L.
TO LABOUR, travailler, as a sea-term, implies to roll or pitch heavily in a turbulent sea; an effect, by which the masts and hull of the ship are greatly endangered, because by the rolling motion the masts strain upon their shrouds with an effort, which increases as the sine of their obliquity: and the continual agitation of the vessel gradually loosens her joints, and often makes her extremely leaky.
LADDER, echelle, a well-known convenience, of which there are a great number in a ship, formed of two pieces of plank joined together by crosspieces, which serve as steps, whereby to mount or descend from one deck to another.
The ladders derive their names from the several hatchways, or other parts of a ship, wherein they are situated. Besides these, there are, of a particular construction, the accommodation-ladder and the quarter-ladders.
Accommodation-Ladder, is a sort of light stair-case, occasionally fixed on the gangway of the admiral, or commander in chief, of a fleet. It is furnished with rails and entering-ropes, covered with red bays, and the lower-end of it is retained at a competent distance from the ship’s side by iron bars, or braces, to render the passage more convenient to those who enter or depart from the ship. See the article Gangway.
Quarter-Ladders, two ladders of rope, depending from the right and left side of a ship’s stern, whereby to descend into the boats which are moored astern, in order to bring them up along-side of the ship; or to use them for any other occasion.
LADEN, chargée, the state of a ship when she is charged with a weight or quantity of any sort of merchandizes, or other materials, equal to her tonnage or burthen. If the cargo with which she is laden is extremely heavy, her burthen is determined by the weight of the goods; and if it is light, she carries as much as she can stow, to be fit for the purposes of navigation. As a ton in measure is generally estimated at 2000 lb. in weight, a vessel of 200 tons ought accordingly to carry a weight equal to 400,000 lb. when the matter of which the cargo is composed is specifically heavier than the water in which she floats; or, in other words, when the cargo is so heavy that she cannot float high enough, with so great a quantity of it, as her hold will contain.
Laden in bulk, the state of being freighted with a cargo which is neither in casks, boxes, bales, or cases, but lies loose in the hold; being defended from the moisture, or wet of the hold, by a number of mats and a quantity of dunnage. Such are usually the cargoes of corn, salt, or such materials.
LAID-UP, the situation of a ship when she is either moored in a harbour during the winter season, or laid by, for want of employment: or when by age and craziness she is rendered incapable of further service.
LANCH, a peculiar sort of long-boat, used by the French, Spanish, and Italian shipping; and in general by those of other European nations, when employed in voyaging in the Mediterranean sea.
A lanch is proportionably longer, lower, and more flat-bottomed than the long-boat; it is by consequence less fit for sailing, but better calculated for rowing and approaching a flat shore. Its principal superiority to the long-boat, however, consists in being, by its construction, much fitter to under-run the cable, which is a very necessary employment in the harbours of the Levant sea, where the cables of different ships are fastened across each other, and frequently render this exercise extremely necessary.
Lanch is also the movement by which a ship or boat descends from the shore, either when she is at first built, or at any time afterwards.
To facilitate the operation of lanching, and prevent any interruption therein, the ship is supported by two strong platforms, laid with a gradual inclination to the water, on the opposite sides of her keel, to which they are parallel. Upon the surface of this declivity are placed two corresponding ranges of planks, which compose the base of a frame called the cradle, whose upper-part envelops the ship’s bottom, whereto it is securely attached. Thus the lower surface of the cradle, conforming exactly to that of the frame below, lies flat upon it, lengthways, under the opposite sides of the ship’s bottom; and as the former is intended to slide downwards upon the latter, carrying the ship along with it, the planes or faces of both are well daubed with soap and tallow.
The necessary preparations for the lanch being made, all the blocks and wedges, by which the ship was formerly supported, are driven out from under her keel, till her whole weight gradually subsides upon the platforms above described, which are accordingly called the ways. The shores and stanchions by which she is retained upon the stocks till the period approaches for lanching, are at length cut away, and the screws applied to move her, if necessary. The motion usually begins on the instant when the shores are cut, and the ship slides downward along the ways, which are generally prolonged under the surface of the water, to a sufficient depth, to float her as soon as she arrives at the farthest end thereof.
When a ship is to be lanched, the ensign, jack, and pendant, are always hoisted, the last being displayed from a staff erected in the middle of the ship. Plate [V]. fig. 4. represents a ship of war ready to be lanched from the stocks.
The largest ship that ever was lanched in England, is the Britannia, of 100 guns, built at Portsmouth. Ships of the first rate are commonly constructed in dry docks, and afterwards floated out, by throwing open the flood-gates, and suffering the tide to enter, as soon as they are finished.
LAND-FALL, atterrage, the first land discovered after a sea-voyage: hence it is common for ships, who accost each other at sea, to wish a good land-fall at parting, by which they imply a discovery of land, at or near the place whither their course is directed, and which they expect to make by their journals.
Land-locked, bouclé, the situation of a ship which is environed by the land on all sides in a road, bay, or haven; so as to exclude the prospect of the sea, unless over some intervening land. See the French word terre, and the phrases following it.
