M.
MAGAZINE, soute au poudres, a close room or store-house, built in the fore, or after-part of a ship’s hold, to contain the gun-powder used in battle, &c. This apartment is strongly secured against fire, and no person is suffered to enter it with a lamp or candle: it is therefore lighted, as occasion requires, by means of the candles or lamps which are fixed in the light-room contiguous to it. See that article.
MAGNET. See the article Compass.
MAIN, an epithet usually applied by sailors to whatever is principal, as opposed to what is inferior or secondary. Thus the main land is used in contradistinction to an island or peninsula; and the main-mast, the main-wale, the main-keel, and the main-hatchway, are in like manner distinguished from the fore and mizen-masts, the channel-wales, the false-keel, and the fore and after-hatchways, &c.
As the sails, yards, and rigging of the main-mast, are all described in their proper places, namely, under those particular articles, to which the reader is referred, it will be unnecessary to say any thing farther of them here.
To MAKE, is variously applied, in the sea-language, to the land, to the sails, to the ship’s course, &c.
To Make a good board. See the article Board.
To Make the land, decouvrir, is to discover it from a distant situation, in consequence of approaching it after a sea-voyage: as, “In your passage to cape Tiburon, it will be necessary to make Turk’s Island.”
To Make sail, faire plus de voiles, is to increase the quantity of sail already extended, either by letting out the reefs, and by hoisting an additional number of small sails, or by performing either of those exercises separately.
To Make sternway, aller en arriere, is to retreat or move with the stern foremost.
To Make water, faire eau, usually signifies to leak, unless when the epithet foul is added thereto. A ship is said to make foul water, when running in shallow water, her keel disturbs and loosens the mud or ooze, lying at the bottom thereof.
MALLET, a sort of wooden hammer, of which there are several sorts used for different purposes on ship-board, as the
Calking-Mallet, an implement chiefly employed to drive the oakum into the seams of a ship, where the edges of the planks are joined to each other in the sides, decks, or bottom.
The head of this mallet is long and cylindrical, being hooped with iron to prevent it from splitting in the exercise of calking.
Serving-Mallet, a mallet used in serving the rigging, by binding the spun-yarn more firmly about it, than could possibly be done by hand; which is performed in the following manner: the spun-yarn being previously rolled up in a large ball, or clue, two or three turns of it are passed about the rope and about the body of the mallet, which for this purpose is furnished with a round channel in its surface, that conforms to the convexity of the rope intended to be served. The turns of the spun-yarn being strained round the mallet, so as to confine it firmly to the rope, which is extended above the deck, one man passes the ball continually about the rope, whilst the other, at the same time, winds on the spun-yarn by means of the mallet, whose handle acting as a lever, strains every turn about the rope as firm as possible.
MANGER, gatte, a small apartment, extending athwart the lower-deck of a ship of war, immediately within the hause-holes, and fenced on the afterpart by a partition, which separates it from the other part of the deck behind it.
This partition serves as a fence to interrupt the passage of the water, which occasionally gushes in at the hause-holes, or falls from the wet cable whilst it is heaved in by the capstern. The water, thus prevented from running aft, is immediately returned into the sea, by several small channels, called scuppers, cut through the ship’s side within the manger.
The manger is therefore particularly useful in giving a contrary direction to the water that enters at the hause-holes, which would otherwise run aft in great streams upon the lower deck, and render it extremely wet and uncomfortable, particularly in tempestuous weather, to the men who mess and sleep in different parts thereof.
MARINE, a general name for the navy of a kingdom or state; as also the whole œconomy of naval affairs; or whatever respects the building, rigging, arming, equipping, navigating, and fighting ships. It comprehends also the government of naval armaments, and the state of all the persons employed therein, whether civil or military.
Marines, or Marine-Forces, a body of troops employed in the sea-service, under the direction of the lords of the admiralty.
MARLINE, (merlin, Fr.) a small line, somewhat less than house-line, and used for the same purposes. See House-Line.
MARLING, the act of winding any small line, as marline, spun-yarn, packthread, &c. about a rope, so that every turn is secured by a sort of knot, so as to remain fixed in case all the rest should be cut through by friction, &c. This expedient is much preferable to the winding a line spirally about a rope for the same purpose, because as the turns are at some distance from each other, the same quantity of line will serve for the one method as the other; with this difference, that if one of the spiral turns are cut through, the whole will be rendered useless, whereas by marling, this is entirely prevented.
Marling is commonly used to fasten slips of canvas, called parsling, upon the surface of a rope, to prevent it from being galled by another rope that rubs against it, to attach the foot of a sail to its bolt-rope, &c.
Marling-Spike, epissoir, an iron pin, tapering to a point, and furnished with a large round head. It is principally used to penetrate the twists, or strands of a rope, in order to introduce the ends of some other through the intervals, in the act of knotting or splicing.
It is also used as a lever, on many other occasions, about the rigging, particularly in fixing the seizings upon the shrouds, block-strops, clues of the sails, &c.
To MAROON, deserter, to put one or more sailors ashore upon a desolate island, under pretence of their having committed some great crime. This detestable expedient has been repeatedly practised by some inhuman commanders of merchant-ships, particularly in the West-Indies.
