S.
SADDLE, a small cleat or wooden block, hollowed on the upper and lower side, and nailed on the lower yard-arms, to retain the studding-sail-booms in a firm and steddy position. For this purpose the cavity on the lower part of the saddle conforms to the cylindrical surface of the yard to which it is attached: and in like manner the hollow, on the upper side, answers to the figure of the boom, and serves as a channel whereby it may be run out or in, along the yard, as occasion requires.
SAGGING to leeward, the movement by which a ship makes a considerable lee-way, or is driven far to leeward of the course whereon she apparently sails. It is generally expressed of heavy-sailing vessels, as opposed to keeping well to windward, or, in the sea-phrase, holding a good wind.
SAIC, a sort of Grecian ketch, which has no top-gallant-sail or mizen-top-sail. See Ketch.
SAIL, voile, (segl, Sax. seyhel, seyl Dutch) an assemblage of several breadths of canvas, or other texture, sewed together, and extended on, or between the masts, to receive the wind, and carry the vessel along the water.
The edges of the cloths, or pieces, of which a sail is composed, are generally sewed together with a double seam: and the whole is skirted round at the edges with a cord, called the bolt-rope.
Although the form of sails is extremely different, they are all nevertheless triangular or quadrilateral figures or, in other words, their surfaces are contained either between three or four sides.
The former of these are sometimes spread by a yard, as lateen-sails; and otherwise by a stay, as stay-sails; or by a mast, as shoulder-of-mutton-sails: in all which cases the foremost leech or edge is attached to the said yard, mast, or stay, throughout its whole length. The latter, or those which are four-sided, are either extended by yards, as the principal sails of a ship; or by yards and booms, as the studding-sails, drivers, ring-tails, and all those sails which are set occasionally; or by gaffs and booms, as the main-sails of sloops and brigantines.
The principal sails of a ship (fig. 1. plate [IX].) are the courses or lower sails a, the top-sails b, which are next in order above the courses; and the top-gallant-sails c, which are expanded above the top-sails.
The courses are the main-sail, fore-sail, and mizen, main-stay-sail, fore-stay-sail and mizen-stay-sail; but more particularly the three first. N. B. The main-stay-sail is rarely used except in small vessels.
In all quadrangular sails the upper edge is called the head; the sides or skirts are called leeches; and the bottom or lower edge is termed the foot. If the head is parallel to the foot, the two lower corners are denominated clues, and the upper corners earings.
In all triangular sails, and in those four-sided sails wherein the head is not parallel to the foot, the foremost corner at the foot is called the tack; and the after lower-corner the clue; the foremost perpendicular or sloping edge is called the fore leech, and the hindmost the after leech.
The heads of all four-sided sails, and the fore-leeches of lateen sails, are attached to their respective yard or gaff by a number of small cords called robands; and the extremities are tied to the yard-arms, or to the peek of the gaff, by earings.
The stay-sails are extended upon stays between the masts, whereon they are drawn up or down occasionally, as a curtain slides upon its rod, and their lower parts are stretched out by a tack and sheet. The clues of a top-sail are drawn out to the extremities of the lower yard, by two large ropes called the top-sail sheets; and the clues of the top-gallant-sails are in like manner extended upon the top-sail yard-arms, as exhibited by plate [IX]. fig. 1.
The studding-sails are set beyond the leeches or skirts of the main-sail and fore-sail, or of the top-sails or top-gallant-sails of a ship. Their upper and lower edges are accordingly extended by poles run out beyond the extremities of the yards for this purpose. Those sails however are only set in favourable winds and moderate weather.
All sails derive their name from the mast, yard, or stay upon which they are extended. Thus the principal sail extended upon the main-mast is called the main-sail, grande voile, d, fig. 2. plate [IX].; the next above, which stands upon the main-top-mast, is termed the main top-sail, grand hunier, e; and the highest, which is spread across the main-top-gallant-mast, is named the main-top-gallant-sail, grand perroquet, f.
In the same manner there is the fore-sail, misaine, g; the fore-top-sail, petit hunier, h; and the fore-top-gallant-sail, petit perroquet, i; the mizen, artimon, k; the mizen top-sail, perroquet d’artimon, l; and mizen top-gallant-sail m. Thus also there is the main stay-sail o; main-top-mast stay-sail p; and main-top-gallant stay-sail q; with a middle stay-sail which stands between the two last. N. B. All these stay-sails are between the main and fore masts.
The stay-sails (voiles d’etai) between the main-mast and mizen-mast are the mizen stay-sail r; and the mizen top-mast stay-sail s; and sometimes a mizen top-gallant stay-sail above the latter.
The stay-sails between the fore-mast and the bowsprit are the fore stay-sail t; the fore top-mast stay-sail u; and the jib, foc, x. There is besides two square sails extended by yards under the bowsprit, one of which is called the sprit-sail, civadiere, y; and the other the sprit-sail top-sail z, perroquet de beaupré. For the French names of all the stay-sails, see the French term Etai, and the phrases following it.
The studding-sails (bonnettes en étui) being extended upon the different yards of the main-mast and fore-mast, are likewise named according to their stations, the lower, top-mast, or top-gallant studding sails.
The ropes by which the lower yards of a ship are hoisted up to their proper height on the masts, are called the jears. In all other sails the ropes employed for this purpose are called haliards.
The principal sails are then expanded by haliards, sheets, and bowlines, except the courses, which are always stretched out below by a tack and sheet. See Bowline, Close-hauled, &c. They are drawn up together, or trussed up, by bunt-lines, clue-lines, d d, fig. 1.; leech-lines, e e; reef-tackles, f f; slab-line, g; and spilling-lines. As the bunt-lines and leech-lines pass on the other side of the sail, they are expressed by dotted lines in the figure. See those articles.