LANGREL, or LANGRAGE, mitrailles, a particular kind of shot, formed of bolts, nails, bars, or other pieces of iron tied together, and forming a sort of cylinder, which corresponds with the bore of the cannon, from which it is intended to be discharged. This contrivance is particularly designed to wound or carry away the masts, or tear the sails and rigging of the adversary, so as to disable him from flight or pursuit. It is never used in royal ships, but very often by privateers and merchantmen.
LANIARD, (lanier, Fr.) a short piece of cord or line, fastened to several machines in a ship, and serving to secure them in a particular place, or to manage them more conveniently. Such are the laniards of the gun-ports, the laniard of the buoy, the laniard of the cat-hook, &c.
The principal laniards used in a ship, however, are those employed to extend the shrouds and stays of the masts, by their communication with the dead-eyes, so as to form a sort of mechanical power, resembling that of a tackle. See Dead-Eyes.
These laniards, rides, are fixed in the dead-eyes as follows: One end of the laniard is thrust through one of the holes in the upper dead-eye, and then knotted, to prevent it from drawing out; the other end is then passed through one of the holes in the lower dead-eye, whence, returning upward, it is inserted through the second hole in the upper dead-eye, and next through the second in the lower dead-eye, and finally through the third holes in both dead-eyes. The end of the laniard being then directed upwards from the lowest dead-eye, is stretched as stiff as possible by the application of tackles; and that the several parts of it may slide with more facility through the holes in the dead-eyes, it is well smeared with hog’s lard or tallow, so that the strain is immediately communicated to all the turns at once.
LANTHORN, a well-known machine, of which there are many used in a ship, particularly for the purpose of directing the course of other ships in a fleet or convoy: such are the poop and top-lanthorns, &c.
LAP-SIDED, bordier, the state of a ship, which is built in such a manner as to have one side heavier than the other; and, by consequence, to retain a constant heel, or inclination towards the heaviest side; unless when she is brought upright, by placing a greater quantity of the cargo, or ballast, on the other side. See Ballast.
LARBOARD, babord, a name given by seamen to the left side of a ship, wherein the right and left are apparently determined by the analogy of a ship’s position, on the water, to that of a fish.
LARGE, a phrase applied to the wind, when it crosses the line of a ship’s course in a favourable direction, particularly on the beam or quarter. To understand this more clearly, let us suppose a ship steering west; then the wind, in any point of the compass to the eastward of the south or north, may be called large, unless indeed when it is directly east, and then it is said to be right aft.
Sailing Large, aller vent largue, is therefore advancing with a large wind, so as that the sheets are slackened and flowing, and the bowlines entirely disused. This phrase is generally opposed to sailing close-hauled, or with a scant wind, in which situation the sheets and bowlines are extended as much as possible.
LASHING, amarrage, a piece of rope employed to fasten or secure any moveable body in a ship, or about her masts, sails, and rigging: also the act of fastening or securing any thing by means of the rope used for this purpose.
LATEEN-SAIL, a long triangular sail extended by a lateen-yard, and frequently used by xebecs, polacres, settees, and other vessels navigated in the Mediterranean sea.
LAYING the Land, in navigation, the state of motion which increases the distance from the coast, so as to make it appear lower and smaller; a circumstance which evidently arises from the intervening convexity of the surface of the sea. It is used in contradistinction to raising the land, which is produced by the opposite motion of approach towards it.
LEAK, a chink or breach in the decks, sides, or bottom of a ship, through which the water passes into her hull. When a leak first commences, the vessel is said to have sprung a leak.
LEAKY, the state of a ship when abounding with leaks.
LEE, an epithet used by seamen to distinguish that part of the hemisphere to which the wind is directed, from the other part whence it arises; which latter is accordingly called to windward. This expression is chiefly used when the wind crosses the line of a ship’s course, so that all on one side of her is called to-windward, and all on the opposite side, to leeward: and hence,
Under the Lee, implies farther to the leeward, or farther from that part of the horizon from whence the wind blows; as,
Under the Lee of the shore; i. e. at a short distance from the shore which lies to windward. This phrase is commonly understood to express the situation of a vessel, anchored, or sailing under the weather-shore, where there is always smoother water, and less danger of heavy seas, than at a great distance from it[[37]].
Lee-larches, the sudden and violent rolls which a ship often takes to the leeward in a high sea, particularly when a large wave strikes her on the weather-side.
Lee-side, all that part of a ship or boat which lies between the mast, and the side farthest from the direction of the wind; or otherwise, the half of a ship, which is pressed down towards the water by the effort of the sails, as separated from the other half, by a line drawn through the middle of her length. That part of the ship, which lies to windward of this line, is accordingly called the weather-side.
Thus admit a ship to be sailing southward, with the wind at east, then is her starboard, or right-side, the lee-side; and the larboard, or left, the weather-side.
Leeward-ship, a vessel that falls much to-leeward of her course, when sailing close-hauled, and consequently loses much ground.
To Leeward, towards that part of the horizon which lies under the lee, or whither the wind bloweth. Thus, “We saw a fleet under the lee,” and, “We saw a fleet to-leeward,” are synonimous expressions.
Lee-way, is the lateral movement of a ship to-leeward of her course, or the angle which the line of her way makes with the keel when she is close-hauled. See that article.
