it may be hung in any particular station. See plateXII. fig. 1. It is used to guide the direction of some running rope, which passes through it, from one place to another. See Span.
THOLES, (tholet, Fr.) certain small pins driven perpendicularly into the upper edge of a boat, as expressed bye, fig. 1, plateIII. In the exercise of rowing, the oar is contained between the two tholes, in the space which is called therow-lock. Sometimes there is only one pin to each oar, as in the boats navigated on the Mediterranean sea. In that case the oar is hung upon the pin by means of a strop; and indeed this method is much more ancient than the former. See the articleRowing.
THROAT, a name given to the inner end of agaff, or to that part which is next to the mast. It is opposed topeek, which implies the outer extremity of the said gaff, or that part of it which extends the sail behind. Hence the ropes employed to hoist up, and lower a gaff, being applied to those parts of it, are called the throat and peek haliards. SeeHaliards.
THUS! the order by which the pilot directs the helmsman to keep the ship in her present situation when sailing with ascantwind; so that she may not approach too near the direction of the wind, and thereby shiver her sails, nor fall to leeward, and run farther out of her course. SeeSteering.
THWART,banc, the seat or bench of a boat whereon the rowers sit to manage the oars.
Thwart-ships, across the ship. See the articleAthwart.
TIDE,marée, (tyd, Sax.) a regular periodical current of the water, setting alternately in a flux and reflux, produced by the influence of the moon.
If the ocean were equally deep in every place, the ebbing and flowing of the tide would be universally regular and equal; but the shallowness of the water in many places, and the streightness of the channels, by which the tides may be considerably interrupted in some parts, and propagated in others, occasion a great diversity in their force and quantity. Hence, without an exact knowledge of all the circumstances of the several places where they happen to run, as of the position of the land, the breadth and depth of channels; it is impossible to account for this diversity.
The theory of the tides is concisely described by a great author, in these words: “That motion of the water called tides is a rising and falling of the sea: the cause of this is the attraction of the moon, whereby the part of water in the great ocean which is nearest the moon, being most strongly attracted, is raised higher than the rest; and the part opposite to it being least attracted, is also higher than the rest; and these two opposite elevations of the surface of the water in the great ocean, following the motion of the moon from est to west, and striking against the large coasts of the continents, from thence rebounds back again, and so makes floods and ebbs in narrows, seas, and rivers.”Locke.
With regard to the relative force of the tide on a ship floating therein, it is already explained in the articleCurrent.
TIER,batterie, a name given to the range of cannon mounted on one side of a ship’s deck. See the articlesDeckandCannon.
Tierof the cable, is a range of thefakesor windings of the cable, which are laid within one another in an horizontal position, so as that the last becomes the innermost. SeeCoiling.
Cable-Tieris the hollow space in the middle of a cable, when it iscoiled.
TIGHT, (dicht, Dutch) the quality whereby a vessel resists the penetration of any fluid, whether compressing its surface, or contained within it. Hence a ship is said to be tight, when her planks are so compact and solid as to prevent the entrance of the water in which she is immersed: and a cask is called tight, when the staves are so close that none of the liquid contained therein can issue through or between them. In both senses it is opposed toleaky, which see.
TILLER,timon, orbarre de gouvernail, the bar or lever employed to turn the rudder in steering. See the articleHelm.
TILT,tendelet, (tyld, Sax.) a small canopy or awning of canvas, or other cloth, extended over the stern-sheets of a boat, and supported by small pillars, or broad laths of flexible wood incurvated into arches. It is used to cover the passengers from the rain or sunshine. SeeBoat.
TIMBERS,couples, the ribs of a ship, or the incurvated pieces of wood, branching outward from the keel in a vertical direction, so as to give strength, figure, and solidity to the whole fabric.
