R.
RABBIT, rablure, (rabatre, Fr.) a deep groove, or channel, cut in a piece of timber longitudinally, to receive the edge of a plank, or the ends of a number of planks, which are to be securely fastened therein. The depth of this channel is equal to the thickness of the plank, so that when the end of the latter is let into the rabbit, it will be level with the outside of the piece. Thus the ends of the lower planks of a ship’s bottom terminate upon the stem afore, and the stern-post abaft, with whose sides their surfaces are even. The surface of the garboard streak, whose edge is let into the keel, is, in the same manner, level with the side of the keel at the extremities of the vessel.
RACKING, the fastening two opposite parts of a tackle together, so as that any weighty body suspended thereby, shall not fall down, although the rope, which forms the tackle, should be loosened by accident or neglect.
This expedient is chiefly practised when the boats are hung up to the ship’s side, during the night time, in an open road or bay, lest the rope of the tackle should be untied by the inattention of some of the crew; by which accident the boat might be considerably damaged, and probably lost, or dashed in pieces.
RAFT, radeau, a sort of float, formed by an assemblage of various planks, or pieces of timber, fastened together side by side, so as to be conveyed more commodiously, to any short distance in a harbour or road, than if they were separate. The timber and plank, with which merchant-ships are laden, in the different parts of the Baltic sea, are attached together in this manner, in order to float them off to the shipping.
Raft-port, a square hole, cut through the buttocks of some ships, immediately under the counter, to receive the planks or pieces of timber which are brought to lade her for transportation; and which, on account of their great length, could not be received aboard otherwise.
RAG-BOLT, an iron pin, having several barbs, as explained in the article Iron-work, and represented in fig. 2, plate [II].
RAILS, are narrow planks, generally of fir, upon which there is a moulding stuck. They are for ornament, and are nailed across the stern, above the wing-transom and counters, &c. They are likewise nailed upon several planks along the side; one in particular is called the sheer-rail, which limits the height of the side from the forecastle to the quarter-deck, and runs aft to the stern, and forward to the cat-head; the wales are nearly parallel to this. Murray’s Ship-Building.
The reader will understand this article better by referring to the figures of the rails, as represented in plates [I], IV, VII, and VIII. and their explanations, in Naval Architecture, &c.
Rails of the head, certain curved pieces of timber, extending from the bows on each side to the continuation of the ship’s stem, to support the knee of the head, and the ornamental figure fixed thereon. The form of these rails is represented at large in the figure referred to from the article Head, plate [IV].
To RAISE, to elevate any distant object at sea, by a gradual approach towards it from the place whence it was formerly observed. This effect is known to be occasioned by the convexity of the surface of the sea, which previously intercepted the view, when directed towards the lower parts of the said object. This term is opposed to Laying, which see.
RAISING a purchase, the act of disposing certain instruments, or machines, in such a manner, as that, by their mutual effects, they may produce a mechanical force sufficient to overcome the weight, or resistance of the object to which this machinery is applied.
RAKE, the projection of the upper parts of a ship at the height of the stem, and stern, beyond the extremities of the keel. Thus if a plummet be hung from the top of a ship’s stern, so as to be level with the continuation of the keel, the distance between the after end of the keel and the plummet will be the length of the rake abaft, or the rake of the stern.
RAKING a ship, the act of cannonading a ship on the stern, or head, so as that the balls shall scour the whole length of her decks; which is one of the most dangerous incidents that can happen in a naval action. This is frequently called raking fore and aft, being the same with what is called enfilading by engineers.
RANGE, a sufficient length of the cable, drawn up on the deck, before the anchor is cast loose from the bow, to let it sink to the bottom, without being interrupted, that the flukes may be forced the deeper into the ground, by the additional weight which the anchor acquires in sinking. For this reason the range, which is drawn up out of the tier, ought to be equal in length, to the depth of the water where the ship anchors. See Anchor and Cable-Tier.
Range, is also the distance to which a bomb or cannon-ball is thrown from a piece of artillery, by the explosion of gun-powder. See the articles Cannon and Mortar.
The flight of a shot is distinguished, by artillery people, into two different ranges, of which the first is called the point-blank; and the second, the random-shot. To these also may be added the ricochet, or rolling and bounding-shot.
Whatever has been observed, in other parts of this work, with regard to the flight of a shot from a piece of artillery, is on the presumption that it describes a right line in its passage to the object. This, however, is not strictly true; because by its weight it inclines to the earth every instant of its motion: but as its velocity is very great when first discharged from the cannon, the weight does not sensibly affect the direction in the first instant of its motion. Thus the line it describes, as represented in plate [III]. extending from fig. 16. to the ship under sail, is apparently straight, and the extent of this line is called the point-blank range of the piece; which accordingly may be defined the extent of the apparent right line, described by a ball discharged from a cannon.
This range is much less than the greatest range, or random-shot; but the piece cannot be levelled, or, as it is generally expressed, pointed at an object intended to be battered, if that object is not within the distance of the point-blank range; for beyond that, the stroke is very uncertain.
A piece is said to fire at random-shot, when the breech rests upon the bed of the carriage, so that the ball is carried to the greatest possible distance. But as, in this method of firing, the ball cannot be directed to any determinate object, it is rarely used in the sea-service, and only when the shot cannot fail of doing great execution in the place whereon it falls.
Besides the two ranges above described, there is the ricochet[[45]], invented by the Marshal de Vauban.
To fire a piece by way of the ricochet, the cannon is only charged with a quantity of powder sufficient to carry the shot along the face of the works attacked. The shot, thus discharged, goes rolling and bounding, killing, maiming, or destroying all it meets in its course, and creates much more disorder by going thus slowly, than if thrown from the piece with greater violence.
When ricochet firing is used, the pieces are elevated from 3 to 6 degrees, and no more; because if the elevation is greater, the shot will only drop into the work, without bounding from one place to another. They are to be loaded with a small charge, and directed in such a manner as just to go over the parapet[[46]].
It was the opinion of engineers formerly, that by charging the pieces high, the ball was thrown to a greater distance. Hence the pieces were charged with two thirds, or even the whole weight of the shot, in order to impel it with greater velocity; but it has been discovered since, that the half, or one third of the weight of the ball, is the fittest charge for the piece[[47]].