This movement is produced by the mutual effort of the wind and sea upon her side, forcing her to-leeward of the line upon which she appears to sail; and in this situation her course is necessarily a compound of the two motions by which she is impelled, of which the one presses forward, according to the line of her keel, from H to K, fig. 5. plate [V]. whilst the other, acting in the line B A, pushes her to leeward of the course from B towards A, with a motion which is usually in proportion to the force of the wind, and the rate of her velocity, as appears by the following theory.
When a ship is close-hauled, and the head-sails are in perfect equilibrio with those abaft, the resistance of the water from A to B. fig. 5. plate [V]. is equal to the impulse of the sails, whether it is impressed upon the centre of gravity H of the ship, or any other point of her length before or abaft it. In this situation, the ship will as readily bear away as come nearer to the wind, with regard to the resistance of the water upon her bottom on one side, and the impulsion of the wind upon the sails on the other. But it must be observed, that the united effort of the sails acts upon the ship according to a direction B A, perpendicular to their surfaces, and commencing its action in some point H, being the mean d between the different effects C G, of the sails afore and abaft, which should exactly correspond with the resistance of the water from A towards B; so that the vessel is pushed to leeward of the course I K, which she steers in the direction B A of the effort of the sails. But the resistance of the water, acting upon the lee-side of her bottom, counterbalances this effort, and becomes stronger, in proportion to the greater facility with which she divides the fluid with her stem; so that she will really advance in the course N R, which lies nearer the line of her keel than B A. Thus the angle K H R of the lee-way is proportional to the greater or less resistance the ship meets with from the fluid upon her lee side, respectively with her greater or less facility of dividing it with her fore-part; so that the lee-way is very inconsiderable, except, when the ship is close-hauled, and is accordingly disregarded whenever the wind, is large.
This demonstration might be pushed farther by a fact founded on daily experience, which proves that not only the lee-way depends on the form of the vessel, but also the degree of velocity with which she advances; and perhaps never, intirely, upon the greater or less obliquity of the sails with the keel, as some authors have pretended. For when a swift-sailing ship is close-hauled, with all her sails out, in a very light wind, and scarcely having steerage-way, the lee-way is considerable even in smooth water. This is occasioned by the tardy motion of the vessel, which being feebly pushed forward, cannot impress the water with a forcible effect, and by consequence feels no resistance from it, but is accordingly carried with facility by her sails, in the direction of their effort B A: and if we consider the situation of the ship’s side, which presents a great surface of sail above the water, it appears that the lee-way will become yet more perpendicular to the keel. But when the wind makes a forcible impression, the velocity of moving forward is considerably augmented; the ship strikes the fluid with a force, expressed by the square of two or three leagues of swiftness, from B towards A, in the space of an hour, whilst the water repels her effort in a contrary direction. The resistance of the water is then, in the ratio of this square, to the square of her first velocity, or head-way; and in this state will not readily yield to its effort. The lee-way immediately decreases, and will be still farther diminished, if the ship’s course is accelerated. If then at the moment when the ship advances with great rapidity, she bears away 12 or 15 degrees, or even two points, without altering the general arrangement of her sails, their obliquity remains the same, the ship therefore ought to have the same lee-way, according to the opinion of those who have written on the theory of sailing. The velocity is augmented, because the sails then receive the wind by a greater sine of incidence, and thereby acquire a more powerful effort, whilst the ship’s head is always struck by the water in the same parts, and by the same sine of incidence; so that the lee-way is also diminished, because the water resists more, in consequence of the accelerated swiftness; and because the resistance is more exerted on the ship’s side than on her head, which is less opposed to its impulsion. Hence we may conclude, that the lee-way of a ship does not entirely depend on the disposition of her sails; that it is different in different vessels, because they are neither formed alike, nor are their sails equally trimmed in the same oblique courses: and finally, because they have always a different velocity, at the same time, and under the same sail. Thus it is evident, that the lee-way is always composed of the ship’s comparative velocity; of her form, which gives more or less proportional resistance upon the side than on the fore-part; and of the disposition of her sails, as forming a greater or smaller obliquity with the keel. See also Close-hauled, Drift, and Sailing.
LEECHES, bords, the borders or edges of a sail, which are either sloping or perpendicular. See Goring.
The leeches of all sails, whose tops and bottoms are parallel to the deck, or at right angles with the mast, are denominated from the ship’s side, and the sail to which they belong; as the starboard leech of the main-sail, the lee leech of the fore-top-sail, &c. but the sails which are fixed obliquely upon the masts, have their leeches named from their situation with respect to the ship’s length; as the fore-leech of the mizen, the after-leech of the jib, or fore-stay-sail, &c.
Leech-Lines, cargues-bouline, certain ropes fastened to the middle of the leeches of the main-sail and fore-sail, and communicating with blocks under the opposite sides of the top, whence they pass downwards to the deck, serving to truss up those sails to the yard, as occasion requires. See Brails.
Leech-rope, ralingue, a name given to that part of the bolt-rope, to which the border, or skirt of a sail is sewed. In all sails, whose opposite leeches are of the same length, it is terminated above by the earing, and below by the clue. See Bolt-rope, Clue, and Earing.