It has been observed in the articleNavalArchitecture, that one timber is composed of several pieces united into one frame, which is accordingly called a frame of timbers by the artificers. These different pieces are exhibited in plateI.Piecesof theHull, by U, V, and W. The head of the lower piece, called thefloor-timber, being cut square, to join the heel of the next above it. To support the connection of the timber in that place, another assemblage of pieces are formed, and joined in the same manner; so that when both the sets are fastened together, the joinings in one set will be nearly opposite to the middle of the pieces in the other. Hence it is evident, that the mould which serves for the lowest piece will conform to the under part of the corresponding piece above it: and thus the mould, appropriated to every division of a timber, will determine, or answer to the figure of the next adjoining thereto.
The timbers whose areas orplanesare perpendicular to thekeel, are called square timbers; and those which are placed obliquely on the keel, as at the extremities of a ship, are called cant-timbers. The foremost of those pieces on the ship’sbow, are called the knuckle-timbers; and the hindmost on the quarter are called the fashion-pieces.
The outlines, orbendsof the principal timbers of the ship are geometrically delineated in the plane of projection, plateI. as also in plateIV. fig. 11. and plateX. fig. 2.: and their particular stations in the ship’s length are represented in the horizontal plane, and that of the elevation, plateI. In order to give a more comprehensive idea of their figures and dimensions, we have exhibited a perspective view of the carcase of a small vessel, in plateXII. fig. 2. consisting only of thekeelA, thestern-postB, thestemC, thetransomsK L M, and theribbandsF F.
Timber and room, orroom and space, is the alliance betwixt the moulding edge of two adjoining timbers, which must always contain the breadth of two timbers; and sometimes two or three inches between them. It must be observed, that one mould serves for two timbers; the fore side of the one being supposed to unite with the after side of the other, and so make only one line; which is actually the case in all the frames, which in some ships are every third, and in others every fourth timber. The frames are first put up, and fastened to the ribbands, and afterwards the others are put up, which are called fitting-timbers.Murray’s ship-building.
TIMONEER, (timonier, Fr.) the helmsman, or person who manages the helm to direct the ship’s course. See the articleSteering.
In a ship of war the quarter-masters and timoneers are usually chosen by the master, tocunand steer the ship; as also, to stow the provisions in the hold, coil the cables, regulate the watch, &c. SeeQuarter-master.
TOGETHER!accord, the order given to the men in the exercises ofheaving, rowing, holding, &c. to act all in concert, or at the same instant.
TOGGEL,cabillot, a small wooden pin, about five or six inches in length, and usually tapering from the middle towards the extremities. It is used to fix transversely in the lower part of a tackle, in which it serves as an hook whereby to attach the tackle to a strop, slings, or any body whereon the effort of the tackle is to be employed.
There are also toggels of another kind, employed to fasten the top-gallant sheets to thespan, which is knotted round the cap at the top-mast-head. For as the lifts of the topsail-yard are out of use when the topsail is hoisted, they are always converted into top-gallant sheets, to render the rigging at the mast-heads as light and simple as possible. Before the topsail-yards can be lowered so as to be sustained by their lifts, it therefore becomes necessary to transfer that part of the lift to the top-mast-head, that so the whole weight of the yard may be sustained by its mast-head, and no part thereof by the top-gallant-yard, which would otherwise be the case. This is performed by fixing the double part, or bight of the lift, within the eye of the span above mentioned, and inserting the toggel through the former, so as to confine it to the latter, which operation is amongst sailors called putting the sheets in thebeckets.
TOMPION, (tampon, Fr.) a sort of bung or cork used to stop the mouth of a cannon. At sea this is carefully encircled with tallow or putty, to prevent the penetration of the water into the bore, whereby the powder contained in the chamber might be damaged or rendered incapable of service.
TONNAGE. See the articleBurthen.
TOP,hune, a sort of platform, surrounding the lower mast-head, from which it projects on all sides like a scaffold.