If the whole quantity of powder, employed to charge the cannon, could take fire at the same instant, it is apparent that the velocity, communicated to the shot, would increase in proportion to the additional quantity of powder. But though the time of its inflammation is very short, it may yet be conceived as divided into many instants. In the first instant, the powder begins to dilate and impel the shot forward; and if it has force enough to expel it from the piece before the whole charge is inflamed, that part which is left to take fire afterwards will produce no effect at all on the shot. A charge of extraordinary force does not therefore accelerate the velocity of the bullet: and hence it follows that the piece ought to be charged with no more powder, than will take fire whilst the ball is passing through the chace of the cannon.
It may not be amiss to observe here, that the range of cannon is greater in the morning and at night, than at noon; and in cold, than in hot weather. The reason is, that at these times the air being less heated, gives less way to the dilatation of the powder, which being by this means confined, as it were, to a smaller sphere of action, must have a stronger effect in proportion[[48]].
“When the lengths of cannon are proportional to the height of the charge, the shot will be discharged with the same velocity, whatever the calibre may be; and since the ratios of the velocities of shots, issuing from pieces of different lengths, loaded with different charges of powder, will be of great use in the construction of cannon, we have collected them in the following table, where the numbers at the top express the length of the pieces by the diameter of their shots. That is, the first is 12 diameters; the second 15, and so on. The first perpendicular column expresses the charges, in respect to the weight of the shots: thus, ¼, ⅓, ½, ⅔ imply that the weight of the charge is ¼, ⅓, ½, ⅔ of the weight of the shot. The other numbers, in the same horizontal lines, express the distance in feet moved over by the velocities of the shot, uniformly continued in a second of time.
| A Table of Velocities. | ||||||||
|---|---|---|---|---|---|---|---|---|
| 12 | 15 | 18 | 21 | 24 | 27 | 30 | 36 | |
| ¼ | 1043 | 1052 | 1058 | 1063 | 1066 | 1068 | 1071 | 1074 |
| ⅓ | 1186 | 1200 | 1210 | 1217 | 1222 | 1224 | 1229 | 1234 |
| ½ | 1406 | 1434 | 1452 | 1465 | 1475 | 1482 | 1488 | 1497 |
| ⅔ | 1568 | 1613 | 1641 | 1662 | 1677 | 1688 | 1698 | 1711 |
“We made use of the diameter of a 9 pound shot, which being 4 inches, is more convenient in the calculation; and this diameter expresses the height of the charge when it is a quarter of the weight of the shot, and the rest in proportion.
“Several remarks may be made upon this table, which are of great importance in the construction of cannon. First, when the charge is but a quarter of the shot’s weight, the difference between the velocities, when the length is 12 and 15 diameters, is but 9 feet in a second; and the differences between the other velocities decrease as the length increases.
“Hence, as the difference between the velocities when the piece is 15 and 36 diameters long, is but 22 feet in a second, it is easily perceived, that when the pieces are charged with one quarter of the shot’s weight, the length from 12 to 15 diameters is the best.
“Secondly, When the charge is one third of the shot’s weight, the difference of the velocities, when the piece is 12, 15, and 18 diameters long, are 14, 10 seconds; and from thence decrease more and more, as the length of the piece increases: so the length, from 15 to 18 diameters seems to be the best, every thing being considered.
“Thirdly, and lastly, it appears, from the same manner of reasoning, that when the charge is one-half of the shot’s weight, the length ought to be from 18 to 21 diameters; and when the charge is two thirds of the shot’s weight, the length ought to be from 21 to 24 diameters.” Muller’s Artillery.
As one of the effects of the bomb results from its weight, the range of mortars is extremely different from that of cannon, because the former is not pointed at a certain object, like the latter, but inclined to the horizon at a certain angle; so that the bomb, being thrown up obliquely, much in the same direction as a tennis-ball struck by the racket, may fall upon the place intended. Hence it appears that the mortar has no point-blank range, or at least that no use is made of it.
The mortar, being fixed in a situation obliquely with the horizon, so as that the line a c, which passes through the middle of it longitudinally, being continued, would make an angle b a d with the horizon a b; a bomb, discharged in the direction of this continued line, would deviate from it every instant of its motion by its weight, which inclines it downwards, and by this means it would describe a curve-line, as a e b, called a parabola[[49]].
The line a b, fig. 19. plate [VI]. is called the extent of the range, or the amplitude of the parabola; and the line a d, the elevation of the mortar.
To make a bomb fall on a given place, two things are to be considered; viz. the elevation of the mortar; and the quantity of powder used to charge it; both of which may be ascertained as follows: A bomb discharged from a mortar, pointed vertically, will describe a line nearly perpendicular to the horizon: I say nearly, because the mortar will always have some little motion, which will destroy the exact perpendicularity of the bomb’s flight; but abstracted from this, a bomb, discharged vertically, would fall again into the mortar[[50]].
If the mortar be afterwards inclined more and more towards the horizon, the bomb will fall still farther and farther distant from the mortar, till the elevation rests at 45°; and the more the mortar is pointed under this angle, the more will the range of the bomb be diminished: all of which is strictly demonstrated by geometry. But the following is a very simple manner of conceiving it, without having recourse to that science.
A bomb, discharged in the direction of a line, nearly perpendicular to the horizon, will fall at a little distance from the bomb-vessel. This requires no proof. A bomb, thrown according to a line that makes a very acute angle with the horizon, will presently come to the ground by its weight, and by consequence will not, any more than the other, fall at a considerable distance from the mortar.
Hence it is easy to conceive, that in order to fall at the greatest distance from the mortar, the bomb must be fired according to an elevation at the greatest possible distance, as well from a vertical, as from an horizontal line. This elevation divides in two equal parts the angle formed by the vertical and horizontal lines, which being of 90 degrees, or what is called a right angle, a bomb will be thrown to the greatest distance, in the direction of a line making an angle of 45 degrees. For above this angle the range will diminish, because the bomb approaches the vertical line; and under the same elevation it will also decrease, because the flight of the bomb approaches the horizontal line.
Hence also it appears that there are two angles, according to which a mortar may be inclined to make the bomb fall on the same place; these are the angles, equally distant from the line, which cuts the quadrant into two equal parts: so that if, for example, a mortar is elevated at 30°, the bomb will fall at the same distance as if it had been elevated at 60°, each of these angles being 15° distant on this, and that side of the quadrant; that is, from the angle of 45 degrees.
The second thing to be considered, is, to know the exact charge of powder necessary to throw a bomb to a given distance.