The courses, top-sails, and top-gallant sails, are wheeled about the mast, so as to suit the various directions of the wind, by braces. The higher studding-sails, and in general all the stay-sails, are drawn down, so as to be furled, or taken in, by down-hauls. See Brace, Trim, and Down-haul.
Sail is also a name applied to any vessel beheld at a distance under sail.
To set Sail, faire voile, is to unfurl and expand the sails, upon their respective yards and stays, in order to begin the action of sailing.
To make Sail, is to spread an additional quantity of sail, so as to increase the ship’s velocity.
To shorten Sail, is to reduce or take in part of the sails, with an intention to diminish the ship’s velocity.
To strike Sail, is to lower it suddenly. This is particularly used in saluting or doing homage to a superior force, or to one whom the law of nations acknowledges as superior in certain regions. Thus all foreign vessels strike to an English man of war in the British seas. See Salute.
SAILING, the movement by which a vessel is wafted along the surface of the water, by the action of the wind upon her sails.
When a ship changes her state of rest into that of motion, as in advancing out of a harbour, or from her station at anchor, she acquires her motion very gradually, as a body which arrives not at a certain velocity till after an infinite repetition of the action of its weight.
Plate. ix.
The first impression of the wind greatly affects the velocity, because the resistance of the water might destroy it, since the velocity being but small at first, the resistance of the water which depends on it will be very feeble: but as the ship increases her motion, the force of the wind on the sails will be diminished; whereas on the contrary the resistance of the water on the bow will accumulate, in proportion to the velocity with which the vessel advances. Thus the repetition of the degrees of force which the action of the sails adds to the motion of the ship, is perpetually decreasing; whilst on the contrary the new degrees added to the effort of resistance on the bow are always augmenting. The velocity is then accelerated in proportion as the quantity added is greater than that which is subtracted: but when the two powers become equal, when the impression of the wind on the sails has lost so much of its force, as only to act in proportion to the opposite impulse of resistance on the bow, the ship will then acquire no additional velocity, but continue to sail with a constant uniform motion. The great weight of the ship may indeed prevent her from acquiring her greatest velocity; but when she has attained it, she will advance by her own intrinsic motion, without gaining any new degree of velocity, or lessening what she has acquired. She moves then by her own proper force in vacuo, without being afterwards subject either to the effort of the wind on the sails, or to the resistance of the water on the bow. If at any time the impulsion of the water on the bow should destroy any part of the velocity, the effort of the wind on the sails will revive it, so that the motion will continue the same. It must however be observed, that this state will only subsist when these two powers act upon each other in direct opposition; otherwise they will mutually destroy one another. The whole theory of working ships depends on this counter-action, and the perfect equality which should subsist between the effort of the wind and the impulsion of the water. Bouguer, Traité du navire.
The effect of sailing is produced by a judicious arrangement of the sails to the direction of the wind. Accordingly the various modes of sailing are derived from the different degrees and situations of the wind with regard to the course of the vessel.
To illustrate this observation by examples, the plan of a number of ships proceeding on various courses are represented by fig. 3. plate [IX]. which exhibits the thirty-two points of the compass, of which C is the center: the direction of the wind, which is northerly, being expressed by the arrow.
It has been observed in the article Close-hauled, that a ship in that situation will sail nearly within six points of the wind. Thus the ships B and y are close-hauled, the former being on the larboard tack, steering E. N. E. and the latter on the starboard tack sailing W. N. W. with their yards a b braced obliquely, as suitable to that manner of sailing. The line of battle on the larboard tack would accordingly be expressed by C B, and on the starboard by C y.
When a ship is neither close-hauled, nor steering afore the wind, she is in general said to be sailing large. The relation of the wind to her course is precisely determined by the number of points between the latter and the course close-hauled. Thus the ships c and x have the wind one point large, the former steering E. b N. and the latter W. b N. The yards remain almost in the same position as in B and y: the bowlines and sheets of the sails being only a little slackened.
The ships d and u have the wind two points large, the one steering east and the other west. In this manner of sailing, however, the wind is more particularly said to be upon the beam, perpendiculaire du vent, as being at right angles with the keel, and coinciding with the position of the ship’s beams. The yards are now more across the ship, the bowlines are cast off, and the sheets more relaxed; so that the effort of the wind being applied nearer to the line of the ship’s course, her velocity is greatly augmented.
In e and t the ships have the wind three points large, or one point abaft the beam, the course of the former being E. b S. and that of the latter
W. b S. The sheets are still more flowing; the angle which the yards make with the keel farther diminished; and the course accelerated in proportion.
The ships f and s the first of which steers E. S. E. and the second W.S. W. have the wind four points large, or two points abaft the beam. In g and r the wind is five points large, or three points abaft the beam, the former sailing S. E. b E. and the latter S. W. b W. In both these situations the sheets are still farther slackened, and the yards laid yet more athwart the ship’s length, in proportion as the wind approaches the quarter.
The ships h and q, steering S. E. and S. W. have the wind six points large, or more properly on the quarter; which is considered as the most favourable manner of sailing, because all the sails co-operate to increase the ship’s velocity: whereas, when the wind is right aft, as in the ship m, it is evident, that the wind, in its passage to the foremost sails, will be intercepted by those which are farther aft. When the wind is on the quarter, the fore-tack is brought to the cat-head; and the main-tack being cast off, the weather-clue of the mainsail is hoisted up to the yard, in order to let the wind pass freely to the foresail; and the yards are disposed so as to make an angle of about two points, or nearly 22°, with the keel.
The ships i and p, of which the former sails S. E. b S. and the latter S. W, b S. are said to have the wind three points on the larboard or starboard quarter: and those expressed by k and o, two points; as steering S. S. E. and S. S. W. in both which positions the yards make nearly an angle of 16°, or about a point and an half, with the ship’s length.