LENGTHENING, the operation of cutting a ship down across the middle, and adding a certain portion to her length. It is performed by sawing her planks asunder, in different places of her length, on each side of the midship frame, to prevent her from being weakened too much in one place. The two ends are then drawn apart, to a limited distance, which must be equal to the proposed addition of length. An intermediate piece of timber is next added to the keel, upon which a sufficient number of timbers are erected, to fill up the vacancy produced by the separation. The two parts of the kelson are afterwards united, by an additional piece which is scored down upon the floor-timbers; and as many beams as may be necessary, are fixed across the ship in the new interval. Finally, the planks of the side are prolonged, so as to unite with each other, and those of the ceiling refitted in the same manner; by which the whole process is completed.
To Let in, enclaver, amongst shipwrights, is to fix a diminished part of one plank or piece of timber into a vacancy, formed in another for this purpose. See Rabbit.
LETTER OF MART, a commission granted by the lords of the admiralty, or by the vice-admiral of any distant province, to the commander of a merchant-ship, or privateer, to cruize against, and make prizes of, the enemy’s ships and vessels, either at sea, or in their harbours.
To LIE along, or LIE over. See the article Along.
To Lie-to. See Lying-to, &c.
LIEUTENANT of a ship of war, the officer next in rank and power to the captain, in whose absence he is accordingly charged with the command of the ship; as also the execution of whatever orders he may have received from the commander relating to the king’s service.
The lieutenant, who commands the watch at sea, keeps a list of all the officers and men thereto belonging, in order to muster them, when he judges it expedient, and report to the captain the names of those who are absent from their duty. During the night-watch, he occasionally visits the lower decks, or sends thither a careful officer, to see that the proper centinels are at their duty, and that there is no disorder amongst the men; no tobacco smoaked between decks, nor any fire or candles burning there, except the lights which are in lanthorns, under the care of a proper watch, on particular occasions. He is expected to be always upon deck in his watch, as well to give the necessary orders, with regard to trimming the sails and superintending the navigation, as to prevent any noise or confusion; but he is never to change the ship’s course without the captain’s directions, unless to avoid an immediate danger.
The lieutenant, in time of battle, is particularly to see that all the men are present at their quarters, where they have been previously stationed according to the regulations made by the captain. He orders and exhorts them every where to perform their duty, and acquaints the captain at all other times of the misbehaviour of any persons in the ship, and of whatever else concerns the service or discipline.
The youngest lieutenant of the ship, who is also stiled lieutenant at arms, besides his common duty, is particularly ordered, by his instructions, to train the seamen to the use of small arms, and frequently to exercise and discipline them therein. Accordingly his office, in time of battle, is chiefly to direct and attend them, and at all other times to have a due regard to the preservation of the small arms, that they be not lost or embezzled, and that they are kept clean and in good condition for service.
LIFTS, balanciers, certain ropes, descending from the cap and mast-head, to the opposite extremities of the yard immediately under; where, passing through a block or pulley, they become double. They are used to keep the yard in equilibrio; or to pull one of its extremities higher than the other, as occasion requires; but particularly to support the weight of it, when a number of seamen are employed thereon, to furl or reef the sail.
The lifts of the top-sail-yards, called the top-sail-lifts, are also used as sheets to extend the bottom of the top-gallant-sail above.
The yards are said to be squared by the lifts, when they hang at right angles with the mast; that is to say, parallel to the horizon, when the vessel is upright upon the water.
Topping-Lift. See Topping-Lift.
LIGHT, lege, in the sea-language is used in contradistinction to laden. A ship is accordingly called light, either when she has no cargo, or when she is not sufficiently ballasted.
LIGHTER, allege, a large, open, flat-bottomed vessel, generally managed with oars, and employed to carry goods to or from a ship when she is to be laden or delivered. See the article Vessel.
There are also some lighters furnished with a deck throughout their whole length, in order to contain those merchandizes, which would be damaged by rainy weather: these are usually called close-lighters.
LIGHT-HOUSE, phare, tour à feu, a sort of tower erected upon a cape or promontory on the sea-coast, or upon some rock in the sea, and having a great fire, or light formed by candles, upon its top, in the night time, which is constantly attended by some careful person, so as to be seen at a great distance from the land. It is used to direct the shipping on the coast, that might otherwise run ashore, or steer an improper course, when the darkness of the night, and the uncertainty of currents, &c. might render their situation, with regard to the shore, extremely doubtful.
LIGHT-ROOM, fanal de soute, a small apartment, inclosed with glass windows, near the magazine of a ship of war. It is used to contain the lights by which the gunner, and his assistants, are enabled to fill the cartridges with powder, to be ready for action.
LIMBERS, or LIMBER-HOLES, parclosses, certain square holes cut through the lower parts of a ship’s floor-timbers, very near the keel. Being disposed in a line, parallel to the keel, they form a channel, which communicates with the pumps throughout the whole length of the floor, so that the water which enters by a leak, and would otherwise be intercepted by the timbers, is easily conveyed to the well-room, where the pumps are fixed. Every floor-timber has two limber-holes cut through it, viz. one on each side of the kelson.