MAST, mât, a long round piece of timber, elevated perpendicularly upon the keel of a ship, to which are attached the yards, the sails, and the rigging.
A mast, with regard to its length, is either formed of one single piece, which is called a pole-mast, or composed of several pieces joined together, each of which retains the name of mast separately. The lowest of these is accordingly named the lower-mast, a, fig. 1. plate [VI]. the next in height is the top-mast, b, which is erected at the head of the former; and the highest is the top-gallant-mast, c, which is prolonged from the upper end of the top-mast. Thus the two last are no other than a continuation of the first upwards.
The lower-mast is fixed in the ship by an apparatus, described in the articles hulk and sheers: the foot, or heel of it, rests in a block of timber called the step, which is fixed upon the kelson; and the top-mast is attached to the head of it by the cap and the tressel-trees. The latter of these are two strong bars of timber, supported by two prominencies, which are as shoulders on the opposite sides of the mast, a little under its upper end: athwart these bars are fixed the cross-trees, upon which the frame of the top is supported. Between the lower mast-head, and the foremost of the cross-trees, a square space remains vacant, the sides of which are bounded by the two tressel-trees. Perpendicularly above this is the foremost hole in the cap, whose after-hole is solidly fixed on the head of the lower-mast. The top-mast is erected by a tackle, whose effort is communicated from the head of the lower mast to the foot of the top-mast; and the upper end of the latter is accordingly guided into, and conveyed up through, the holes between the tressel-trees and the cap, as above mentioned. The machinery by which it is elevated, or, according to the sea-phrase, swayed-up, is fixed in the following manner: the top rope d, fig. 2. passing through a block e, which is hooked on one side of the cap, and afterwards through a hole, furnished with a sheave or pulley f, in the lower end of the top-mast, is again brought upwards on the other side of the mast, where it is at length fastened to an eye-bolt in the cap g, which is always on the side opposite to the top-block e. To the lower end of the top-rope is fixed the top-tackle h, the effort of which being transmitted to the top-rope d, and thence to the heel of the top-mast f, necessarily lifts the latter upwards, parallel to the lower-mast. When the top-mast is raised to its proper height, fig. 3. the lower end of it becomes firmly wedged in the square hole, above described, between the tressel-trees. A bar of wood, or iron, called the fid, is then thrust through a hole i in the heel of it, across the tressel-trees, by which the whole weight of the top-mast is supported.
In the same manner as the top-mast is retained at the head of the lower-mast, the top-gallant-mast is erected, and fixed at the head of the top-mast.
Besides the parts already mentioned in the construction of masts, with respect to their length, the lower-masts of the largest ships are composed of several pieces united into one body. As these are generally the most substantial parts of various trees, a mast, formed by this assemblage, is justly esteemed much stronger than one consisting of any single trunk, whose internal solidity may be very uncertain. The several pieces are formed and joined together, as represented in the section of a lower-mast of this sort, fig. 4. plate [VI]. where a is the shaft, or principal piece into which the rest are fixed, with their sides or faces close to each other. The whole is secured by several strong hoops of iron, driven on the outside of the mast, a, fig. 1. where they remain at proper distances.
The principal articles to be considered in equipping a ship with masts are, 1st, the number; 2d, their situation in the vessel; and 3d, their height above the water.
The masts being used to extend the sails by means of their yards, it is evident that if their number were multiplied beyond what is necessary, the yards must be extremely short, that they may not entangle each other in working the ship, and by consequence their sails will be very narrow, and receive a small portion of wind. If, on the contrary, there is not a sufficient number of masts in the vessel, the yards will be too large and heavy, so as not to be managed without difficulty. There is a mean between these extremes, which experience and the general practice of the sea have determined; by which it appears, that in large ships, every advantage of sailing is retained by three masts and a bowsprit.
The most advantageous position of the masts is undoubtedly that from whence there results an equilibrio between the resistance of the water, on the body of the ship, on one part, and of the direction of their effort on the other. By every other position this equilibrio is destroyed, and the greatest effort of the masts will operate to turn the ship horizontally about its direction; a circumstance which retards her velocity. It is counterbalanced indeed by the helm; but the same inconvenience still continues; for the force of the wind, having the resistance of the helm to overcome, is not intirely employed to push the vessel forward. The axis of the resistance of the water should then be previously determined, to discover the place of the main-mast, in order to suspend the efforts of the water equally, and place the other masts so as that their particular direction will coincide with that of the main-mast. The whole of this would be capable of a solution, if the figure of the vessel were regular, because the point, about which the resistance of the water would be in equilibrio, might be discovered by calculation.
But when the real figure of the ship is considered, these flattering ideas will instantly vanish. This observation induced M. Saverien to employ a mechanical method to discover the axis of resistance of the water, which he apprehended might be used with success in the manner following:
When the vessel is lanched, before the places of the masts are determined, extend a rope A B, fig. 6. plate [VI]. from the head to the stern. To the extremities A and B attach two other ropes A D, B C, and apply to the other ends of these ropes two mechanical powers, to draw the ship according to the direction B C, parallel to itself. The whole being thus disposed, let a moveable tube Z, fixed upon the rope A B, have another rope Z R attached to it, whose other end communicates with a mechanical power R, equal to the two powers D and C. This last being applied to the same vessel, in such manner as to take off the effects of the two others by sliding upon the rope A B, so as to discover some point Z, by the parallelism of the ropes A D B C feebly extended with the rope Z R; the line Z R will be the axis of the equilibrium of the water´s resistance, and by consequence the main-mast should be planted in the point Z.