When the wind is one point on the quarter, as in the ships l and n, whose courses are S. b E. and S. b W. the situation of the yards and sails is very little different from the last mentioned; the angle which they make with the keel being somewhat less than a point, and the stay-sails being rendered of very little service. The ship m sails right afore the wind, or with the wind right aft. In this position the yards are laid at right angles with the ship’s length: the stay-sails, being entirely useless, are hauled down: and the mainsail is drawn up in the brails, that the fore-sail may operate: a measure which considerably facilitates the steerage, or effort of the helm. As the wind is then intercepted, by the main top-sail and main top-gallant-sail, in its passage to the fore top-sail and fore top-gallant-sail, these latter are by consequence entirely becalmed, and might therefore be furled, to prevent their being fretted by flapping against the mast, but that their effort contributes greatly to prevent the ship from broaching-to, when she deviates from her course to the right or left thereof.
Thus all the different methods of sailing may be divided into four, viz. close hauled, large, quartering, and afore the wind; all which relate to the direction of the wind with regard to the ship’s course, and the arrangement of the sails. See also Drift and Leeway.
Order of Sailing, the general disposition of a fleet of ships when proceeding on a voyage or expedition.
It has already been observed in the article Fleet, that the most convenient order of sailing, for a squadron of ships, is in three parallel columns, so as to form the line of battle with greater facility and expedition. In this disposition, the station of each ship is previously appointed by the commander in chief; and the ranks or columns are as near to each other as regularity, and a regard for their common security, will admit. This distance, which ought to be carefully observed in tacking, may be regulated by the movements of some of the ships in the column farthest to windward, which should accordingly govern the operations of the whole squadron. See Tacking.
Sailing also implies a particular mode of navigation, formed on the principles, and regulated by the laws of trigonometry. Hence we say, plain sailing, mercator’s, middle-latitude, parallel and great circle sailing. See the article Navigation.
SAILOR, matelot, a seafaring man: a person trained in the exercise of fixing the machinery of a ship, and managing her, either at sea, or in a road, or harbour.
SAIL-YARD. See the article Yard.
SALVAGE, a third part of the value of anything recovered from the enemy, after having remained in his possession twenty-four hours; or of any thing dragged up from the bottom of the sea. It is paid by the first proprietors to the persons who have so recovered it, or else detained legally by the latter.
SALUTE, salut, (from saluto, Lat.) a testimony of deference or homage rendered by the ships of one nation to another; or by ships of the same nation to a superior or equal.
This ceremony is variously performed, according to the circumstances, rank, or situation of the parties. It consists in firing a certain number of cannon, or vollies of small arms; of striking the colours or top-sails; or of one or more general shouts of the whole ship’s crew, mounted on the masts or rigging for that purpose.
The principal regulations with regard to salutes in the royal navy are as follow.
‘When a flag-officer salutes the admiral and commander in chief of the fleet, he is to give him fifteen guns; but when captains salute him, they are to give him seventeen guns. The admiral or commander in chief of the fleet is to return two guns less to flag-officers, and four less to captains. Flag-officers saluting their superior or senior officer, are to give him thirteen guns. Flag-officers are to return an equal number of guns to flag-officers bearing their flags on the same mast, and two guns less to the rest, as also to captains.
‘When a captain salutes an admiral of the white or blue, he is to give him fifteen guns; but to vice and rear admirals, thirteen guns. When a flag-officer is saluted by two or more of his Majesty’s ships, he is not to return the salute till all have finished, and then to do it with such a reasonable number of guns as he shall judge proper.
‘In case of the meeting of two squadrons, the two chiefs only are to exchange salutes. And if single ships meet a squadron consisting of more than one flag, the principal flag only is to be saluted. No salutes shall be repeated by the same ships, unless there has been a separation of six months at least.
‘None of his Majesty’s ships of war, commanded only by captains, shall give or receive salutes from one another, in whatsoever part of the world they meet.
‘A flag-officer commanding in chief shall be saluted, upon his first hoisting of his flag, by all the ships present, with such a number of guns as is allowed by the first, third, or fifth articles.
‘When any of his Majesty’s ships shall meet with any ship or ships belonging to any foreign prince or state, within his Majesty’s seas, (which extend to Cape Finisterre) it is expected, that the said foreign ships do strike their top-sail, and take in their flag, in acknowledgment of his Majesty’s sovereignty in those seas: and if any shall refuse or offer to resist, it is enjoined to all flag-officers and commanders to use their utmost endeavours to compel them thereto, and not suffer any dishonour to be done to his Majesty. And if any of his Majesty’s subjects shall so much forget their duty, as to omit striking their top-sail in passing by his Majesty’s ships, the name of the ship and master, and from whence, and whither bound, together with affidavits of the fact, are to be sent up to the secretary of the admiralty, in order to their being proceeded against in the admiralty-court. And it is to be observed, that in his Majesty’s seas, his Majesty’s ships are in no wise to strike to any; and that in other parts, no ship of his Majesty’s is to strike her flag or topsail to any foreigner, unless such foreign ship shall have first struck, or at the same time strike her flag or top-sail to his Majesty’s ship.
‘The flag-officers and commanders of his Majesty’s ships are to be careful to maintain his Majesty’s honour upon all occasions, giving protection to his subjects, and endeavouring, what in them lies, to secure and encourage them in their lawful commerce; and they are not to injure, in any manner, the subjects of his Majesty’s friends and allies.
‘If a foreign admiral meets with any of his Majesty’s ships, and salutes them, he shall receive gun for gun. If he be a vice-admiral, the admiral shall answer with two guns less. If a rear-admiral, the admiral and vice-admiral shall return two less. But if the ship be commanded by a captain only, the flag-officers shall give two guns less, and captains an equal number.