Limber-Boards, short pieces of plank, which form a part of the ceiling, or lining of a ship’s floor, close to the kelson, and immediately above the limbers. They are occasionally removed, when it becomes necessary, to examine, or clear the limber-holes of any filth, sand, chips, or gravel, by which they may be clogged, so as to interrupt the passage of the water, in the ship’s floor, to the pump-well.
Limber-Rope, a long rope, frequently retained in the limber-holes of a ship, and communicating from one to another, in order to clear them by pulling the rope backwards and forwards, so as to loosen the sand or dirt by which they may occasionally be choaked.
LINE, ligne, a general name given to the arrangement or order in which a fleet of ships of war are disposed to engage an enemy.
This disposition, which is the best calculated for the operations of naval war, is formed by drawing up the ships in a long file, or right line, prolonged from the keel of the hindmost to that of the foremost, and passing longitudinally through the keels of all the others, from the van to the rear; so that they are, according to the sea-phrase, in the wake of each other.
In the line, or order of battle, all the ships of which it is composed are close-hauled, upon the starboard or larboard-tack, about 50 fathoms distant from each other. See plate [V]. fig. 5. where a b represents the elevation, and A B the plan of this order, upon the starboard-tack; the direction of the wind in both being expressed by the arrow in the latter.
A fleet is more particularly drawn up in the line when in presence of an enemy. It ought to be formed in such a manner as that the ships should mutually sustain and reinforce each other, and yet preserve a sufficient space in their stations, to work or direct their movements with facility during the action. Thus they will be enabled effectually to cannonade the enemy, without incommoding the ships of their own squadron.
The line close-hauled is peculiarly chosen as the order of battle, because if the fleet, which is to windward, were arranged in any other line, the enemy might soon gain the weather-gage of it; and even if he thinks it expedient to decline that advantage, it will yet be in his power to determine the distance between the adverse fleets, in an engagement, and to compel the other to action. The fleet to leeward, being in a line close-hauled, parallel to the enemy, can more readily avail itself of a change of the wind, or of the neglect of its adversary, by which it may, by a dextrous management, get to windward of him: or, should it fail in this attempt, it will nevertheless be enabled, by the favourable state of the wind, to avoid coming to action, if the enemy is greatly superior; or to prevent him from escaping, if he should attempt it.
Besides these advantages, this order of battle is singularly convenient and proper in other respects. The sails of each ship are disposed in such a manner as to counter-act each other, so that the ships in general neither advance or retreat during the action. By this circumstance they are enabled to retain their stations with greater stability, and to prosecute the battle with vigour and resolution, yet without perplexity and disorder. The uniformity of the line will be preserved, so that the admiral’s orders may be readily communicated by signals from the van to the rear. The distress of any particular ship, that is disabled and rendered incapable to continue the action, will be presently discovered, and her place accordingly supplied by one of the ships in reserve. The circumstances and situation of the enemy’s line will be ever open to the view of the commander in chief, so that he may be enabled to convert any disaster that may happen therein to his own advantage.
It may be alledged indeed, that the same reasons hold good with regard to the enemy, to whom this arrangement will be equally beneficial. It may also be observed, that particular occasions have rendered it necessary to break the order of the line; and that sometimes this expedient has been practised with equal judgment and success. To the first of these allegations it may be answered, that in war as well as politics, there are certain general rules absolutely necessary to be observed by the hostile powers: rules which are founded on mutual convenience, and authorised by the invariable example of all ages! Whatever tends to facilitate the designs of the adverse parties on each other, or whatever operates to shorten the period of war, and render it less destructive and fatal, are objects which ought never to be disregarded. Disorder has not only a tendency to protract the war, but to make it more bloody and ruinous, and to aggravate all the calamities with which it is inseparably attended. Perhaps this observation is particularly applicable to our present purpose, unless the consequences of disorder in a sea-fight, as related below, should rather be considered as the creation of fancy, than a recital of facts, naturally resulting from known causes. Although peculiar circumstances have sometimes, by their success, justified the measure of engaging an enemy’s fleet, without forming the line; or after the line has been separated; there is nevertheless very few operations in war that require greater delicacy and vigilance, if the hostile fleets are very near to each other. Perhaps no military enterprize can be attended with greater hazard, or with fewer hopes of success. The incessant fire of so large an assembly of ships in a very short time covers the scene of action with a cloud of smoke, which is constantly accumulating. The winds that enabled the two fleets to approach each other are soon become extremely feeble, or perhaps perfectly lulled, by the explosions of a vigorous cannonade: they are of course incapable any longer to dissipate the smoke, which then darkens the air, and is almost impenetrable to the eye. If in this situation the hostile ships are promiscuously scattered amongst each other, it is easy to foretel the mischief, perplexity, and distraction, to which the whole will be inevitably exposed. Not only is the most comprehensive skill of the commander in chief rendered useless; the smaller ships, abandoned to their ill fortune, may be torn to pieces by superior force, without relief or succour: and, what is infinitely worse than all, the ships of the same fleet may cannonade each other, with all the resolution and spirit which they exert against their enemies! If the design of war is conquest, and not massacre, it is thus totally perverted! The battle, instead of being brought to a speedy issue, and decided by a victory and defeat, is unhappily protracted into a scene of slaughter and ruin, equally fatal and undecisive to both parties.