The figures E, E, E, are three windlasses on the shore, by which this experiment is applied.
With regard to the situation of the other masts, it is necessary, in the same manner, to discover two points; so that the direction of the two mechanical powers operating, will be parallel to the axis of resistance R Z already found.
The exact height of the masts, in proportion to the form and size of the ship, remains yet a problem to be determined. The more the masts are elevated above the centre of gravity, the greater will be the surface of sail, which they are enabled to present to the wind; so far an additional height seems to be advantageous. But this advantage is diminished by the circular movement of the mast, which operates to make the vessel stoop to its effort; and this inclination is increased, in proportion to the additional height of the mast; an inconvenience which it is necessary to guard against. Thus what is gained upon one hand is lost upon the other. To reconcile these differences, it is certain, that the height of the mast ought to be determined by the inclination of the vessel, and that the point of her greatest inclination should be the term of this height, above the centre of gravity. See the article Trim.
With regard to the general practice of determining the height of the masts, according to the different rates of the ships in the royal navy, the reader is referred to the article Sail.
In order to secure the masts, and counterbalance the strain they receive from the effort of the sails impressed by the wind, and the agitation of the ship at sea, they are sustained by several strong ropes, extended from their upper-ends to the outside of the vessel, called shrouds, see fig. 5. plate [VI].
They are further supported by other ropes, stretched from their heads towards the fore-part of the vessel. See Rigging.
Plate vi.
The mast, which is placed at the middle of the ship’s length, is called the main-mast, grand-mât; that which is placed in the fore-part, the foremast, mât de misaine; and that which is towards the stern is termed the mizen-mast, mât d’artimon.
N. B. Mizen is applied to this mast by all the nations of Europe, except the French, who alone call the fore-mast misaine.
MASTER of a ship of war, maitre, an officer appointed by the commissioners of the navy to take charge of the navigating and conducting a ship from port to port, under the direction of the captain. The management and disposition of the sails, the working of the ship into her station in the order of battle, and the direction of her movements in the time of action, and in the other circumstances of danger, are also more particularly under his inspection. It is likewise his duty to examine the provisions, and accordingly to admit none into the ship but such as are sound, sweet, and wholsome. He is moreover charged with the stowage, or disposition of these materials in the ship’s hold; and to enable him the better to perform these services, he is allowed several assistants, who are properly termed mates and quarter-masters. See those articles.
Master of a merchant-ship, the commanding officer, who is appointed by the merchants to manage the navigation and every thing relating to her cargo, voyage, sailors, &c.
Master at arms, an officer appointed to teach the officers and crew of a ship of war the exercise of small arms; to confine and plant centinels over the prisoners, and superintend whatever relates to them during their confinement. He is also to observe that the fire and lights are all extinguished as soon as the evening gun is fired, except those which are permitted by proper authority, or under the inspection of centinels. It is likewise his duty to attend the gangway, when any boats arrive aboard, and search them carefully, together with their rowers, that no spirituous liquors may be conveyed into the ship, unless by permission of the commanding officer. In these several duties he is assisted with proper attendants, called his corporals, who also relieve the centinels, and one another, at certain periods.
Master-attendant, an officer in the royal dock-yards, appointed to hasten, and assist at, the fitting-out or dismantling, removing or securing vessels of war, &c. at the port where he resides. He is particularly to observe, that his majesty’s ships are securely moored; and for this purpose he is expected frequently to review the moorings which are sunk in the harbour, and observe that they are kept in proper repair to be always ready when occasion requires. It is also his duty to visit all the ships in ordinary, and see that they are frequently cleaned and kept in order; and to attend at the general musters in the dock-yards, taking care that all the officers, artificers, and labourers, registered in the navy-books, are present at their duty.
MAT, coussin, a sort of thick web or texture, formed of spun-yarn, or of a variety of strands, or separate parts of a small rope; or of a number of rope-yarns twisted into foxes. The foxes are therefore larger or smaller, as containing a greater or lesser number of rope-yarns, in proportion to the thickness of the mat intended to be woven.
Mats are commonly used to fasten upon the outside of such parts of the standing rigging as are exposed to the friction of other ropes, in extending, shifting, or trussing up the sails, particularly the lower ones. The largest and strongest sort of these mats are called panches.
MATE of a ship of war, an officer under the direction of the master, by whose choice he is generally appointed, to assist him in the several branches of his duty. Accordingly he is to be particularly attentive to the navigation in his watch, &c. to keep the log regularly, and examine the line, and glasses by which the ship’s course is measured, and to adjust the sails to the wind in the fore-part of the ship. He is also to have a diligent attention to the cables, seeing that they are well coiled and kept clean when laid in the tier, and sufficiently served when employed to ride the ship. Finally, he is to superintend, and assist at the stowage of the hold, taking especial care that all the ballast and provisions are properly stowed therein.