The principal intention of the top is to extend the top-mast shrouds, so as to form a greater angle with the mast, and thereby give additional support to the latter. It is sustained by certain timbers fixed across thehoundsor shoulders of the mast, and called the tressel-trees and cross-trees, the former of which are expressed byk, fig. 1. plateVI. and the latter byl, l, fig. 2. The plan of the top is represented in fig. 6. whereg grepresents the holes through which the top-mast shrouds communicate with those of the lower mast, as explained in the articleShroud.
Besides the use above mentioned, the top is otherwise extremely convenient to contain the materials necessary for extending the small sails, and for fixing or repairing the rigging and machinery, with more facility and expedition. In ships of war it is used as a kind of redoubt, and is accordingly fortified for attack or defence, being furnished with swivels, musketry, and other fire-arms; and guarded by a thick fence of cordedhammocs. Finally, it is employed as a place for looking out, either in the day or night.
The frame of the top is either close-planked like a platform, or open like a grating. The former kind, which is exhibited in fig. 6. plateVI. is generally stronger and more convenient; but the latter is much better in tempestuous weather, as presenting a smaller surface to the wind when the ship leans over to one side, and by consequence being less exposed to its efforts.
In all ships of war, and in the largest merchantmen, the top is fenced on the aft-side by a rail of about three feet high, stretching across, and supported by stanchions, between which a netting is usually constructed, as appears by fig. 2. plateVI. The outside of this netting is generally covered with red bayze or red painted canvas, which is extended from the rail down to the edge of the top, and called the top-armour. By this name it seems to have been considered as a sort of blind, behind which the men may conceal themselves from the aims of the enemy’s fire-arms in time of action, whilst they are charging their own muskets, carabines, or swivels.
The dimensions of tops in the royal navy are as follow. The breadth of the topathwart-ships,q q, fig. 6. is one third of the length of its corresponding top-mast. The length of all tops, from the foremost to the after edgep p, is equal to three fourths of their breadth athwart; and the square hole in the middle is five inches to a foot of those dimensions. The tressel-trees and cross-trees extend nearly to the edge of the tops. See those articles.
Top-block.SeeBlockandMast.
Top-chain.See the articleChain.
Top-lanthorn,fanal de hune, a large lanthorn placed in the after part of the top, in any ship where an admiral or commodore is personally aboard. It is supported on each side by iron bracesr, as expressed in fig. 3. plateVI.
Top-mast,mât de hune, the second division of a mast; or that part which stands between the upper and lower pieces. See the articleMast.
Top-rope,guinderesse, a rope employed tosway-upa top-mast or top-gallant mast, in order to fix it in its place; or to lower it in tempestuous weather, or when it is no longer necessary. The rope used on this occasion for the top-masts is, on account of their great weight, furnished with an assemblage of pullies, at its lower end, called thetop-tackle, to hoist or lower the mast with greater facility. The whole of this is particularly explained in the articleMast, and the plate therein referred to.
Top-sails, certain large sails extended across the top-masts, by the top-sail-yard above, and by the yard attached to the lower mast beneath; being fastened to the former byrobands, and to the latter by means of two great blocks fixed on its extremities, through which the topsail-sheets are inserted, passing from thence to two other blocks fixed on the inner part of the yard close by the mast: and from these latter the sheets lead downwards to the deck, where they may be slackened or extended at pleasure. See the articleSail.N. B.The top-gallant sails are expanded above the topsail-yard, in the same manner as the latter are extended above the lower yard.
The several parts of the machinery by which the top-sails are managed, as thebowlines,braces,haliards,lifts, andsheets, being copiously defined in their proper places, it would be superfluous to repeat their explanations.
TOPPING,apiquer, the act of pulling one of the extremities of a yard higher than the other, by slackening one of thelifts, and pulling upon the opposite one, so as to place the yard at a greater or lesser obliquity with the mast.
Topping-lift,balancine de gui, a large and strong tackle, employed to suspend ortopthe outer end of a gaff, or of theboomof a main-sail and fore-sail; such as are used inbrigs,sloops, orschooners. SeeSquare.