If the bomb, being fired at an elevation of 45°, falls short of the place intended, the charge of powder must be increased. If it reaches the place, or goes beyond it, it is evident that the charge is sufficient. If the bomb, at an elevation under 45°, fall short of the place intended, with a given charge, the mortar must be more elevated: if, on the contrary, it falls too far off, it must be more inclined to the horizon: and by these essays the proper degree of inclination may be easily and speedily discovered.
If the mortar then is raised above 45°, it must be more inclined, so as to make a more acute angle with the horizon, to increase the range of the bomb; and, on the contrary, raised nearer a perpendicular, to diminish it: all of which are consequences drawn from what has been said on this subject.
It must be observed, first, that the greatest distance to which a bomb can be thrown, with the strongest charge, is little more than about 1800, or 2000 fathoms.
Secondly, that though a mortar may be elevated indifferently, either so much above or below 45° as to carry a bomb to a given distance, yet when any building is to be destroyed, it should be raised above 45°, because the shell, rising to a greater height when fired according to a greater angle, falls with greater force, and by consequence will do more damage to the place on which it is thrown. But when the business is to fire on a body of men, the mortar must be pointed below 45°, that the bomb may not have force enough to enter far into the ground, and that the splinters in the explosion may do more execution.
| Practice for Sea-Mortars. | |||||||
|---|---|---|---|---|---|---|---|
| Nature of the Mortar. | |||||||
| 13 Inch. Powder. | 10 Inch. Powder. | Flight in Seconds. | Ranges in Yards. | Length of Composition in Fuses. | |||
| lb. | oz. | lb. | oz. | Inches | Parts | ||
| 3 | 0 | 12 | 612 | 2 | 64 | ||
| 4 | 0 | 1 | 12 | 14 | 832 | 3 | 8 |
| 2 | 4 | 15 | 958 | 3 | 30 | ||
| 5 | 0 | 2 | 6 | 16 | 1088 | 3 | 52 |
| 5 | 8 | 2 | 8 | 17 | 1299 | 3 | 74 |
| 3 | 2 | 18 | 1377 | 2 | 96 | ||
| 7 | 0 | 3 | 8 | 19 | 1534 | 4 | 18 |
| 4 | 0 | 20 | 1700 | 4 | 40 | ||
| 8 | 12 | 4 | 8 | 21 | 1874 | 4 | 62 |
| 9 | 0 | 5 | 8 | 22 | 2057 | 4 | 84 |
| 12 | 0 | 23 | 2248 | ||||
| 14 | 24 | 2448 | |||||
| 16 | 25 | 2656 | |||||
| 18 | 8 | 2 | 26 | 2873 | 5 | 72 | |
| 20 | 0 | 8 | 10 | 27 | 3098 | 5 | 94 |
| 22 | 0 | 9 | 8 | 28 | 3332 | 6 | 16 |
| 24 | 8 | 11 | 4 | 29 | 3574 | 6 | 38 |
| 28 | 0 | 12 | 0 | 30 | 3821 | 6 | 60 |
| 31 | 8 | 31 | 4085 | 6 | 82 | ||
The ranges of mortars, at the several elevations below, are in proportion to one another, viz.
| 45 | 40 | 35 | 30 | 25 | 20 | 15 | 10 | 5 |
| 100 | 98 | 94 | 86 | 76 | 64 | 50 | 34 | 17 |
Example. Knowing the range of a shell at 45 to be 890 yards, required the range at 30 with the same powder; say, as 100 : 86 : : 890 : 765.4; and if you have a shell’s range at 30, and would know how far it will go at 45 with the same quantity of powder, rule as 86 : 100 : : 765.4 : 890.
N. B. These propositions only hold good when the powder is equal.
RATES, the orders or classes into which the ships of war are divided, according to their force and magnitude.
It has already been observed, in the article Navy, that this regulation, which limits the rates of men of war to the smallest number possible, seems to have been dictated by considerations of political œconomy, or of that of the simplicity of the service in the royal dock-yards. The British fleet is accordingly distributed into six rates, exclusive of the inferior vessels that usually attend on naval armaments; as sloops of war, armed ships, bomb-ketches, fire-ships and cutters, or schooners commanded by lieutenants.
Ships of the first rate mount 100 cannon, having 42 pounders on the lower deck, 24 pounders on the middle deck, 12 pounders on the upper deck, and 6 pounders on the quarter deck and forecastle. They are manned with 850 men, including their officers, seamen, marines, and servants.
In general, the ships of every rate, besides the captain, have the master, the boatswain, the gunner, the chaplain, the purser, the surgeon, and the carpenter; all of whom, except the chaplain, have their mates or assistants, in which are comprehended the sail-maker, the master at arms, the armorer, the captain’s clerk, the gunsmith, &c.
The number of other officers are always in proportion to the rate of the ship. Thus a first rate has six lieutenants, six master’s mates, twenty-four midshipmen, and five surgeon’s mates, who are considered as gentlemen; besides the following petty officers: quarter-masters, and their mates, fourteen; boatswains mates and yeomen, eight; gunners mates and assistants, six; quarter-gunners, twenty-five; carpenters mates, two, besides fourteen assistants; with one steward, and steward’s mate to the purser.
If the dimensions of all ships of the same rate were equal, it would be the simplest and most perspicuous method to collect them into one point of view in a table; but as there is no invariable rule for the general dimensions, it must suffice to remark those of some particular ships in each rate; for which purpose we have selected some of the latest construction.
The Victory, which is the last built of our first rates, is 222 feet 6 inches in length, from the head to the stern; the length of her keel, 151 feet 3 inches; that of her gun-deck, or lower deck, 186 feet; her extreme breadth is 51 feet 10 inches; her depth in the hold, 21 feet 6 inches; her burthen 2162 tons; and her poop reaches 6 feet before the mizen-mast.
Ships of the second rate carry 90 guns upon three decks, of which those on the lower battery are 32 pounders; those on the middle, 18 pounders; on the upper-deck, 12 pounders; and those on the quarter-deck, 6 pounders, which usually amount to four or six. Their complement of men is 750, in which there are six lieutenants, four master’s mates, twenty-four midshipmen, and four surgeon’s mates, fourteen quarter-masters and their mates, eight boatswain’s mates and yeomen, six gunner’s mates and yeomen, with twenty-two quarter-gunners, two carpenter’s mates, with ten assistants, and one steward and steward’s mate.