Mate of a merchant-ship, the officer who commands in the absence of the master thereof, and shares the duty with him at sea; being charged with every thing that regards the internal management of the ship, the directing her course, and the government of her crew.
The number of mates allowed to ships of war and merchantmen is always in proportion to the size of the vessel. Thus a first-rate man of war has six mates, and an East-Indiaman the same number; a frigate of 20 guns, and a small merchant-ship, have only one mate in each: and the intermediate ships have a greater or smaller number, according to their several sizes, or to the services on which they are employed.
MESS, a particular company of the officers or crew of a ship, who eat, drink, and associate together.
MESS-MATE, a companion or associate of the above division. See the article Birth.
MIDSHIP, maitre, a term of distinction, applied by shipwrights to several pieces of timber which lie in the broadest part of the vessel; as,
Midship-beam, maitre-bau, the beam upon which the extreme breadth of a ship is formed, and which is situated in the midship-frame, nearly in the middle of her length, serving as a standard from whence the dimensions and proportions of the masts and yards are to be taken.
Midship-frame, maitre-couple, a name given to that timber, or combination of pieces, formed into one timber, which determines the extreme breadth of the ship, as well as the figure and dimension of all the inferior timbers.
In the 8th page, from the beginning of the article Naval Architecture, the reader will find a full explanation of what is meant by a frame of timbers. He will also perceive the out-lines of all the principal frames, with their gradual dimensions, from the midship-frame delineated in the plane of projection annexed to that article. As the parts, of which the several frames are composed, have the same relation to each other throughout the vessel; and as all the corresponding pieces, without and within those frames, are also nearly alike, and fixed in the same manner, it will be sufficient for our purpose to represent the principal, or midship-frame, together with its corresponding parts, which are as follow:
Explanation of the Midship-frame, plate [VII]. which exhibits a transverse section of a 74 gun ship, at the broadest part, answering to the same scale by which are delineated the head, quarter, and stern of a ship, of the same size, in plates [IV]. VIII. and X. to which the reader is referred.
A the keel, with a the false keel beneath it.
B the chocks fixed upon the kelson, to retain the opposite pieces of the riders firmly together.
C one of the beams of the orlop.
D one of the lower-deck beams; with d the beams of the upper-deck.
E the hanging-knees, by which the beams are attached to the timbers.
F the standards, which are fixed above the decks to which they belong.
G the clamps, which sustain the extremities of the beams.
H the gun-ports of the lower-deck; with h the ports of the upper-deck.
I, K, L different pieces of thick-stuff, placed opposite to the several scarfs, or joinings, in the frame of timbers.
M the planks of the deck.
N the water-ways.
O the planks of the ceiling, between the several ranges of thick-stuff.
P the spirketting.
Q the mainwale, to fortify the ship’s side opposite to the lower-deck.
R the channel-wale, opposite to the upper-deck.
S the waist-rail.
T the string, with the moulding under the gunwale.
U the floor-timbers, which are laid across the keel, and bolted to it.
V the several futtocks; and W the top-timbers, which are all united into one frame.
X the kelson.
MIDSHIPMAN, a sort of naval cadet, appointed by the captain of a ship of war, to second the orders of the superior officers, and assist in the necessary business of the vessel, either aboard or ashore.
The number of midshipmen, like that of all other officers, is always in proportion to the size of the ship to which they belong. Thus a first-rate man of war has twenty-four, and the inferior rates a suitable number in proportion. No person can be appointed lieutenant, without having previously served two years in the royal navy in this capacity, or in that of mate, besides having been at least four years in actual service at sea, either in merchant-ships, or in the royal navy.
Midshipman is accordingly the station in which a young volunteer is trained in the several exercises, necessary to attain a sufficient knowledge of the machinery, discipline, movements, and military operations of a ship, to qualify him for a sea-officer.
Plate vii.
As the chief object of our attention has been to facilitate the acquisition of this intelligence, we have endeavoured to treat those subjects at large, in the different parts of this work, according to their importance. We have also sketched the general outlines of the respective charges of all the superior officers, which, in conformity to the plan of this work, become previous to this article. Thus the duties of the admiral, the captain, the lieutenant, and the master, are already explained in their proper places; and whatever intelligence appears necessary to discharge those offices, is also, in a high degree, essential to the midshipman. Those officers indeed, as well as many others, are furnished with suitable instructions to regulate their conduct; but the midshipman, being invested with no particular charge from the government, is by consequence omitted in those official regulations. In a work of this kind, however, the importance of the subject is not always determined by the superiority of rank or station. If our province is to communicate instruction, those who are the least informed are certainly the principal objects thereof, and to them our attention is more peculiarly directed. Hence the extent of our design comprehends many circumstances which would be immaterial in general orders and regulations; and hence abundance of particular directions to respective officers, inserted in those general regulations, are rejected here as foreign to our purpose. Averse as we are, on other occasions, to offend the rigid nicety of a critic, by introducing moral reflections, in a performance dedicated to scientifical description, we must for once be indulged with a short deviation from the plan hitherto invariably followed. Happy! if our efforts may in any degree operate to produce the effects for which they were calculated.