TORNADO,travade, a violent squall or gust of wind rising suddenly from the shore, and afterwards veering round the compass like a hurricane. These are very frequent on the coasts of Guinea and South Barbary. SeeWind.
TOUCHING, the state of a ship’s sails when they first begin to shiver, with their edges in the direction of the wind. It is either occasioned by a sudden alteration of the ship’s course, or by a change of the wind, in which it blows more obliquely along the surface of the sails, instead of falling into their cavities from behind, according to its usual direction. SeeFull and by.
Touching-at, implies the circumstance of stopping, or anchoring occasionally, at some intermediate port, in the course of a voyage.
ToTOW,remorquer, (teon,teohan, Sax.) to draw a ship forward in the water, by means of a rope attached to another vessel or boat, which advances by the effort of rowing or sailing.
Towing is either practised when a ship is disabled, and rendered incapable of carrying sail at sea; or when her sails are not fixed upon the masts, as in a harbour: or when they are deprived of their force of action by a cessation of the wind.
When a ship of war is dismasted, or otherwise disabled from carrying sail at sea, she is usually towed by a cable reaching from her bow to another ship a-head. In a harbour towing is practised by one or more boats, wherein all the force of the oars are exerted to make her advance.
Tow-line, a small hauser generally used to remove a ship from one part of an harbour or road to another, by means of anchors, capsterns, &c. as explained in the articleWarping. It is also employed occasionally to moor a small vessel in a harbour, conveniently sheltered from the wind and sea.
Tow-rope, a name given to any cable or other rope used in the exercise of towing.
TRACING-LINE,martinet, a small cord generally passing through a block orthimble, and used to hoist up any object to a higher station, in order to render it less inconvenient. Such are the tracing-lines of theawnings, and those of theyard-tackles, which, by hanging down in a cavity or bight, would be aukward and incommodious.
TRACKof a ship. See the articleWake.
TRACKING, the act of pulling any vessel or floating body along the stream of a canal or river, by means of a rope extending from the vessel, &c. to the adjacent shore, and drawn along the banks of the river, by men or horses. Whence,
TRACK-SCOUT, a vessel employed to carry goods or passengers up and down the rivers or canals in Holland, and the countries bordering on the Baltic sea. It is usually tracked by a horse, who trots along the margin to a limited distance, after which he is relieved by another.
TRADE-WINDS, certain regular winds blowing within or near the tropics, and being either periodical or perpetual. Thus, in the Indian ocean, they blow alternately from different points of the compass, during a limited season; and, in the Atlantic ocean, continue almost without intermission in the same direction. They are accordingly called trade-winds, from their great utility in navigation and commerce. SeeMonsoonandWind.
TRAIN. See the articlesCannonandFire-ship.
TRANSOMS,barres d’arcasse, (transenna, Lat.) certain beams or timbers extended across thestern-postof a ship, to fortify her after-part, and give it the figure most suitable to the service for which she is calculated.
Transoms are here definedbeamsortimbers, because they partake equally of the form and purpose of those pieces. Thus the deck-transom is the aftmost or hindmost beam of the lower deck, whereon all the deck-planks are rabetted: and all the transoms are fixed athwart the stern-post, in the same manner as the floor-timbers are laid upon the keel. As the floor-timbers also, with regard to their general form and arrangement, have arising, by which, the bottom becomes narrower as it ascends towards the extremities; so the arms of the transoms, being gradually closer in proportion to their distance from the wing-transom downwards, give a similar figure to that part of the ship, which accordingly becomes extremely narrow, from the counter towards the keel; and this general figure or curve is called theflightof the transoms.
Although these pieces are therefore extremely different in their figures, according to the extent of the angles formed by their branches or horns, each of them has nevertheless a double curve, which is partly vertical, and partly horizontal, with regard to its situation in the ship. The former of these is called, by the artificers, the round-up, and the latter theround-aft.