‘When any of his Majesty’s ships come to an anchor in a foreign port or road, within cannon-shot of its forts, the captain may salute the place with such a number of guns as have been customary, upon good assurance of having the like number returned, but not otherwise. But if the ship bears a flag, the flag-officer shall first carefully inform himself how flags of like rank, belonging to other crowned heads, have given or returned salutes, and to insist upon the same terms of respect.
‘It is allowed to the commanders of his Majesty’s ships in foreign parts, to salute the persons of any admirals, commanders in chief, or captains of ships of war of foreign nations, and foreign noblemen or strangers of quality, as also the factories of the king’s subjects, coming on board to visit the ship; and the number of guns is left to the commander, as shall be suitable to the occasion, and the quality of the persons visiting; but he is nevertheless to remain accountable for any excesses in the abuse of this liberty. If the ship visited be in company with other ships of war, the captain is not to make use of the civilities allowed in the preceding article, but with leave and consent of the commander in chief, or the senior captain.
‘Merchant-ships, whether foreigners, or belonging to his Majesty’s subjects, saluting the admiral of the fleet, shall be answered by six guns less; when they salute any other flag-ships, they shall be answered by four guns less; and if they salute men of war commanded by captains, they shall be answered by two guns less. If several merchant-ships salute in company, no return is to be made, till all have finished, and then by such a number of guns as shall be thought proper; but though the merchant-ships should answer, there shall be no second return.——
‘None of his Majesty’s ships of war shall salute any of his Majesty’s forts or castles in Great Britain or Ireland, on any pretence whatsoever.’ Regulations and Instructions for the Sea-service.
SAMSONS-POST, piedroit, a sort of pillar erected in a ship’s hold, between the lower deck and the kelson, under the edge of a hatchway, and furnished with several notches that serve as steps to mount or descend, as occasion requires.
This post being firmly driven into its place, not only serves to support the beam, and fortify the vessel in that place, but also to prevent the cargo or materials contained in the hold from shifting to the opposite side, by the rolling of the ship in a turbulent and heavy sea.
SAUCER. See the article Capstern.
SCALING the guns, soufler, the act of cleaning the inside of a ship’s cannon, by the explosion of a small quantity of powder; which effectually blows out any dirt or scales of iron which may adhere to the interior surface.
SCANTING, addoner, the variation of the wind by which it becomes unfavourable to a ship’s course, after having been fair or large. It is distinguished from a foul wind, as in the former, a ship is still enabled to sail on her course, although her progress is considerably retarded; but in the latter she is obliged to deviate from the line of her course, as explained in the article Tacking.
SCANTLING, the dimensions of any piece of timber with regard to its breadth and thickness.
SCARF, empature, (scherven, Dutch) a particular method of uniting two pieces of timber together by the extremities.
When two pieces of timber are joined together, so that the end of one goes over the end of the other, being tapered so that the one may be let into the other, and become even, they are said to be scarfed: such are the keel-pieces. But when the ends of the two pieces are cut square, and put together, they are said to butt to one another; and when another piece is laid upon, and fastened to both, as is the case in all the frame-timbers, this is called scarfing the timbers; and half the piece which fastens the two timbers together is reckoned the length of the scarf. Murray’s Ship-building.
SCHOONER, a small vessel with two masts, whose main-sail and fore-sail are suspended from gaffs reaching from the mast towards the stern; and stretched out below by booms, whose foremost ends are hooked to an iron, which clasps the mast so as to turn therein as upon an axis, when the after ends are swung from one side of the vessel to the other.
SCOOP, écoupe, a little hollowed piece of wood, employed to throw water out of a boat into the sea, which is usually called bailing the boat.
SCRAPING, the act of shaving off the dirty surface of the plank, in a ship’s side or decks, particularly after a voyage, or when the seams have been covered with a new composition of melted pitch or rosin. The instrument with which this is performed is accordingly called a scraper, and is represented in fig. 4. plate [IX].
After the sides of a ship are sufficiently scraped, they are varnished over with turpentine, or a mixture of tar and oil, or such materials; which preserves the planks from being rent or split by the sun and wind, and gives the ship a more gay and spendid appearance on the water.
SCUDDING, (Skutta, Swedish) the movement by which a ship is carried precipitately before a tempest.
As a ship flies with amazing rapidity through the water, whenever this expedient is put in practice, it is never attempted in a contrary wind, unless when her condition renders her incapable of sustaining the mutual effort of the wind and waves any longer on her side, without being exposed to the most imminent danger. See the article Trying.
A ship either scuds with a sail extended on her fore mast, or, if the storm is excessive, without any sail, which in the sea-phrase is called scudding under bare poles, aller à sec. In sloops and schooners, and other small vessels, the sail employed for this purpose is called the square-sail, voile de fortune. In large ships, it is either the foresail, at large, reefed, or with its goose-wings extended, according to the degree of the tempest; or it is the fore top-sail close-reefed, and lowered on the cap: which last is particularly used when the sea runs so high as to becalm the foresail occasionally; a circumstance which exposes the ship to the danger of broaching-to.
The principal hazards incident to scudding are generally, a pooping sea; the difficulty of steering, which exposes the vessel perpetually to the risk of broaching-to; and the want of sufficient sea-room. A sea striking the ship violently on the stern may dash it inwards, by which she must inevitably founder. In broaching-to suddenly, she is threatened with being immediately overturned; and, for want of sea-room, she is endangered by shipwreck on a lee-shore; a circumstance too dreadful to require explanation!
SCUPPERS, dalots, (schoepen, Dutch, to draw off) certain channels cut through the water-ways and sides of a ship, at proper distances, and lined with plated lead, in order to carry the water off from the deck into the sea.