On his first entrance in a ship of war, every midshipman has several disadvantageous circumstances to encounter. These are partly occasioned by the nature of the sea-service, and partly by the mistaken prejudices of people in general, respecting naval discipline, and the genius of sailors and their officers. No character, in their opinion, is more excellent than that of the common sailor, whom they generally suppose to be treated with great severity by his officers, drawing a comparison between them not very advantageous to the latter. The midshipman usually comes aboard tinctured with these prejudices, especially if his education has been amongst the higher rank of people; and if the officers happen to answer his opinion, he conceives an early disgust to the service, from a very partial and incompetent view of its operations. Blinded by these prepossessions, he is thrown off his guard, and very soon surprized to find, amongst those honest sailors, a crew of abandoned miscreants, ripe for any mischief or villainy. Perhaps, after a little observation, many of them will appear to him equally destitute of gratitude, shame, or justice, and only deterred from the commission of any crimes by the terror of severe punishment. He will discover, that the pernicious example of a few of the vilest in a ship of war are too often apt to poison the principles of the greatest number, especially if the reins of discipline are too much relaxed, so as to foster that idleness and dissipation, which engender sloth, diseases, and an utter profligacy of manners. If the midshipman, on many occasions, is obliged to mix with these, particularly in the exercises of extending or reducing the sails in the tops, he ought resolutely to guard against this contagion, with which the morals of his inferiors may be infected. He should however avail himself of their knowledge, and acquire their expertness in managing and fixing the sails and rigging, and never suffer himself to be excelled by an inferior. He will probably find a virtue in almost every private sailor, which is entirely unknown to many of his officers: that virtue is emulation, which is not indeed mentioned amongst their qualities by the gentleman of terra firma, by whom their characters are often copiously described with very little judgment. There is hardly a common tar who is not envious of superior skill in his fellows, and jealous on all occasions to be out-done in what he considers as a branch of his duty! Nor is he more afraid of the dreadful consequences of whistling in a storm, than of being stigmatized with the opprobious epithet of lubber. Fortified against this scandal, by a thorough knowledge of his business, the sailor will sometimes sneer in private, at the execution of orders, which to him appear aukward, improper, or unlike a seaman. Nay, he will perhaps be malicious enough to suppress his own judgment, and by a punctual obedience to command, execute whatever is to be performed, in a manner which he knows to be improper, in order to expose the person commanding to disgrace and ridicule. Little skilled in the method of the schools, he considers the officer who cons his lesson by rote as very ill qualified for his station, because particular situations might render it necessary for the said officer to assist at putting his own orders in practice. An ignorance in this practical knowledge will therefore necessarily be thought an unpardonable deficiency by those who are to follow his directions. Hence the midshipman, who associates with these sailors in the tops, till he has acquired a competent skill in the service of extending or reducing the sails, &c. will be often entertained with a number of scurrilous jests, at the expence of his superiors. Hence also he will learn, that a timely application to those exercises can only prevent him from appearing in the same despicable point of view, which must certainly be a cruel mortification to a man of the smallest sensibility.
If the midshipman is not employed in these services, which are undoubtedly necessary to give him a clearer idea of the different parts of his occupation, a variety of other objects present themselves to his attention. Without presuming to dictate the studies which are most essential to his improvement, we could wish to recommend such as are most suitable to the bent of his inclination. Astronomy, geometry, and mechanics, which are in the first rank of science, are the materials which form the skilful pilot and the superior mariner. The theory of navigation is entirely derived from the two former, and all the machinery and movements of a ship are founded upon the latter. The action of the wind upon the sails, and the resistance of the water at the stem, naturally dictate an enquiry into the property of solids and fluids: and the state of the ship, floating on the water, seems to direct his application to the study of hydrostatics and the effects of gravity. A proficiency in these branches of science will equally enlarge his views, with regard to the operations of naval war, as directed by the efforts of powder, and the knowledge of projectiles. The most effectual method to excite his application to those studies is, perhaps, by looking round the navy, to observe the characters of individuals. By this enquiry he will probably discover, that the officer, who is eminently skilled in the sciences, will command universal respect and approbation; and that whoever is satisfied with the despicable ambition of shining the hero of an assembly, will be the object of universal contempt. The attention of the former will be engaged in those studies, which are highly useful to himself in particular, and to the service in general. The employment of the latter is to acquire those superficial accomplishments, that unbend the mind from every useful science, emasculate the judgment, and render the hero infinitely more dextrous at falling into his station in the dance, than in the line of battle.
Unless the midshipman has an unconquerable aversion to the acquisition of those qualifications, which are so essential to his improvement, he will very rarely want opportunities of making a progress therein. Every step he advances in those meritorious employments, will facilitate his accession to the next in order. If the dunces, who are his officers or mess-mates, are rattling the dice, roaring bad verses, hissing on the flute, or scraping discord from the fiddle, his attention to more noble studies will sweeten the hours of relaxation. He should recollect that no example from fools ought to influence his conduct, or seduce him from that laudable ambition which his honour and advantage are equally concerned to pursue.