Ships of the third rate carry from 64 to 80 cannon, which are 32, 18, and 9 pounders. The 80–gun ships however begin to grow out of repute, and to give way to those of 74, 70, &c. which have only two whole batteries; whereas the former have three, with 28 guns planted on each, the cannon of their upper-deck being the same as those on the quarter-deck and fore-castle of the latter, which are 9 pounders. The complement in a 74 is 650, and in a 64, 500 men; having, in peace, 4 lieutenants, but in war, 5; and when an admiral is aboard, 6. They have 3 master’s mates, 16 midshipmen, 3 surgeon’s mates, 10 quarter-masters and their mates, 6 boatswain’s mates and yeomen, 4 gunner’s mates and yeomen, with 18 quarter-gunners, 1 carpenter’s mate, with 8 assistants, and 1 steward and steward’s mate under the purser.
Ships of the fourth rate mount from 60 to 50 guns, upon two decks, and the quarter-deck. The lower tier is composed of 24 pounders, the upper tier of 12 pounders, and the cannon on the quarter-deck and fore-castle are 6 pounders. The complement of a 50 gun ship is 350 men, in which there are three lieutenants, 2 master’s mates, 10 midshipmen, 2 surgeon’s mates, 8 quarter-masters and their mates, 4 boatswain’s mates and yeomen, 1 gunner’s mate and 1 yeoman, with 12 quarter-gunners, 1 carpenter’s mate and 6 assistants, and a steward and steward’s mate.
All vessels of war, under the fourth rate, are usually comprehended under the general name of frigates, and never appear in the line of battle. They are divided into the 5th and 6th rates, the former mounting from 40 to 32 guns, and the latter from 28 to 20. The largest of the fifth rate have two decks of cannon, the lower battery being of 18 pounders, and that of the upper-deck of 9 pounders; but those of 36 and 32 guns have only one complete deck of guns, mounting 12 pounders, besides the quarter-deck and fore-castle, which carry 6 pounders. The complement of a ship of 44 guns, is 280 men and that of a frigate of 36 guns, 240 men. The first has 3, and the second 2 lieutenants; and both have 2 master’s mates, 6 midshipmen, 2 surgeon’s mates, 6 quarter-masters and their mates, 2 boatswain’s mates and 1 yeoman, 1 gunner’s mate and 1 yeoman, with 10 or 11 quarter-gunners, and 1 purser’s steward.
Frigates of the 6th rate carry 9 pounders, those of 28 guns having 3 pounders on their quarter-deck, with 200 men for their complement; and those of 24, 160 men; the former has 2 lieutenants, the latter, 1; and both have 2 master’s mates, 4 midshipmen, 1 surgeon’s mate, 4 quarter-masters and their mates, 1 boatswain’s mate and 1 yeoman, 1 gunner’s mate and 1 yeoman, with 6 or 7 quarter-gunners, and 1 purser’s steward.
The sloops of war carry from 18 to 8 cannon, the largest of which have 6 pounders; and the smallest, viz. those of 8 and 10 guns, 4 pounders. Their officers are generally the same as in the 6th rates, with little variation; and their complements of men are from 120 to 60, in proportion to their force or magnitude.
N. B. Bomb-vessels are on the same establishment as sloops; but fire-ships and hospital-ships are on that of fifth rates.
Having already exhibited the dimensions of the largest first rate in our navy, we have, in the following table, collected those of the inferior rates:
| Rates. | Guns. | Length of the keel. | Length of the lower deck. | Extreme breadth. | Depth in the hold. | Burthen in tons. | |||||
|---|---|---|---|---|---|---|---|---|---|---|---|
| Feet. | Inch. | Feet. | Inch. | Feet. | Inch. | Feet. | Inch. | ||||
| 2d rate, Barfleur, | 90 | 144 | ¾ | 177 | 6 | 50 | 21 | 1934 | |||
| 3d rate, | Arrogant, | 74 | 138 | 168 | 3 | 47 | 4 | 19 | 9 | 1644 | |
| Europa, | 64 | 139 | 159 | 44 | 4 | 19 | 4 | 1366 | |||
| 4th rate, Salisbury, | 50 | 120 | 8 | 146 | 40 | 4 | 17 | 4 | 1044 | ||
| 5th rate, | Phœnix, | 44 | 116 | 11 | 140 | 9 | 37 | 1⅜ | 16 | 856 | |
| Venus, | 36 | 106 | 3 | 128 | 4½ | 35 | 9 | 12 | 4 | 722 | |
| 6th rate, | Carysfort, | 28 | 97 | 3½ | 118 | 4 | 33 | 8 | 10 | 6 | 586 |
| Dolphin, | 24 | 93 | 4 | 113 | 32 | 1 | 11 | 511 | |||
| Sloop, Nautilus, | 16 | 80 | 7⅝ | 98 | 27 | 2 | 12 | 8 | 316 | ||
Nothing more evidently manifests the great improvement of the marine art, and the degree of perfection to which it has arrived in England, than the facility of managing our first rates; which were formerly esteemed incapable of government, unless in the most favourable weather of the summer. In testimony of this observation we may, with great propriety, produce the example of the Royal George, which, during the whole course of the late war, was known to be as easily navigated, and as capable of service, as any of the inferior ships of the line, and that frequently in the most tempestuous seasons of the year. The ingenious M. Du Hamel, who is eminently distinguished for his knowledge of marine affairs, has indeed judiciously objected to the defects and bad qualities of such large ships[[51]]. It is nevertheless hardly possible for any Englishman, who was witness to the defeat of M. Conflans, by the victorious Sir Edward Hawke, on the ever-memorable 20th of November, without dissenting a while from that gentleman’s opinion. In reality, a fact, confirmed by repeated experience, must unavoidably triumph over all theoretical conclusions.
Ships of the second rate, and those of the third, which have three decks, carry their sails remarkably well, and labour very little at sea. They are excellent in a general action, or in cannonading a fortress. Those of the third rate, which have two tiers, are fit for the line of battle, to lead the convoys and squadrons of ships of war in action, and in general, to suit the different exigencies of the naval service.
The fourth rates may be employed on the same occasions as the third rates, and may be also destined amongst the foreign colonies, or on expeditions of great distance; since these vessels are usually excellent for keeping and sustaining the sea.
Vessels of the fifth rate are too weak to suffer the shock of a line of battle; but they may be destined to lead the convoys of merchant-ships, to protect the commerce in the colonies, to cruize in different stations, to accompany squadrons, or be sent express with necessary intelligence and orders. The same may be observed of the sixth rates.