If then disorder and confusion are fraught with such dangerous consequences in a naval armament, it is no less certain that the principal sinews of its strength are discipline, regularity, vigilance, and activity. It has been already remarked, that the ships of the line should be sufficiently close, to sustain each other; for if they are farther apart than those of the enemy’s line, many single ships will suffer the fire of two at once. Hence the fleet is rendered inferior to that of the enemy, at the onset of battle; a circumstance which evinces the superiority of larger ships, accompanied with weightier metal! the enemy is defeated by the efforts of a more numerous and more powerful artillery.
Besides these advantages, the larger ships are in other respects highly preferable in a line of battle. They overlook those of an inferior rate, which are accordingly laid open to the fire of their musquetry. In a high sea they can more safely employ the artillery of their lower deck than a smaller ship; and if both are obliged to shut their lower deck ports, the advantage of the three-decked ships, with regard to their cannon, will yet be considerable: they have three tier against two, and two against one. The same superiority subsists, in case they are dismasted, when the upper-deck is encumbered with the ruins.
The large ships, being higher between-decks, are less incommoded with the smoke; and their cannon is managed with greater facility.
The large ships, having greater solidity of frame, are better calculated to resist the effects of battle and tempest. In general also, they sail better than the small ones, except in fine weather; for in a fresh wind, when the sea becomes agitated, they have always the superiority.
The fire-ships do not succeed so well against large ships as the smaller ones: the artillery will sink them, or oblige them sooner to relinquish their design; and they are easily towed away by the great long boats.
The line of a fleet, which has abundance of capital ships, need not be so much enclosed as that of an enemy who has fewer. The former may be also less numerous, without being weaker.
An open line will, on many occasions, work more easily than one which is more enclosed; and if it is less numerous, the movements thereof are more expeditious; the signals better attended; the general order more exactly preserved; and the ships less liable to be separated. Hence it will be less embarrassed by a change of wind, and the order will be sooner re-established.
A less numerous line will more readily approach or escape from an enemy, or a hostile shore; and, finally, when cruizing in a smaller space, it will not be so much contracted.
From the preceding reflections it results, that the line, which contains more capital ships, will be stronger than one more numerous, if composed of smaller ships. This reflection however does not exclude a certain number of the third and fourth rates, which are necessary in all naval armaments[[38]].
As the hostile fleets are drawn up in two opposite lines, with their sides to the wind, it is evident that one must be to the leeward of the other, as appears in fig. 8. plate [V]. Both situations however have their defects as well as advantages.
The advantages of a weather-line are generally, that it may approach the enemy so as to determine the time and distance of action. If it is more numerous than the lee-line, it may easily appoint a detachment to fall upon the van and rear of the latter, and enclose it between two fires. It is little incommoded by the fire or smoke of the cannon, and may dispatch the fire-ships, under cover of the smoke, upon the disabled ships of the lee-line; or wheresoever they may occasion perplexity and disorder, by obliging the enemy to break the line and bear away.
The weather-line has nevertheless its defects, which sometimes counterbalance the advantages above recited. If the sea is rough, and the wind boisterous, it cannot readily fight with the lower-deck battery. It cannot decline the action without the dangerous expedient of forcing through the enemy’s line: and if it keeps the wind, the lee-line may enclose, and totally destroy it, especially if it is inferior in number to the latter; or if the ships thereof are in bad condition; for it then can find no other resource but in the dexterity of its manœuvres, unless it is favoured by the wind, or any oversight of the enemy. The disabled ships of the weather-line must tack, to avoid falling into the enemy’s fleet; and if they are much shattered, they may be altogether separated from their own fleet, particularly if they are in the rear of the line.
The line to leeward has also its advantages, which have occasionally been preferred to those of the weather-line. The ships of the former may use the guns of their lower decks, without the hazard of taking in much water at the ports in stormy weather; whereas the line to windward dare not open them, without the greatest danger. If the lee-line, although more numerous, cannot so easily double upon the van and rear of the enemy, and inclose them between two fires, it may nevertheless have opportunities of tacking, and cutting off a part of the enemy’s rear, by obliging them to bear away, or separate from the rest. The disabled ships to leeward are much more readily removed from the line than those to windward, without being obliged to tack and continue exposed to the enemy’s fire: they bear away, and remain at a competent distance from the fleet in a state of safety. Finally, the lee-line can with more facility avoid the action than its adversary; a circumstance which is extremely favourable to an inferior squadron.
The defects of the lee-line, on the contrary, are, that it cannot decide the time and distance of the battle, which may commence before it is sufficiently formed; and it will perhaps be attacked by an enemy, who bears away upon it in regular order. The fire and smoke of the weather-line are a great inconvenience to it; and it cannot easily break the enemy’s line with its fire-ships, which are very slowly and with great difficulty conveyed to windward.
It must be remarked, that the admiral’s ship attentively preserves her station in the centre of the line; for if the commander in chief should give way to the caprice or inattention of any of those under his direction, it would introduce an endless disorder into the squadron.
To illustrate this article, and enable the reader to form a clearer idea of the line, we have, in plate [V]. represented several distinct views, according to the different situations which it occasionally assumes.
Fig. 7. exhibits a perspective view of the line of battle on the starboard-tack, A B being the plan thereof.