MIZEN, artimon, (misana, Ital.) the aftermost or hindmost of the fixed sails of a ship, extended sometimes by a gaff, and sometimes by a yard which crosses the mast obliquely; the fore-end reaching almost down to the deck, and the after-end being peeked up as high above the middle of the yard, where it is attached to the mast. The figure of the mizen is accordingly a trapezia, or a parallelogram, one of whose corners is cut off by a diagonal, extended from one of its sides to the opposite corner, which becomes the peek of the mizen. See the article Sail.
MIZEN-MAST, the mast upon which the mizen and its top-sail and stay-sails are supported, besides other sails, which are set occasionally, as the driver, ring-tail, &c. See the article Mast.
The shrouds, stays, and back-stays of this mast, as well as all the running-rigging, together with its several yards and sails, being described under the articles Shrowd, Stay, Yard, &c. the reader is referred thither for the explanations thereof, which are in general applicable also to the same furniture of both the other masts.
MOLE, a name given in the Mediterranean to a long pier, or artificial bulwark of masonry, extending obliquely across the entrance of a harbour, in order to break the force of the sea from the vessels which are anchored within.
Mole is also, although improperly, applied to the harbour or haven, which is formed by the bulwark above described, which is then denominated the mole-head.
MONSOON, a name given to the periodical or trade-winds, which blow regularly in certain latitudes of the Indian ocean. They continue five or six months invariably in one direction, and then alter their course, and blow, during an equal space of time, from a different point of the compass with the same uniformity.
MOORING, the act of confining and securing a ship in a particular station, by chains or cables, which are either fastened to the adjacent shore, or to anchors in the bottom.
A ship may be either moored by the head, or by the head and stern; that is to say, she may be secured by anchors before her, without any behind: or she may have anchors out, both before and behind her; or her cables may be attached to posts, rings, or moorings, which answer the same purpose.
When a ship is moored by the head with her own anchors, they are disposed according to the circumstances of the place where she lies, and the time she is to continue therein. Thus wherever a tide ebbs and flows, it is usual to carry one anchor out towards the flood, and another towards the ebb, particularly where there is little room to range about; and the anchors are laid in the same manner, if the vessel is moored head-and-stern in the same place. The situation of the anchors, in a road or bay, is usually opposed to the reigning winds, or those which are most dangerous; so that the ship rides therein with the effort of both her cables. Thus if she rides in a bay, or road, which is exposed to a northerly wind and heavy sea from the same quarter, the anchors passing from the opposite bows ought to lie east and west from each other: hence both the cables will retain the ship in her station with equal effort against the action of the wind and sea.
Moorings are usually an assemblage of anchors, chains, and bridles, laid athwart the bottom of a river, or haven, to ride the shipping contained therein.
The anchors, employed on this occasion, have rarely more than one fluke, which is sunk in the river near low-water mark. Two anchors, being fixed in this manner, on the opposite sides of the river, are furnished with a chain, extending across from one to the other. In the middle of the chain is a large square link, whose lower end terminates in a swivel, which turns round in the chain as about an axis, whenever the ship veers about with the change of the tide. To this swivel-link are attached the bridles, which are short pieces of cable, well served, whose upper ends are drawn into the ship, at the mooring-ports, and afterwards fastened to the masts, or cable-bits.
A great number of moorings, of this sort, are fixed in the royal ports, or the harbours adjacent to the king’s dock-yards, as Deptford, Chatham, Portsmouth, Plymouth, &c.
MORTAR, a piece of artillery, shorter and wider than the cannon, and having a chamber different from the size of its bore.
Mortars are used in the attack of a fortified place, by sea, to discharge bombs or carcases amongst the buildings. The bomb is a great hollow ball, filled with powder, which, falling into the works of a fortification, &c. destroys the most substantial buildings by its weight; and, bursting asunder, creates the greatest disorder and mischief by its splinters.
The chambers of mortars are extremely different in their figures, and each of those figures is defended by better or worse arguments. Thus they are spherical, cylindrical, conical, bottled, or concave. In reality, nothing appears to be less determined upon true principles or experiments than the proportions of the several parts of a mortar[[39]].
As the sea-mortars, or those which are fixed in the bomb-vessels, are generally fixed at a much greater distance than is ever required ashore, they are made somewhat longer, and much heavier, than the land-mortars.
Plate [VI]. fig. 7. represents a sea-mortar, the principal parts of which are, A, the chace; B, the reinforce; C, the breech; and D, the trunnions. The interior part, comprehended between the dotted lines, is called the bore, wherein the bomb is lodged; and the inner part of the bore, which is diminished towards the breech, and contains the powder, is termed the chamber.
Mr. Muller, in his Treatise of Artillery, very justly observes, that the breech of our 13 inch sea-mortars is loaded with an unnecessary weight of metal. The chamber thereof contains 32 pounds of powder, and at the same time they are never charged with more than 12 or 15 pounds, by the most expert officers, because the bomb-vessel is unable to bear the violent shock of their full charge. Thus the action of the powder is diminished by the vacancy left in the chamber, which is never above half filled. As a charge of 12 or 15 pounds of powder at most is therefore sufficient, it is evidently proved, by the theory of powder, that this will produce the greatest effect when discharged from a mortar with a cylindrical chamber, represented by fig. 8. He also proves, by a variety of experiments made by Captain Desaguliers and himself, that the conical chamber, now used, is considerably inferior to the cylindrical one with the last charge of powder.