The frigates, which mount from 28 to 38 guns upon one deck, with the quarter-deck, are extremely proper for cruizing against privateers, or for short expeditions, being light, long, and usually excellent sailers.
RATTLINGS, enflechures, certain small lines which traverse the shrouds of a ship horizontally, at regular distances from the deck, upwards, and forming a variety of ladders, whereby to climb to any of the mast-heads, or descend from them. Hence the term is apparently derived from rath, an obsolete word, signifying an hill.
In order to prevent the rattling from slipping down by the weight of the sailors, they are firmly attached by a knot, called a clove-hitch, to all the shrouds, except the foremost or aftmost; where one of the ends, being fitted with an eye-splice, is previously fastened with twine or packthread.
REACH, (ræcan, Sax.) the line, or distance, comprehended between any two points or stations on the banks of a river, wherein the current flows in a streight uninterrupted course.
REAR, (arriere, Fr.) a name given to the last division of a squadron, or the last squadron of a fleet, and which is accordingly commanded by the third officer of the said fleet or squadron. See the article Division.
REEF, ris, (reef, Dutch) a certain portion of a sail, comprehended between the top or bottom, and a row of eyelet-holes parallel thereto.
The intention of the reef is to reduce the surface of the sail in proportion to the increase of the wind; for which reason there are several reefs parallel to each other in the superior sails, whereby they may be still farther diminished, in order to correspond with the several degrees of the gale. Thus the top-sails of ships are usually furnished with three reefs, l m n, fig. 1. plate [IX]. parallel to the yard; and there are always three or four reefs, parallel to the bottom on those main-sails and fore-sails, which are extended upon booms: a circumstance common to many of the small vessels.
Reef also implies a chain of rocks, lying near the surface of the water.
REEF-BAND, a piece of canvas, sewed across the sail, to strengthen it in the place where the eyelet-holes of the reefs are formed.
REEFING, the operation of reducing a sail, by taking in one or more of the reefs, which is either performed by lines, points, or knittles.
Thus the top-sails are always, and the courses generally, reefed with points, which are flat braided pieces of cordage, whose lengths are nearly double the circumference of the yard. These being inserted in the eyelet-holes, are fixed in the sail by means of two knots in the middle, one of which is before, and the other behind the reef-band.
In order to reef the top-sails with more facility and expedition, they are lowered down and made to shiver in the wind, which considerably relaxes their tension. The extremities of the reef are then drawn up to the yard-arms by an assemblage of pullies communicating with the deck, termed the reef-tackle; and they are securely fastened to the yard-arms by small cords, called earings. The space of sail, comprehended in the reef, is then laid smoothly over the yard, in several folds, or doubles: and the whole is completed by tying the points about the yard, so as to bind the reef close up to it.
The courses of large ships are either reefed with points or small cords, which are thence called reef-lines. In the latter case the line is passed spirally through the eyelet-holes of the reef, and over the head of the sail alternately, and afterwards strained as tight as possible. It must be observed, however, that the reef-line is sometimes passed round the yard, and sometimes only round the head of the sail; and each of these methods have their advocates, with arguments more or less convincing. But if it should appear essential to prevent the friction by which a sail is galled between the line and the yard; and as the rope-bands are sufficient to sustain the effort of the sail, it is certainly much better to pass the line only round the sail, provided that the turns are inserted through the roband-legs; a circumstance which is carefully practised by every skilful sailor.
The same reason may be alledged, with equal propriety, in favour of tying the points of the courses in the same manner; that is to say, the after-end of the point should be thrust forward between the head of the sail and the yard; and the fore-leg of the said point should come aft over the head of the sail, and also under the yard: and thus crossed over the head of the sail, the point should be extended, and the two ends brought over the yard, and tied on the upper side of it as strait as possible.
When a sail is reefed at the bottom, it is done by knittles, which being thrust through the eyelet-holes thereof, are tied firmly about the space of canvas of which the reef is composed, and knotted on the lower side of the bolt-rope. These knittles are accordingly removed as soon as the reef is let out.
Besides the manner above described, there are other methods of reducing a sail to the storm, as explained in the articles Goose-Wing and Balance.
REEF-TACKLE, a rope which passes from the deck to a block at the topmast-head, and thence to another block at the topsail-yard-arm, where it communicates with another rope, called its pendant, that runs downwards through a hole in the yard, and is afterwards attached to a cringle, a little below the lowest reef, as exhibited by fig. 1. plate [IX]. where b is the reef-tackle, and i the pendant thereof. It is used, as we have already observed, to pull the skirts of the reefs close up to the extremities of the topsail-yards, in order to lighten the sail, the weight of which would otherwise render it very difficult to perform this operation.
REEL of the log. See the article Log.
To REEVE, is to pass the end of a rope through any hole, as the channel of a block, the cavity of a thimble, cleat, ring-bolt, &c.
RECKONING. See Dead-Reckoning.
REFITTING, is generally understood to imply the repairing any damages, which a ship may have sustained in her sails or rigging, by battle or tempestuous weather; but more particularly by the former. See Engagement and Repair.
REIGNING-WINDS, a name given to the winds which usually prevail on any particular coast or region, the knowledge of which is essentially necessary to every pilot who is charged with the navigation in those seas.
RELIEVING-TACKLES, two strong tackles, used to prevent a ship from overturning on the careen, and to assist in bringing her upright after that operation is compleated.
The relieving-tackles are furnished with two strong guys, (attrapes) or pendants, by which their efforts are communicated, under the ship’s bottom, to the opposite side, where the ends of the guys are attached to the lower gun-ports. The other ends of the tackles are hooked to the wharf, or pontoon, by which the vessel is careened. Thus if the ship is first to be laid down on the larboard-side, which is nearest the wharf, the relieving-tackles are passed under her bottom from the said wharf, and attached to the starboard-side, by which they will restrain her from falling lower than is necessary. See Righting.
Relieving-Tackle, is also a name sometimes given to the train-tackles of a gun-carriage. See Cannon and Exercise.
RENDERING, as a sea-term, is generally understood to be the effect of yielding, or giving way, without resistance, to the efforts of some mechanical power. It is usually expressed of a complicated tackle, laniard, or lashing, when the effect of the power applied is communicated with facility to all the parts, without being interrupted in its passage. It is therefore used in contra-distinction to sticking or jamming.