As the transoms fill up the whole space comprehended between the head of the stern-post above, and the aftmost floor-timbers below, it is necessary to distinguish them by particular names. Thus the highest is called the wing-transom: the next, the deck-transom; and afterwards follow the first, second, and third transoms; together with the intermediate ones, as represented in fig. 1. plateX. and described in the explanation thereof.
The vertical direction of the arms or angles of the transoms, with regard to the ship’s length, are expressed in the plane ofElevation; and their horizontal curves are also delineated on the plane of Projection; both of which are represented under those terms in plateI. and described in the general explanation of the planes in the articleNavalArchitecture.
The highest transoms are connected to the ship’s quarter by knees, which are bolted to those pieces, and to the after-timbers. See the articleSleepers.
TRANSPORT. See the articleShip.
TRANSPORTING, the act of removing a ship from one place to another, by the help of anchors and ropes. SeeWarping.
TRAVELLER,racambeau, a sort ofthimble, whose diameter is much longer, in proportion to the breadth of its surface, than the common ones, fig. 3. plateXII. It is furnished with a tail formed of a piece of rope, about three feet in length, one end of which encircles the ring, to which it isspliced. These machines are principally intended to facilitate thehoistingorloweringof the top-gallant-yards at sea: for which purpose two of them are fixed on eachback-stay, whereon they slide upwards and downwards, like the ring of a curtain upon its rod: being thus attached to the extremities of the top-gallant-yard, they prevent it from swinging backwards and forwards, by the agitation of the ship, whilst the yard is hoisting or lowering at sea.
TRAVERSE, in navigation, implies a compound course, or an assemblage of various courses, lying at different angles with the meridian. Thus fig. 2. plateXI. exhibits the traverses formed by a ship, when making an oblique progression against the direction of the wind, as explained in the articleTacking.
The true course and distance resulting from this diversity of courses is discovered by collecting the difference of latitude and departure of each course, and reducing the whole into one departure and one difference of latitude, according to the known rules of trigonometry. This reduction will immediately ascertain the base and perpendicular; or, in other words, will give the difference of latitude and departure to discover the course and distance. SeeNavigation.
Traverse-board, a thin circular piece of board, marked with all the points of the compass, and having eight holes bored in each, and eight small pegs hanging from the center of the board. It is used to determine the different courses run by a ship during the period of the watch; and to ascertain the distance of each course. This implement is particularly useful in light and variable winds, at which time the helmsman marks the course every half hour, by fixing a peg in that point of the compass whereon the ship had advanced. Thus, if the wind is northerly at the beginning of the watch, the ship, beingclose-hauledon the larboardtack, will steer W. N. W. If, after the first half hour, the wind changes to N.byW. the ship will fall off to W.byN. both of these courses are marked by the helmsman upon the traverse-board, by putting in one peg for every half hour on which she steers the same course; as, one peg into W. N. W. and two pegs into W.byN. if she sails an hour on the latter course; and so on. The lee-way and variation of the compass are afterwards allowed by the pilot, on summing up the whole.
TREE-NAILS,gournables, certain long cylindrical wooden pins, employed to connect the planks of a ship’s side and bottom to the corresponding timbers.
The tree-nails are justly esteemed superior to spike-nails or bolts, which are liable to rust, and loosen, as well as to rot the timber; but it is necessary that the oak of which they are formed should be solid, close, and replete with gum, to prevent them from breaking and rotting in the ship’s frame. They ought also to be well dried, so as to fill their holes when they are swelled with moisture. They have usually one inch in thickness to 100 feet in the vessel’s length; so that the tree-nails of a ship of 100 feet long, are one inch in diameter; and one inch and a half for a ship of 150 feet.
TRESTLE-TREES,tesseaux, two strong bars of timber fixed horizontally on the opposite sides of the lower mast-head, to support the frame of the top, and the weight of the top-mast. SeeMastandTop.
TRIM,manege du navire, (trimman, Sax.to build) implies, in general, the state or disposition by which a ship is best calculated for the several purposes of navigation.