To facilitate the use of the mortar, it is placed in a solid carriage of timber, called the bed, whose different parts are strongly bolted together. By means of this it is firmly secured in its situation, so that the explosion of the powder may not alter its direction. In the middle of the upper-side of this carriage, plate [VI]. fig. 9. are two semi-circular notches, to receive the trunnions; over these are fixed two very strong bands of iron, called the cap-squares, a, the middle of which is bent into a semi-circle, to embrace the trunnions, and keep them fast in the mortar-bed. The cap-squares are confined to the timber-work by strong pins of iron, called the eye-bolts, b, into whose upper ends are driven the keys, chained beneath them. On the fore-part of the bed a piece of timber is placed transversely, upon which rests the belly of the mortar, or that part which contains the chamber. The elevation of this piece, which is called the bed-bolster, is represented by fig. 13. and the plan by fig. 12. it is used to elevate and support the mortar whilst firing.
These beds are placed upon very strong frames of timber, which are fixed in the bomb-ketch, and represented in fig. 14. plate [VI]. They are securely attached to the frames, by means of a strong bolt of iron, fig. 15. called the pintle, passing perpendicularly through both, and afterwards through one of the beams of the vessel. Thus the pintle, which passes through the hole in the centre of the plan, fig. 10. serves as an axis to the bed; so that the mortar may be turned about horizontally as occasion requires.
Plate [VI]. fig. 9. represents the elevation of the bed of a 10 inch sea-mortar; fig. 10 is the plan, and 11 the front view thereof; fig. 12 exhibits the plan, and fig. 13 the elevation of the bed-bolster.
We have already observed, that the bomb, which is usually called the shell by artillery-people, is a great hollow ball, charged with powder. Fig. 16 is a perspective view of the bomb, and fig. 17 a section of it, whereby the thickness is exhibited. The parts a and b of the shell are its handles, by which it is lifted up or removed; and c is the fuse-hole, or aperture, through which the powder is poured in to charge it.
It appears, by fig. 17, that the lower part of the shell is thickest, by which it becomes heavier on that side, and accordingly falls thereon, and never on the fuse. It is also the better enabled thereby to resist the impression of the powder, by which it is discharged from the mortar. Both of these reasons, however, Mr. Muller conceives to be immaterial, because nothing but an absolute stoppage of the air can exhaust the fuses, as their composition enables them to burn in water, as well as air or earth; and the explosion of the mortar would not, in his opinion, be able to break them, if they are equally thick every where. The most proper quantity of powder to charge a bomb is probably two thirds of the weight which would fill the cavity.
The fuse of the bomb is represented by c d, fig. 17. It is generally a conical tube, formed of beech, willow, or some dry wood, and filled with a composition of sulphur, salt-petre, and mealed-powder. The bomb being charged, this fuse is inserted in the cavity through the fuse-hole; and when fired, communicates the fire to the powder in the shell.
The fuses for bombs are charged with great care, that nothing may prevent them from communicating the fire to the powder in the centre of the bomb. They are driven into the shell so as that only about an inch and a half comes out beyond the fuse-hole; and then the shell is said to be fixed.
These fuses are also charged long before there is occasion to use them; and that the composition with which they are filled may not fall out, or be damaged, by growing damp, the two ends are covered with a composition of tallow, mixed either with pitch or bees wax. When the fuse is to be put into the shell, the little end is opened or cut off; but the great end is never opened till the mortar is to be fired[[40]].
When the proper quantity of powder, necessary to charge the mortar, is put into the chamber, it is covered with a wad, well beat down with the rammer. After this the fixed shell is placed upon the wad, as near the middle of the mortar as possible, with the fuse-hole uppermost, and another wad pressed down close upon it, so as to keep the shell firm in its position. The officer then points the mortar, or gives it the inclination necessary to carry the bomb to the place designed. When the mortar is thus fixed, the fuse is opened; the priming-iron is also thrust into the touch-hole of the mortar to clear it, after which it is primed with the finest powder. This done, two of the matrosses, or sailors, taking each one of the matches, the first lights the fuse, and the other fires the mortar. The bomb, thrown out by the explosion of the powder, is carried to the place intended; and the fuse, which ought to be exhausted at the instant of the shell’s falling, inflames the powder contained therein, and bursts the shell into splinters; which, flying off circularly, occasion incredible mischief wheresoever they reach.
Necessary orders before a bombardment by sea.
When any fixed shells are issued from the tenders, the artillery people on board are immediately to fix others in their room, and are always to keep in their tenders the same number they had at first.
The shells are to be fixed in the boat appointed to carry them, provided the weather permits; otherwise, in the safest place on deck, and to be kitted, or lowered down into a spare rack, which must be in each boat for that purpose. While the shells are fixing, the powder-room is to be shut, the hatches laid and well secured against fire, and the place where they are fixed is to be well watered.
The shells being carefully examined in order that no spike is left therein, by which the fuse may be split, the fuses are to be cut the full length, and to be set home into the shell very strongly.