RENDEVOUS, the port, or place of destination, where the several ships of a fleet or squadron are appointed to rejoin the whole, in case of a separation, occasioned by tempestuous weather, or other unforeseen accident.
REPAIR, radoub, the operation of amending any injuries, or supplying any deficiencies, which a ship may have received by age, battle, tempestuous weather, &c.
The repair is necessarily greater or smaller, in proportion to the loss which the vessel has sustained. Accordingly a suitable number of the timbers, beams, or planks, or a sufficient part of either, are removed, and new pieces fixed in their places. The whole is completed by breaming, calking, and paying the body with a new composition of stuff. See Docking.
REPRISE, a ship which is retaken from the enemy, soon after the first capture; or at least before she has arrived in any neutral or hostile port.
If a vessel, thus retaken, has been twenty-four hours in the possession of the enemy, it is deemed a lawful prize; but if it be retaken within that time, it is to be restored to the proprietor, with every thing therein, upon his allowing one-third to the vessel who made the reprise. Also if the reprise has been abandoned by the enemy, either in a tempest, or from any other cause, before it has been led into any port, it is to be restored to the proprietor.
RETREAT, the order or disposition in which a fleet of French men of war decline engagement, or fly from a pursuing enemy[[52]].
RHOMB-LINE, a line prolonged from any point of the compass on a nautical chart, except the four cardinal points.
RIBBANDS, lisses, (from rib and bend) in naval architecture, long narrow flexible pieces of timber, nailed upon the outside of the ribs, from the stem the stern-post, so as to envelop the ship lengthways, and appear on her side and bottom like the meridians on the surface of the globe.
The ribbands, being judiciously arranged with regard to their height and distance from each other, and forming regular sweeps about the ship’s body, will compose a kind of frame, whose interior surface will determine the curve of all the intermediate, or filling-timbers, which are stationed between the principal ones. As the figure of the ship’s bottom approaches to that of a conoid, and the ribbands having a limited breadth, it is apparent, that they cannot be applied to this convex surface without forming a double curve, which will be partly vertical and partly horizontal; so that the vertical curve will increase by approaching the stem, and still more by drawing near the stern-post. It is also evident, that by deviating from the middle line of the ship’s length, as they approach the extreme breadth at the midship-frame, the ribbands will also form an horizontal curve. The lowest of these, which is terminated upon the stem and stern-post, at the height of the rising-line of the floor, and answers to the upper part of the floor-timber upon the midship-frame, is called the floor-ribband. That which coincides with the wing-transom, at the height of the lower-deck upon the midship-frame, is termed the breadth-ribband: all the rest, which are placed between these two, are called intermediate ribbands.
From this double curve it results, that the ribbands will appear in different points of view, when delineated upon different planes of the same ship. To conceive this, let us suppose the skeleton of a ship upon the stocks, as in plate [IV]. fig. 11. and plate [X]. fig. 2. with the ribbands represented by dotted lines upon her bottom, If a spectator is placed opposite to the stem or stern-post, on a line prolonged from the keel, he will only view the projection of the ribbands on the plane of the midship-frame, in which the horizontal curve is very little perceived; he will discover part of the vertical curve, which rises continually from the extreme breadth towards the stem and stern, so that they must be drawn upon the plane of projection as oblique lines, which terminate upon the midship-frame at the point where the ribband touches it, and upon the stem and stern-post at the point where their ends are lodged.
If the spectator were to change his position, and perceive the projection of the ribbands upon a plane, supposed to be elevated upon the length of the keel, he would also discover their vertical curve, as it is sometimes expressed in the sheer-draught, without distinguishing the horizontal one.
But if we imagine the eye of the spectator placed considerably above the ship, on a line perpendicular to the middle of the keel, he will then discover the projection of the ribbands upon the plane of the ground beneath the ship, and view the horizontal curve, (see the horizontal plane, plate [I].) without perceiving the perpendicular one.
In order to give the reader as distinct an idea as possible of the ribbands, we have, besides the above representations, exhibited a perspective view of them in the frame or skeleton of a small vessel, referred to, from the article Timber.
RIBS of a ship, a figurative expression for the timbers. See that article.
Ribs of a parrel. See Parrel.
RIDERS, a sort of interior ribs, fixed occasionally in a ship’s hold opposite to some of the principal timbers, and reaching from the kelson to the beams of the lower-deck, and sometimes higher, in order to strengthen her frame. They are bolted to the other timbers, to support them when it is apprehended the ship is not sufficiently strong in the part where they are fixed; which is generally amidships.
The riders have also their floor-pieces and futtocks, and sometimes their top-pieces, all of which are scarfed to each other in the same manner as in the timbers.
The riders ought to be stationed so as to lie between two ports of the lower deck, and to correspond with the timbers to which they are attached, in such a manner, as that the scarfs of the riders may be clear of those of the timbers. They are scored upon the kelson, clamps, and thick-stuff of the bottom. They are secured by bolts, which are driven from without, so as to penetrate the outside planks, the timbers, the clamps, and the riders; on the inside of which last they are fore-locked. See those articles.
These pieces are rarely used in merchant-ships, because they would be extremely inconvenient in the hold, besides occupying too large a space thereof; neither are they always used in vessels of war, at least till after the ship is enfeebled by several cruizes at sea.
RIDGE, a long assemblage of rocks, lying near the surface of the sea, so as to intercept the passage of a ship under sail. See also Reef and Shallow.
RIDING, when expressed of a ship, is the state of being retained in a particular station, by means of one or more cables with their anchors, which are for this purpose sunk into the bottom of the sea, &c. in order to prevent the vessel from being driven at the mercy of the wind or current. See Mooring.
Riding athwart, the position of a ship which lies across the direction of the wind and tide, when the former is so strong as to prevent her from falling into the current of the latter.
Riding between the wind and tide, the situation of a vessel at anchor, when, the wind and tide act upon her in direct opposition; in such a manner as to destroy the effort of each other upon her hull; so that she is in a manner balanced between their reciprocal force, and rides without the least strain on her cables.
When a ship does not labour heavily, or feel a great strain when anchored in an open road or bay, she is said to ride easy. On the contrary, when she pitches violently into the sea, so as to strain her cables, masts, or hull, it is called riding hard, and the vessel is termed a bad roader.
A ship is rarely said to ride when she is fastened at both the ends, as in a harbour or river, that situation being comprehended in the article Mooring.
RIGGING, a general name given to all the ropes employed to support the masts; and to extend or reduce the sails, or arrange them to the disposition of the wind.