Fig. 8. a, represents the profile of the same line on the starboard-tack, as brought to action by the opposite line b. The plan of these squadrons, A B, appears immediately below.
It is necessary to remark here, that a fleet frequently retains the order of the same tack, occasionally, when the whole fleet goes about at once, as expressed by a, fig. 9. of which A is the plan. Or it goes about gradually, the headmost ship having tacked first, and the next tacked as soon as she arrived in her wake; the rest following the same example. See c, fig. 7. and C in the plan of the same figure.
It also frequently preserves the order of the line close-hauled, although steering with a large wind, either in pursuit of a flying enemy, or proceeding in a particular course. Thus the fleet b, fig. 10. although ranged so as to be in a line upon the larboard-tack, if close to the wind, is chacing the fleet a to leeward, which is either parallel to the former and preserving the same order, or sails on a line abreast, as expressed by the plan C. See also the article Abreast.
Fig. 11 exhibits a fleet formed into a line, on the starboard-tack, bearing away upon the continuation of the same line astern. Thus supposing them to be formed on the starboard-tack, and sailing due north, in a line ahead; it is evident that if every ship, at one and the same time, bears away and steers south, the whole fleet will again be upon a line ahead, with the wind upon the larboard-quarter, as expressed in this figure, and in the plan under it.
Fig. 12 represents a fleet bearing away, and having half of its ships ranged on the starboard-tack, and the other half on the larboard-tack, so as to form the two sides of the angle b c a, of which the commander in chief a makes the central point. This disposition is sometimes used to force through a passage which is guarded by an enemy. See also the plan thereof, A B C below, where it is evident that the admiral is the foremost ship, whilst bearing away, although she would be the last in both lines, if they were close-hauled.
Fig. 13 expresses the order of retreat, which is frequently practised by the French, and is directly the reverse of this; because the angular point is farthest to leeward in the former, whereas it is to windward of both lines in the latter; being also the headmost of both, when close-hauled, although the sternmost ship while they are bearing away.
In an engagement, the ships are generally brought-to, with the main-top-sails laid aback, and their fore-top-sails full, for the purpose of bearing away more readily, when occasion requires. This disposition of the sails is represented in fig. 13. plate [III]. See also Lying-to.
The line is said to be formed abreast, when the ships sides are all parallel to each other, on a line which crosses their keels at right angles. This is more frequently used in pursuing or retreating, with the wind right aft, so that the line forms a perpendicular with the direction of the wind, as exhibited by the ships C, in the plan annexed to fig. 10.
Line is also a name given to several small cords, of different sizes, and used for various purposes at sea; as house-line, marline, rattling-line, &c. See those articles.
LINTSTOCK, baton à feu, a staff about three feet long, having a sharp point at one end, and a sort of fork or crotch in the other; the latter of which serves to contain a lighted match, and by the former the lintstock is occasionally stuck in the deck, in an upright position. It is frequently used in small vessels, in an engagement, where there is commonly one fixed between every two guns, by which the match is always kept dry and ready for firing.
LOADING. See the articles Cargo and Lading.
Shot-LOCKER. See Garland.
LOG, a machine used to measure the ship’s head-way, or the rate of her velocity as she advances through the sea. It is composed of a reel and line, to which is fixed a small piece of wood, forming the quadrant of a circle. The term log however is more particularly applied to the latter.
The log, fig. 14, plate [V]. is generally about a quarter of an inch thick, and five or six inches from the angular point a to the circumference b. It is balanced by a thin plate of lead, nailed upon the arch, so as to swim perpendicularly in the water, with about ⅔ immersed under the surface. The line is fastened to the log by means of two legs a and b, fig. 15, one of which passes through a hole a at the corner, and is knotted on the opposite side; whilst the other leg is attached to the arch by a pin b, fixed in another hole, so as to draw out occasionally. By these legs the log is hung in equilibrio, and the line, which, is united to it, is divided into certain spaces, which are in proportion to an equal number of geographical miles, as a half minute or quarter minute is to an hour of time.
This instrument is employed to measure the ship’s course in the following manner: The reel, fig. 16, about which the log-line is wound, being held by one man, and the half-minute glass by another, the mate of the watch at the same time fixes the pin, and throws the log over the stern, which, swimming perpendicularly in the sea, feels an immediate resistance as the ship advances. To prevent the pin from being drawn by the effort of this resistance, the person who heaves the log continually slackens the line over the stern, or quarter, so that it becomes almost straight on the water, and the log continues nearly in the same place where it first alighted, and is considered as fixed therein. The knots are measured from a mark fastened at the distance of 12 or 15 fathoms from the log; the glass is therefore turned at the instant when this mark passes over the stern, and as soon as the glass runs out, the line is accordingly stopped; when the water, acting forcibly on the surface of the log, immediately dislodges the pin, so that the log, no longer resisting the effort of the water, is easily drawn aboard. The degree of the ship’s velocity is then readily determined, by examining the number of knots nearest to that part of the line, where it was stopped at the expiration of the glass, as the knots increase in their natural order from the mark above mentioned. The space comprehended between that mark and the log is used to let the latter be far enough astern, to be out of the eddy of the ship’s wake when the glass is turned.