No shells, fixed during the service, are to be kitted; but if any should be left, when the service is over, they are immediately to be kitted.
The powder in the bomb-vessels is to be used first; and none to be opened or measured out, except in the captain’s cabin, the door of which is to be kept shut during the whole time, and covered with tanned hides, to make it as secure as possible.
The fixed shells in the boats are to be likewise covered from fire or wet with hair-cloth and tanned hides, with the utmost care.
If the service is carried on at night, all the powder is to be ready measured out in cartridges, which may be kept in the powder-magazine and captain’s cabin, in the empty powder-barrels and powder-bags; and all the shells requisite are to be ready. The tin tubes, one powder-horn, and the port-fires; also the punches and bits for the vents, are to be kept in the captain’s cabin.
No fire or light, except match and port-fires, to be on board either bomb-vessel or tender during the service.
The captain’s cabin and the passage to it; also the way to the magazine and decks, are to be constantly watered.
The spunges for the mortars are to be all examined and tried, and if too large, they are to be cut so as to enter easily.
The vents of the mortars are to be examined, and the punches and tubes tried in them.
A laboratory-chest is to be on board each bomb-vessel, in the captain’s cabin, in which all the small stores are to be kept.
Two tubs of water are to be on deck, for the lightest port-fires and match, which must be constantly held in them till ordered to fire.
Two careful men are also to be appointed for this service, who are to do nothing else on any account.
Two careful men of the artillery are to be left on board each tender, for the filling and fixing of the shells.
Application must be made to the admiral for two men of war’s boats to attend on each bomb-ketch and tender, for carrying shells and stores. One of these is to be loaded with fixed shells, which, when sent to the bomb-vessel, must remain with her until they are all taken out, which should be only as they are wanted for loading the mortars; it is then to return to the tender. The other boat, mean while, will be receiving more fixed shells, and on the signal given from the bomb-ketch for more shells, must immediately repair to her with them.
A gang of warrant-officers, and eight seamen, are to be at each mortar, to give whatever assistance may be required.
A gang from the navy, with a careful warrant-officer, and a non-commissioned officer of the artillery, are to have the charge between decks on board each bomb and tender, to get up the fixed shells that are in the rack; and a careful person is to remain constantly at the powder-room door, which must be kept shut as much as possible.
When any powder is wanted from the tender for loading the mortar, it should be measured out in the tender, and the proper charge put into paper-cartridges, upon which should be written the quantity, and the mortar for which it is allotted.
If the service of mortars should render it necessary to use pound-shots, 200 of them, with a wooden bottom, are to be put into the 13 inch mortar, and a quantity of powder, not exceeding five pounds; and 100 of the above shot, with 2½ lb. of powder for the 10 inch mortar, or 3 lb. at most.
One inch of fuse burns 4 seconds and 48 parts.
| Weight of the sea-mortars and shells, as also of their full charges. | |||||||||
| Nature of the mortar. | Powder contained in the chamber when full. | Weight of the mortar. | Weight of the shell when fixed. | Weight of powder contained in the shell. | |||||
|---|---|---|---|---|---|---|---|---|---|
| lb. | oz. | pl. | Cwt. | qu. | lb. | lb. | lb. | oz. | |
| 10 inch howitzer | 12 | 0 | 0 | 31 | 2 | 26 | |||
| 13 inch mortar | 30 | 0 | 0 | 81 | 2 | 1 | 198 | 7 | 0 |
| 10 inch mortar | 12 | 0 | 0 | 34 | 2 | 11 | 93 | ||
The howitzer, fig. 18. is a sort of mortar, which is to be fixed horizontally like a cannon; and has, like the cannon, a wheel-carriage. These pieces, however, are very rarely used in the sea-service.
For an account of the elevation of the mortar, and flight of bombs according to the different charges of powder, the reader is referred to the article Range.
MOULD, devers, a thin flexible piece of timber, used by shipwrights, as a pattern whereby to form the different curves of the timbers, and other compassing pieces, in a ship’s frame. There are two sorts of these, namely, the bend-mould and hollow-mould: the former of these determines the convexity of the timbers, and the latter, their concavity on the outside, where they approach the keel, particularly towards the extremities of the vessel. The figure, given to the timbers by this pattern, is called their bevelling. See that article.
MOUNTED, monté, the state of being armed or equipped with a certain number of cannon; expressed of a vessel of war.
MOUSE, fusée, a sort of knob, usually in the shape of a pear, wrought on the outside of a rope, by means of spun-yarn, parsling, &c. as described in the article puddening. It is used to confine some other securely to the former, and prevent it from sliding along its surface.
These mouses are particularly used on the stays of the lower-mast, to prevent the eye from slipping up to the mast; a circumstance which would render it extremely difficult to remove the stay from the mast-head, when necessary.
MOUSING a hook, the operation of fastening a small cord, or line, across the upper-part, from the point to the back thereof, in order to prevent it from unhooking by the motion of the vessel, or otherwise.
MUSTERING, (mousteren, Dutch) the act of calling over a list of the whole ship’s company, or any particular detachment thereof, who are accordingly summoned to answer by their names on the occasion.