The former, which are used to sustain the masts, remain usually in a fixed position, and are called standing rigging; such are the shrouds, stays, and back-stays. The latter, whose office is to manage the sails, by communicating with various blocks, or pullies, situated in different places of the masts, yards, shrouds, &c. are comprehended in the general term of running-rigging. Such are the braces, sheets, haliards, clue-lines, brails, &c.
In rigging a mast, the first thing usually fixed upon its head, is a circular wreath of rope, called the grommet, or collar, which is firmly beat down upon the top of the hounds. The intent of this is to prevent the shrouds from being fretted or worn by the tressel-trees, or shoulders of the mast; after this are laid on the two pendants, from whose lower ends the main, or fore-tackles are suspended; and next, the shrouds of the starboard and larboard side, in pairs, alternately. The whole is covered by the stays, which are the largest ropes of the rigging.
When a yard is to be rigged, a grommet is also driven first on each of its extremities: next to this are fitted-on the horses, the braces; and, lastly, the lifts, or top-sail sheet-blocks: all of which are explained in their proper places.
The principal objects to be considered in rigging a ship appear to be strength, convenience, and simplicity; or the properties of affording sufficient security to the masts, yards, and sails; of arranging the whole machinery in the most advantageous manner, to sustain the masts, and facilitate the management of the sails; and of avoiding perplexity, and rejecting whatever is superfluous or unnecessary. The perfection of this art then consists in retaining all those qualities, and in preserving a judicious medium between them.
Rigging-out a boom, the operation of running out a pole upon the end of a yard, or bowsprit, to extend the foot of a sail. These booms are confined in those places by double rings, formed like a figure of 8, one part of which is fastened to the respective yard-arm, or bowsprit-end, and the other receives the boom, which is occasionally rigged out, or drawn in through it. The rings used in this service are termed boom-irons.
RIGHTING, relever, the act of restoring a ship to her upright position, after she has been laid on a careen, by the mechanical powers usually applied in that operation.
This is generally the natural effect of casting loose the careening pullies by which she had been drawn down. It is however necessary sometimes to apply mechanical powers to right the ship in such a situation. The principal of these are the relieving-tackles. See that article.
A ship is also said to right at sea when she rises, with her masts erected, after having been prest down on one side by the effort of her sails, or a heavy squall of wind.
Righting, when expressed of the helm, implies the replacing it in the middle of the ship, after having produced the required effect, of wheeling her to the right or left, as much as appeared necessary.
RIM, or BRIM, a name given to the circular edge of any of the tops. See that article.
RING-BOLT, cheville à boucle, an iron bolt, with an eye at one end, wherein is fitted a circular ring, as expressed in fig. 3. and 4. plate [II]. The ring bolts are for several uses, but particularly to hook the tackles, by which the cannon of a ship are managed and secured: accordingly there is one fixed in the deck opposite to every cannon, represented by Z, plate [III]. Deck: and they are, for the same purpose, fixed in the edges of the gun-ports, as expressed in the Midship-frame, plate [VII]. They are driven through the plank and the corresponding beam, or timber, and retained in this position by a small pin thrust through a hole in the small end, as appears in fig. 39, plate [II].
RING-ROPES, short pieces of rope, tied occasionally to the ring-bolts of the deck, to fasten the cable more securely when the ship rides in a tempest, or turbulent sea, or rapid current. They are, however, more particularly necessary in veering away the cable gradually in those circumstances, in order to freshen the hause; as, without this precaution, it would be extremely difficult to check the cable, which, being then charged with a great effort, might be drawn violently out of the ship at random.
RING-TAIL, a small triangular sail, extended on a little mast, which is occasionally erected for that purpose on the top of a ship’s stern. The lower part of this sail is stretched out by a boom, which projects from the stern horizontally. This sail is only used in light and favourable winds, particularly in the Atlantic ocean.
Ring-tail is also a name given to a sort of studding-sail, hoisted beyond the after-edge, or skirt of those main-sails which are extended by a boom and gaff; as in all sloops, brigs, and schooners: this ring-tail is accordingly of the same depth with that part of the main-sail upon which it borders. See Sail.
RIPPLING, a broken and interrupted noise, produced by a current on or near the sea-coast.
RISING-LINE, a name given by shipwrights to an incurvated line, which is drawn on the plane of elevation, to determine the height of the ends of all the floor-timbers throughout the ship’s length, and which accordingly ascertains the figure of the bottom, with regard to sharpness and flatness.
ROAD, (rade, Fr.) a bay, or place of anchorage, at some distance from the shore, on the sea-coast, whither ships or vessels occasionally repair to receive intelligence, orders, or necessary supplies; or to wait for a fair wind, &c.
The excellence of a road consists chiefly in its being protected from the reigning winds, and the swell of the sea; in having a good anchoring-ground, and being at a competent distance from the shore. Those which are not sufficiently enclosed are termed open roads.
ROADER, a vessel riding at anchor in a road, bay, or river. If a vessel under sail strikes against any roader, and damages her in passing, the former is obliged by law to make good the damages sustained by the latter.
The roaders attentively observe to anchor, or moor, at a competent distance from each other; and that those which arrive last shall not moor in the tract of the shipping which anchored before, so as to intercept their passage when they are ready to depart.
ROBANDS, or ROPE-BANDS. See Rope-Band.
ROGUES-YARN, a name given to a rope-yarn, of a particular construction, which is placed, in the middle of every strand, in all cables and cordage in the king’s service. It differs from all the rest, as being untarred, and twisted in a contrary manner, by which it is easily discovered. The use of this contrivance is to examine whether any cordage, supposed to be stolen or embezzled, has been formed for the king’s service.
ROLLER, a cylindrical piece of timber, fixed either horizontally or perpendicularly above a ship’s deck, so as to revolve about an axis. It is used to prevent the cables, hausers, &c. from being chafed by the friction which their surfaces would otherwise encounter, from bearing against that part of the ship, where the roller is placed, whilst they are drawn into the ship, &c. by mechanical powers.
Rollers, are also moveable pieces of wood, of the same figure, which are occasionally placed under planks, or long pieces of timber, in order to move them with greater facility either in the dock-yards, or in lading and delivering merchant-ships.
ROLLING, the motion by which a ship rocks from side-to side like a cradle, occasioned by the agitation of the waves.