The scuppers of the lower deck of a ship of war are usually furnished with a leathern pipe, called the scupper-hoase, which hangs downward from the mouth or opening of the scupper. The intent of this is to prevent the water from entering when the ship inclines under a weight of sail.
SCUTTLE, (écoutille, Fr.) a small hatchway cut for some particular purpose through a ship’s deck, or through the coverings of her hatchways, and being furnished with a lid which firmly encloses it whenever necessary. See Deck and Hatchway.
SCUTTLING, the act of cutting large holes through the bottom or sides of a ship, either when she is stranded or overset, and continues to float on the surface. The design of this expedient is usually to take out the whole or a part of the cargo, provisions, stores, &c. with all possible expedition.
SEA, mer, (sæ, Sax. zee, Dutch) is known to be a great congregation of waters, which is either universal or local; as surrounding the whole earth, or flowing on the coast of some particular country.
This term, however, is variously applied by sailors, to a single wave; to the agitation produced by a multitude of waves in a tempest; or to their particular progress or direction. Thus they say, a heavy sea broke over our quarter, or we shipped a heavy sea; there is a great sea in the offing; the sea sets to the southward. Hence a ship is said to head the sea, when her course is opposed to the setting or direction of the surges.
A long sea implies an uniform and steddy motion of long and extensive waves; on the contrary, a short sea is when they run irregularly, broken, and interrupted; so as frequently to burst over a vessel’s side or quarter.
Sea-Boat, vaisseau beau de mer, a vessel that bears the sea firmly, without labouring heavily, or straining her masts and rigging.
Sea-Coast, the shore of any country; or that part which is washed by the sea.
Sea-Faring, the occupation of a mariner or sailor.
Seaman, homme de mer, a mariner or person trained in the exercise of fixing the machinery of a ship, and applying it to the purposes of navigation.
The principal articles required in a common sailor to intitle him to the full wages, are, that he can steer, sound, and manage the sails, by extending, reefing, and furling them, as occasion requires. When he is expert at these exercises, his skill in all other matters relative to his employment is taken for granted.
Sea-Mark, a point or conspicuous place distinguished at sea.
Sea-marks are of various kinds, as steeples, promontories, piles of ruins, groupes of trees, &c. and are very necessary to direct vessels on the coast of their situation. See also Beacon and Buoy.
Sea-Room, belle derive, implies a sufficient distance from the coast, as well as from any rocks or shallows, whereby a ship may drive or scud without danger of shipwreck.
Sea-Weeds, sarts, a sort of herbs or tangles floating on the surface of the sea, or washed upon the sea-coast. See the French term Mer, and the phrases which follow in order.
SEAMS, coutures, the intervals between the edges of the planks in the decks and sides of a ship; or the places where the planks join together. These are always filled with a quantity of oakum, and covered with hot pitch, to prevent the entrance of the water. See the article Calking.
SEIZING, amarrer, the operation of fastening any two ropes, or different parts of one rope together, with a small line or cord: also the cord (ammarage) which fastens them.
SELVAGEE, a sort of hank or skein of rope-yarn tied together at several distances. It is used to fasten round any rope, as a shroud or stay, so that a tackle may be hooked in it, to extend the said shroud or stay, which is called setting it up.
SENDING, the act of pitching precipitately into the hollow or interval, between two waves.
SENNIT, garcettes, (from seven and knit) a sort of flat braided cordage, formed by platting five or seven rope-yarns together.
SERVING, fourrer, winding any thing round a rope, to prevent it from being rubbed. The materials used for this purpose, and which are accordingly called service, fourrure, are generally small lines, leather, plat canvas, &c.
SETTEE, scitie, a ship of two masts, equipped with triangular sails, commonly called lateen sails. These vessels are peculiar to the Mediterranean sea, and are generally navigated by Italians, Greeks, or Mahometans.
SETTING, the act of observing the situation of any distant object by the compass, in order to discover the angle which it makes with the nearest meridian; as, at seven in the evening, we set the Tower of Arabia near the port of Alexandria, and it bore S. S. E. distant four leagues by estimation. See Bearing.
Setting also denotes the direction of the wind, current, or sea, but particularly the two latter: as, the tide which sets to the south, is opposed to a swelling sea setting to the north-west.
Setting, when applied to the sails, is the loosening and expanding them, so as to move a ship along the water, after she had been for some time at rest; or to accelerate her velocity when she is already moving, and perhaps give a new direction to her motion. It is used in contradistinction to taking-in the sails, as loosing or heaving-out is opposed to furling or stowing them.
Setting-up, the act of extending the shrouds, stays, and back-stays, to secure the masts, by the application of mechanical powers, as tackles, &c. See Dead-eye, Laniard, &c.
SETTLED, lowered in the water; as, we have settled the land, or sunk it lower, by sailing farther out to seaward. This phrase is usually opposed to raising; the former being occasioned by departing from the object understood, and the latter by approaching it: however, the sense is more commonly expressed laying.
SEWED, the situation of a ship which rests upon the ground till the depth of water sufficient to float her is diminished by the reflux of the tide. Thus if a ship runs aground on the tide of ebb, and it be required to know if she has sewed, the water-line or mark on her side, stem, or stern-post, where the surface of the water reaches when she is afloat, is examined, and this mark being found above the water, she is said to be sewed by as much as is the difference.
SHAKES, ébaroui, a name given by shipwrights to the cracks or rents in a plank, occasioned by the sun or weather.
SHANK, the beam or shaft of an anchor. See that article.
Shank-Painter, a short rope and chain which hangs the shank and flukes of the anchor up to the ship’s side, as the stopper fastens the ring and stock to the cathead.
To SHAPE the course, commander à la route, to direct or appoint the track of a ship, in order to prosecute a voyage.
SHARP. See Bottom.