Thus the trim of theholddenotes the most convenient and proper arrangement of the various materials contained therein, relatively to the ships motion or stability at sea. The trim of the masts and sails is also their most apposite situation, with regard to the construction of the ship, and the effort of the wind upon her sails.
As thestowageof the hold, or the disposition of the several articles of the cargo, considerably affects the ship’s motion and stability, it will be necessary to give a general idea of the action of a heavy body upon the fluid that supports it, and the re-action of the fluid on the floating body.
The whole weight of any body, then, may be considered as united in its center of gravity; so that, if it were suspended by a line fastened to this center, the line would hang in a perpendicular position, as directed through the center of gravity to the center of the earth. A body which floats in a fluid is not, however, supported by its center of gravity, but by the compression of the surrounding filaments of water: and each of these, being considered as infinitely small, will act upon a very minute portion of the surface of the floating body, with regard to the specific gravity, and conform to a principle applicable to all fluids, in proportion to the height of these filaments, viz. That the weight of a column of any fluid will be in proportion to the specific gravity of the fluid and the height of the column multiplied by its base.
But as heavy bodies endeavour, by their gravity, to approach the center of the earth, in a vertical line passing through their centers; so the pressure of fluids endeavours to carry bodies in a vertical, tending from the center of the earth towards their surface, and passing through the center of gravity of the submerged part, which forces them towards the surface. So, in any submerged body at rest, these two opposite forces coincide in the same vertical, acting in a direction quite contrary to each other.Bouguer’s Traité du navire.
From this theory it results, that the stability or trim of a ship chiefly depends upon her construction, as considering the bottom to be homogeneous. This, however, can only happen when her cargo consists of the same materials throughout, as with corn, salt, or any species stowed in bulk, and when her hold is entirely filled. For if the ship has not sufficient breadth to resist the effort of the wind upon her sails; or if she is built too high, or too sharp in the floor, her center of gravity will be too high, and she will be verycrank, i. e. apt to overturn.
But as thestiffnessof a ship, or quality to carry sail without danger of overturning, depends very much on thestowageof the hold, the center of gravity may thereby be considerably lowered, by which her stability will be increased in proportion. It is a general maxim amongst mariners, that a ship will not carry sufficient sail till she is laden so deep that the surface of the water may glance on her extreme breadthamidships. She must therefore have a great deal of weight, as ballast, &c. to bring her to this situation, which is called a good sailing trim.
Several circumstances are also to be particularly considered with regard to the quality, weight, and stowage of the ballast. The center of gravity being placed too high, will render the ship incapable of carrying a sufficient quantity of sail; and by having it too low, she will be in danger of rolling away her masts. When it is placed too far forward, the ship willpitch, andlabourheavily; and when too far aft, she will occasionally be exposed to the dangerous circumstance of apoopingsea. These extremes being carefully avoided, it remains to proportion the contents of every part of theholdto its capacity, and to place the lightest materials uppermost. SeeStowage.
Trim, when applied to the sails, denotes the general arrangement which is best calculated to accelerate the ship’s course, according to the direction of the wind. See the articleSailing.
If the ship were always to sail before the wind, it would be a very simple operation to trim the sails; because nothing else could be required than to dispose them so as to receive the greatest possible effort of the wind, which is evidently performed by arranging them at right angles with its direction. But, when the current of wind acts more directly upon the ship’s side, it necessarily falls more obliquely on the surface of the sails, so as to diminish their effort to push the ship forward; and to augment their tendency to make her incline to one side. Hence we may conclude, that an increase of the wind, when accompanied with a variation unfavourable to the ship’s course, will by no means augment her velocity; because the force previously employed to push her forward, will afterwards operate to overturn her; and because this impression renders it necessary to reduce the quantity of sail; the effort of which is farther diminished by the obliquity of the action of the wind upon its surface.
By this theory it appears, that the effect of the wind to advance the ship decreases in proportion to its obliquity with any sail upon which it operates.