If the glass runs thirty seconds, the distance between the knots should be fifty feet. When it runs more or less, it should therefore be corrected by the following analogy: As 30 is to 50, so is the number of seconds of the glass to the distance between the knots upon the line. As the heat or moisture of the weather has often a considerable effect on the glass, so as to make it run slower or faster, it should be frequently tried by the vibrations of a pendulum. The line, being also liable to relax or shrink from the same cause, ought likewise to be measured, as occasion requires.
It is usual to heave the log once every hour in ships of war and East-India men; and in all other vessels, once in two hours; and if at any time of the watch, the wind has increased or abated in the intervals, so as to affect the ship’s velocity, the officer generally makes a suitable allowance for it, at the close of the watch.
LOG-BOARD, a sort of table, divided into several columns, containing the hours of the day and night, the direction of the winds, the course of the ship, and all the material occurrences that happen during the twenty-four hours, or from noon to noon; together with the latitude by observation. From this table the different officers of the ship are furnished with materials to compile their journals, wherein they likewise insert whatever may have been omitted; or reject what may appear superfluous in the log-board. See the article Journal.
Log-Book, a book into which the contents of the log-board is daily copied at noon, together with every circumstance deserving notice, that may happen to the ship, or within her cognizance, either at sea or in a harbour, &c. The intermediate divisions or watches of the log-book, containing four hours each, are usually signed by the commanding officer thereof, in ships of war or East-Indiamen.
LONG-BOAT, chaloupe, the largest and strongest boat belonging to any ship. It is principally employed to carry great burthens, as anchors, cables, ballast, &c. See the article Boat.
LOOF, the after-part of a ship’s bow; or that part of her side forward where the planks begin to be incurvated into an arch, as they approach the stem.
LOOK-OUT, découverte, a watchful attention to some important object, or event, which is expected to arise from the present situation of a ship, &c. It is principally used in navigation, when there is a probability of danger from the real or supposed proximity of land, rocks, enemies, and, in short, whatever peril she may encounter, through inattention, which might otherwise have been avoided by a prudent and necessary vigilance.
There is always a look-out kept on a ship’s forecastle at sea, to watch for any dangerous objects lying near her track, and to which she makes a gradual approach as she advances: the mate of the watch accordingly calls often from the quarter-deck, “Look out afore there!” to the persons appointed to this service.
LOOMING, an indistinct appearance of any distant object, as the sea-coast, ships, mountains, &c. as, “she looms large afore the wind; the looming of the land is high above the water,” &c.
LOOP-HOLES, meurtrieres, certain small apertures, formed in the bulk-heads and other parts of a merchant-ship, through which the small arms are fired on an enemy who boards her.
To LOOSE, deferler, to unfurl or call loose any sail, in order to be set, or dried, after rainy weather.
LOST, passé, the state of being foundered or cast away; expressed of a ship when she has either sunk at sea, or struck upon a rock, shelf, or lee-shore, where she has beat to pieces by the violence of the sea.
LOW-WATER, that state of the tide, in which the reflux has fallen to its greatest depression from the sea-coasts, or rivers of any country. See the article Tide.
To LOWER, amener, to ease down gradually, expressed of some weighty body, which is suspended by tackles, or other ropes, which, being slackened, suffer the said body to descend as slowly or expeditiously as the occasion requires. Hence
Lower handsomely! and lower cheerly! are opposed to each other, the former being the order to lower gradually, and the latter to lower expeditiously.
LUFF, lof, the order from the pilot to the steersman to put the helm towards the lee-side of the ship, in order to make the ship sail nearer the direction of the wind. Hence, luff round, or luff alee, envoie, lof tout, is the excess of this movement, by which it is intended to throw the ship’s head up in the wind, in order to tack her, &c.
A ship is accordingly said to spring her luff, faire une olofée, when she yields to the effort of the helm, by sailing nearer to the line of the wind than she had done before. See also Hauling the wind, and Steering.
Luff-Tackle, a name given by sailors to any large tackle that is not destined for a particular place, but may be variously employed as occasion requires. It is generally somewhat larger than the jigger-tackle, although smaller than those which serve to hoist the heavier materials into and out of the vessel; which latter are the main and fore-tackles, the stay and quarter-tackles, &c.
LUG-SAIL, treou, a square sail, hoisted occasionally on the mast of a boat, or small vessel, upon a yard which hangs nearly at right angles with the mast. These are more particularly in the barca longas, navigated by the Spaniards in the Mediterranean.
LYING-TO, or Lying-by, en panne, the situation of a ship when she is retarded in her course, by arranging the sails in such a manner as to counteract each other with nearly an equal effort, and render the ship almost immoveable, with respect to her progressive motion, or head-way. A ship is usually brought-to by the main and fore-top-sails, one of which is laid aback, whilst the other is full; so that the latter pushes the ship forward, whilst the former resists this impulse, by forcing her astern. This is particularly practised in a general engagement, when the hostile fleets are drawn up in two lines of battle opposite each other. It is also used to wait for some other ship, either approaching or expected; or to avoid pursuing a dangerous course, especially in dark or foggy weather, &c.
Lying-to in a storm. See the article Trying.