SHEATHING, doublage, a sort of casing or covering laid on the outside of a ship’s bottom, to protect the planks from the pernicious effects of the worms: particularly in hot climates, as between the tropics.
Sheathing either consists of a number of boards or deals of fir, or of sheets of lead or copper; which last is a very late invention, having been only experienced on a few of his Majesty’s frigates: it seems, however, to answer the purpose much better than the fir-planks. When the sheathing is performed with boards, there is a quantity of hair and tar inserted between the outside of the bottom and the inner surface of the boards.
SHEAVE, rouet, (schijf, Dutch) a solid cylindrical wheel, fixed in a channel, and moveable about an axis, as being used to raise or increase the mechanical powers applied to remove any body.
The sheaves are either fixed in blocks, or in channels cut through the masts, caps, cat-heads, or sides of a ship. See those articles.
SHEEP-SHANK: a sort of knot or hitch cast on a rope, to shorten it as occasion requires: particularly to increase the sweep or length of a tackle by contracting its runner. By this contrivance the body to which the tackle is applied may be hoisted much higher, or removed much farther, in a shorter time.
Thus if any weighty body is to be hoisted into a ship, and it be found that the blocks of the tackle meet before the object can reach the top of the side, it will be necessary to lower it again, or hang it by some other method, till the runner of the tackle is sheep-shanked, by which the blocks will again be separated to a competent distance.
SHEER, relevement, the longitudinal curve of a ship’s deck or sides.
SHEERING, in navigation, the act of deviating or straying from the line of the course, either to the right or left, so as to form a crooked and irregular path through the water. It is commonly occasioned by the ship’s being difficult to steer, but very often from the negligence or incapacity of the helmsman. Hence, to sheer off is to remove at a greater distance.
SHEERS, machine à mater, an engine used to hoist-in or displace the lower masts of a ship. See the article Mast.
The sheers employed for this purpose in the royal navy are described under the article hulk. In merchant-ships this machine is composed of two masts or props, erected in the same vessel wherein the mast is to be planted, or from whence it is to be removed. The lower ends of these props rest on the opposite sides of the deck, and their upper parts are fastened across, so as that a tackle, which depends from the intersection, may be almost perpendicularly above the station of the mast, to which the mechanical powers are applied. These sort of sheers are secured by stays, which extend forward and aft to the opposite extremities of the vessel.
SHEET, écoute, a rope fastened to one or both the lower corners of a sail, to extend and retain it in a particular station. See Clue and Sail.
When a ship sails with a lateral wind, the lower corner of the main and fore sail are fastened by a tack and a sheet; the former being to windward and the latter to leeward: the tack, however, is entirely disused with a stern-wind; whereas the sail is never spread without the assistance of one or both of the sheets.
The stay-sails and studding-sails have only one tack and one sheet each: the stay-sail-tacks are always fastened forward, and the sheet drawn aft; but the studding-sail-tack draws the outer clue of the sail to the extremity of the boom; whereas the sheet is employed, to extend the inmost.
To haul home the Sheet. See Home.
Sheet-anchor. See the article Anchor.
SHELL, in artillery. See Mortar and Range.
Shell of a block, the outer frame or case, wherein the sheave or wheel is contained, and traverses about its axis. See Block.
SHELVES, écueils, (schylf, Sax.) a general name given to any dangerous shallows, sand-banks, or rocks lying immediately under the surface of the water, so as to intercept any ship in her passage, and expose her to destruction.
SHIFTED, desarrimée, the state of a ship’s ballast or cargo when it is shaken from one side to the other, either by the violence of her rolling in a turbulent sea, or by an extraordinary inclination to one side when under a great pressure of sail. This circumstance, however, rarely happens, unless to those cargoes which are stowed in bulk, as corn, salt, or such materials. See Laden and Trim.
Shifted, sauté, when expressed of the wind, implies altered.
SHIFTER, detrempeur, a person appointed to assist the ship’s cook, particularly in washing, steeping, and shifting the salt provisions.
SHIFTING a tackle, the act of removing the blocks of a tackle to a greater distance from each other, on the object to which they are applied, in order to give a greater scope or extent to their purchase. This operation is otherwise called fleeting. See that article.
Shifting the helm, rencontrer, is the alteration of its position, by pushing it towards the opposite side of the ship. See Helm.
Shifting the voyal, depasser, changing its position on the capstern from the right to the left, and vice versa.
SHIP, vaisseau, (scip, Sax.) a general name given by seamen to the first rank of vessels which are navigated on the ocean.
Amongst people who are unacquainted with marine distinctions, this term is of very vague and indiscriminate acceptation: and indeed sailors themselves, submitting occasionally to the influence of custom, receive it according to this general idea. In the sea-language, however, it is more particularly applied to a vessel furnished with three masts, each of which is composed of a lower mast, top-mast, and top-gallant-mast, with the usual machinery thereto belonging.
The design of this work being professedly to treat of the construction, mechanism, furniture, movements, and military operations of a ship, we may properly consider the present article as a general recapitulation of the whole subject.
The plans, elevations, and sections used in the construction of a ship; the principal pieces of which she is composed, and the qualities requisite to answer the several purposes of navigation, are described, or referred to, in Naval Architecture: and the application of this theory to practice is treated in the article Ship-BUILDING.
The machinery and furniture with which she is equipped are variously diffused throughout this work, and naturally spring from one another, like a multitude of branches from one general trunk. See Mast, Sail, Yard, Rigging, Anchor, &c.
The qualities by which she is enabled to encounter a tempestuous sea are treated in the article Ballast and Trim; and her several movements therein are explained under Navigation, Drift, Sailing, Tacking, Leeway, Pitching, and Rolling.