Rolling, therefore, is a sort of revolution about an imaginary axis, passing through the center of gravity of a ship: so that the nearer the center of gravity is to the keel, the more violent will be the rolling-motion; because the center about which the vibrations are made, is placed so low in the bottom, that the resistance made by the keel to the volume of water which it displaces in rolling, bears very little proportion to the force of the vibration above the center of gravity, the radius of which extends as high as the mast-heads.
But if the center of gravity is placed higher above the keel, the radius of vibration will not only be diminished; but an additional force to oppose the motion of rolling will be communicated to that part of the ship’s bottom which is below the center of gravity.
So far as relates to the effect of rolling, when produced by the quality or stowage of the ballast, and to the manner by which it may be prevented, viz. a change of the quantity or disposition of the ballast, we shall endeavour to explain under the article Trim. It may, however, be necessary to remark, that the construction of the ship’s bottom may also contribute to diminish this movement considerably.
To illustrate this by an example, let us suppose the section of a ship perpendicular to the keel to be exactly circular, plate [VIII]. fig. 8. it is evident, that if this be agitated in the water, it will have nothing to sustain it, because the rolling or rotation about its center displaces no more water than when it remains upright: consequently the rolling motion must be very great in a high sea. But if a plank is fixed below it edgeways, or perpendicular to the surface, as low as e, throughout the whole length of the ship, it is plain that the plank e will displace a volume of water to the right, when the ship is inclined to the left, which will retard her motion; and this obstruction will always act contrary to her heeling or inclination to one side, and greatly diminish the vibration or rolling; although it will add very little to her stiffness: For, admitting the ship to incline to one side, as in fig. 8. the plank d e would produce a very weak effort to bring her upright. But the depth of the keel, the rising of the floors, and the dead wood fore and aft, as in fig. 9. plate [VIII]. will answer the same purpose as the plank d e.
Many fatal disasters have happened to ships, arising from a violent rolling; as the loss of the masts, loosening of the cannon, and straining violently on the decks and sides, so as to weaken the ship to a great degree. See Ballast, Labouring, and Pitching.
Rolling-tackle, a pulley or purchase fastened to that part of a sail-yard which is to the windward of the mast, in order to confine the yard close down to the leeward, when the sail is furled.
It is used to prevent the yard from having a great friction against the mast in a high sea, which would be equally pernicious to both.
ROPES, cordes, (rap, Sax. reep, Dutch) a general name given to all sorts of cordage, above one inch in circumference, used in the rigging a ship. See Cable, Hauser, Towline, and Warp.
Ropes are either cable-laid or hauser-laid: the former are composed of nine strands, viz. three great strands, each of which is composed of three smaller strands; and the latter is made with three strands, each of which contains a certain number of rope-yarns, in proportion to the size of the rope required.
Rope-bands, rabans, pronounced roebins, certain pieces of small rope, or braided cordage, used to tie the upper edges of the great sails to their respective yards. They are inserted through the eyelet-holes in the head of the sail, being generally of a sufficient length to pass two or three times about the said yard.
Rope-yarn, fil de caret, the smallest and simplest part of any rope, being one of the threads of which a strand is composed; so that the size of the latter, and of the rope into which it is twisted, are determined by the number of rope-yarns.
ROVER, a pirate or free-booter. See Pirate.
ROUGH-TREE, a name given in merchant-ships to any mast, yard, or boom, placed as a rail or fence above the ship’s side, from the quarter-deck to the fore-castle. It is, however, with more propriety, applied to any mast, &c. which remains rough and unfinished.
ROUND-HOUSE, a name given, in East-Indiamen, and other large merchant-ships, to a cabin or apartment built in the after part of the quarterdeck, and having the poop for its roof. This apartment is usually called the coach in our ships of war.
ROUNDING, certain old ropes wound firmly and closely about that part of a cable which lies in the hause, or under the ship’s bow, or athwart the stem. It is used to prevent the surface of the cable from being chafed or fretted in those places. See the articles Kaicling and Service.
Rounding-in generally implies the act of pulling upon any rope which passes through one or more blocks, in a direction nearly horizontal; as, round-in the weather-braces! &c. It is apparently derived from the circular motion of the rope about the sheave or pulley through which it passes.
Rounding-up is used nearly in the same sense, only that it is expressed of a tackle which hangs in a perpendicular position, without sustaining or hoisting any weighty body: it is then the operation of pulling the blocks closer to each other, by means of the rope which passes through them, to compose the tackle; and is therefore opposed to over-hauling, by which the blocks are drawn farther asunder.
ROUSSING, the act of pulling together upon a cable, hauser, &c. without the assistance of tackles, capsterns, or other mechanical powers. It is particularly used in the exercise of removing a ship from one place to another, by means of ropes and anchors. See the article Warping.
To ROW, ramer, (rowan, Sax.) to impel a boat or vessel along the surface of the water by oars, which are managed in a direction nearly horizontal. See Oar.
Row-galley. See the article Galley.
Row-locks, those parts of the gunwale, or upper edge of a boat’s side, whereon the oar rests in the exercise of rowing. In the sides of the smallest vessels of war, a number of little square holes, called row-ports, are cut for this purpose, parallel to the surface of the water.
ROWERS, rameurs, a name given to the persons by whom the oars are managed.
ROWING-GUARD. See Guard-Boat.
ROYAL, boulingue, a name given to the highest sail which is extended in any ship. It is spread immediately above the top-gallant-sail, to whose yardarms the lower corners of it are attached. This sail is never used but in light and favourable breezes.
RUDDER. See the article Helm.
RUN, the aftmost or hindmost part of a ship’s bottom, where it grows extremely narrow, as the floor approaches the stern-post.
RUNG-HEADS, fleurs, a name sometimes given by shipwrights to the upper ends of the floor-timbers, which are otherwise more properly called floor-heads. See Naval Architecture.
RUNNER, itague, a thick rope used to increase the mechanical powers of a tackle. See that article.
The runner a, fig. 10. plate [VIII]. passes through a large hook-block, as c, and has usually a hook b attached to one of its ends, and one of the tackle-blocks to the other; and in applying it, the hook, as well as the lower block of the corresponding tackle, is fixed to the object intended to be removed.
RUNNING-out a warp, the act of carrying the end of a rope out from the ship, in a boat, and fastening it to some distant place, to remove the ship towards the said place, or keep her steddy whilst her anchors are lifted, &c.
Running-rigging, all that part of a ship’s rigging which passes through the blocks, to dilate, contract, or traverse the sails. See the article Rigging.