Considered as a moveable fortress or citadel, her military operations are copiously described in Cannon, Cannonade, Engagement, Line, and Range; and as her efforts are occasionally like those of a mine, or bombardment, the reader is also referred to the articles Fire-ship and Mortar.
The vessels which are usually comprehended under the general name of ship, besides those of the line of battle, are galleons, frigates, hag-boats, cats, barks, pinks, and fly-boats; all of which are defined in their proper places, except the hag-boat, that only differs from a frigate-built ship in the figure of the stern, which has a great resemblance to that of the cat, as being in a middle degree between the former and the latter. See also the article Quarter.
Ships of war are properly equipped with artillery, ammunition, and all the necessary martial weapons and instruments for attack or defence. They are distinguished from each other by their several ranks or classes. See Rate.
Ship of the line is usually applied to all men of war mounting sixty guns and upwards. Of late, however, our fifty-gun ships have been formed sufficiently strong to carry the same metal as those of sixty, and accordingly may fall into the line in cases of necessity. See Line.
The ships of seventy-four cannon, and thereabouts, are generally esteemed the most useful in the line of battle, and indeed in almost every other purpose of war. It has therefore been judged conformable to our design, to represent different views and sections of a ship of this class. Thus plate [IV]. exhibits the head, together with the bow or fore part. Plate [VII]. shews a transverse section through the broadest part, with the profile of her upper and lower deck batteries. Plate [III]. contains an horizontal section at the lower deck, together with the plan of the battery planted on one side thereof, and all the pieces by which the deck is supported on the other. The quarter, and all the after part of the ship, is exhibited in plate [VIII]. and the elevation of the stern in plate [X]. all of which are on the same scale, viz. one fourth of an inch to a foot, except the deck, which is one eighth of an inch to a foot.
We have also, on a smaller scale, expressed an elevation or side-view of a sixty-gun ship, in plate [I]. with the head thereof in plate [IV]. fig. 11. and the stern in plate [X]. fig. 2. both of which are viewed upon a line on the continuation of the keel.
Armed Ship. See Armed Ship.
Hospital-Ship, a vessel fitted up to attend on a fleet of men of war, and receive their sick or wounded; for which purpose her decks should be high, and her ports sufficiently large. Her cables ought also to run upon the upper deck, to the end that the beds or cradles may be more commodiously placed between decks, and admit a free passage of the air, to disperse that which is offensive or corrupted.
Leeward Ship. See Leeward.
Merchant-Ship, a vessel employed in commerce, to carry commodities of various sorts from one port to another.
The largest merchant-ships are those employed by the different European companies of merchants who trade to the East Indies. They are in general somewhat larger than our forty-gun ships: they are mounted with twenty cannon on their upper deck, which are nine pounders, and six on their quarter-deck, which are six pounders. Plate [IX]. fig. 5. represents a view of one of these vessels on the larboard bow, where a is the ensign-staff, A the mizen-mast, B the main-mast, C the fore-mast, K the poop, L L an awning of wood extending across the after part of the quarter-deck, M poop-ladder, N O steps of the gangway, P head of the capstern on the quarter-deck, Q R the skeeds on the gangway, r the belfry on the forecastle, s the timber-heads, y the cut-water, with a lion-head fixed upon it. The other parts of this ship represented in the figure are referred to from the explanations of the head, plate [IV]. and the quarter in plate [VIII].
Fig. 6. plate [IX]. exhibits a quarter view of a foreign-built East-Indiaman, with a square tuck, or perpendicular counter, and having three poop-lanthorns fixed on her taffarel.
Private Ship of war. See Privateer.
Store-Ship, a vessel employed to carry artillery or naval stores for the use of a fleet, fortress, or garrison.
Transport-Ship is generally used to conduct troops from one place to another.
Weatherly-Ship. See Weatherly Ship.
In the different kinds of ships, referred to above, and distinguished from each other by their size or figure, we have only considered those which are most common in European nations, where the marine art has received the greatest improvements. So far is apparently consistent with the views of utility. To give a circumstantial account of the various species of ships employed in different nations, besides being an almost endless task, would be of little service, except to gratify an useless curiosity. See Vessel.
To Ship, is either used actively, as, to embark any person, or put any thing aboard-ship; or passively, to receive any thing into a ship; as, we shipped a heavy sea at three o’clock in the morning.
To Ship, also implies to fix any thing in its place; as, to ship the oars, i. e. to fix them in their row-locks. To ship the swivel-guns, is to fix them in their sockets, &c.
Ship-Shape, according to the fashion of a ship, or in the manner of an expert sailor; as, the mast is not rigged ship-shape; trim your sails ship-shape.
SHIPPING, a multitude of vessels. The harbour is crouded with shipping.
SHOAL, a term synonimous with shallow. See that article.
SHOE of the anchor, soulier, a small block of wood, convex on the back, and having a small hole, sufficient to contain the point of the anchor-fluke, on the fore side. It is used to prevent the anchor from tearing or wounding the planks on the ship’s bow, when ascending or descending; for which purpose the shoe slides up and down along the bow, between the fluke of the anchor and the planks, as being press’d close to the latter by the weight of the former.
To Shoe an anchor, brider, is to cover the flukes with a broad triangular piece of plank, whose area or superficies is much larger than that of the flukes. It is intended to give the anchor a stronger and surer hold of the bottom in very soft and oozy ground.
SHORE, a general name for the sea-coast of any country.
Shore is also a prop or large stanchion fixed under a ship’s sides or bottom, to support her when laid aground or on the stocks, &c.
Bold Shore, a coast which is steep and abrupt, so as to admit the closest approach of shipping without exposing them to the danger of being stranded.
To SHORTEN, expressed of a ship’s sails, is used in opposition to make. See that article, as also Sail.
SHOT, a missive weapon, discharged by the force of inflamed powder from a fire-arm in battle.
The shot used in the sea-service is of various kinds, as bullets, bar-shot, chain-shot, case-shot, and grape-shot; all of which are used in the royal navy. There is besides other shot, of a more pernicious kind, used by privateers, and other piratical rovers: such are langrage star-shot, fire-arrows, &c.
The first and most simple is the round-shot, which is a ball or globe of iron, whose weight is in proportion to the size of the cannon, or to the diameter of its bore.
The double-headed, or bar-shot, fig. 11. plate [VII]. are balls cut into two equal parts, and joined together by a kind of iron bar. In the French service the middle is sometimes filled with a composition, and the whole covered with linen dipped in brimstone; the cannon in firing also inflames the combustibles or composition of this ball, which sets fire to the sails of the vessel. One of the heads of this ball has an hole to receive a fuse, which, communicating with the charge of the cannon, sets fire to the bullet[[54]].
The chain-shot, fig. 12. consists of two balls chained together, being principally designed to destroy the masts and rigging, which they are better fitted to perform than the single bullets.
Grape-shot is a combination of balls, fig. 13. put into a thick canvas bag, and corded strongly together, so as to form a sort of cylinder, whose diameter is equal to that of the ball which is adapted to the cannon. This shot is represented by fig. 13. on a larger scale, at the bottom of the plate.
Case-shot, fig. 14. is formed by putting a great quantity of musket-bullets into a cylindrical tin-box called a canister. They are principally used by the French to scour the decks of the enemy.
| Diameter of Iron Shot used in the sea-service, according to their weight. | ||
|---|---|---|
| Wt. | Diamet. | |
| lb. | Inch. | Parts. |
| 1½ | 2 | 20 |
| 3 | 2 | 77 |
| 4 | 3 | 5 |
| 6 | 3 | 49 |
| 9 | 4 | 00 |
| 12 | 4 | 40 |
| 18 | 5 | 4 |
| 24 | 5 | 50 |
| 32 | 6 | 60 |
| 42 | 6 | 68 |
Fire-arrows are described in the notes under the article Engagement, and Langrage under that word.
Star-shot consists of four pieces of iron, whose bases, when separate, form the quadrant of a circle; so that the whole being joined, forms a cylinder equal to the shot of the cannon. Each of those pieces is furnished with an iron bar, the extremity of which is attached to a sort of link, as keys are strung upon a ring. Being discharged from the gun, the four branches or arms extend every way from the link in the center. These also are chiefly intended to destroy the sails or rigging, but their flight and execution is very precarious at any tolerable distance.
SHROUDS, haubans, (scrud, Sax.) a range of large ropes extended from the mast-heads to the right and left side of the ship, to support the masts, and enable them to carry sail, &c.
The shrouds are always divided into pairs or couples: that is to say, one piece of rope is doubled, fig. 7. plate [IX]. and the two parts fastened together at a small distance from the middle a, so as to leave a sort of noose or collars a b to fix upon the mast-head. This collar being fixed in its place, viz. close down upon the tressel-trees k fig. 2. plate [VI]. a pair of shrouds depend from it, whose lower ends ought to reach down to the deck. The lower ends of these shrouds are set up or extended to the channel I. fig. 2. plate [VI]. on the outside of the ship, by the application of mechanical powers, as explained in the articles dead-eye and laniard.
The shrouds as well as the sails are denominated from the masts to which they belong. Thus they are the main, fore, and mizen shrouds, the main top-mast, fore top-mast, or mizen top-mast shrouds, and the main top-gallant, fore top-gallant, or mizen top-gallant shrouds.
The number of shrouds by which a mast is sustained, as well as the size of rope of which they are formed, is always in proportion to the size of the mast, and the weight of sail it is intended to carry.
The two foremost shrouds on the starboard and larboard side of the ship are always fitted first upon the mast-head; and then the second on the starboard and the second on the larboard, and so on till the whole number is fixed. The intention of this arrangement is to brace the yards with greater facility when the sails are close-hauled, which could not be performed without great difficulty if the foremost shrouds were last fitted on the mast-head, because the angle which they would make with the mast would then be greatly increased. See also Swifter.
The topmast-shrouds are extended from the topmast-heads to the edges of the tops, as expressed by fig. 3, pl. VI. and fig. 1. pl. IX. The lower dead-eye q, employed for this purpose, is fitted with an iron band, called the foot-hook plate, which passes thro’ a hole in the edge of the top, and communicates with a rope called the foot-hook shroud, whose lower end is attached to the shrouds of the lower mast, in the station l. The upper ends of the foot-hook shrouds are furnished with an iron hook n, which enters a hole in the lower end of the foot-hook plate, so that when the top-mast shrouds are extended to secure the mast, the foot-hook shrouds necessarily acquire an equal tension by means of the foot-hook plate, which, passing through the top, transmits the effort of the mechanical powers, to the foot-hook shrouds below.
The shrouds of the top-gallant masts are extended to the cross-trees, as represented by m, fig. 1. plate [IX]. See also fig. 5. plate [VI].
SIDE, coté, a name given to the flanks of a ship, or in general to all that part which is presented to the view between the stem and stern, in a direction nearly perpendicular to the horizon.
The figure of the side is formed by that of the timbers upon which it is constructed. It is covered with planks, extending from one end of the ship to the other; it is also reinforced in different places by beams, clamps, knees, riders, and standards. See those articles.
The side is terminated above by the gunnel, and below by the lower edge of the main wale, which separates it from the bottom: it is inclosed by the stern abaft, and by the bow forward.
SIGNALS, (signal, Fr.) certain alarms or notices used to communicate intelligence to a distant object at sea.
Signals are made by firing artillery, and displaying colours, lanthorns, or fire-works: and these are combined by multiplication and repetition. Thus, like the words of a language, they become arbitrary expressions, to which we have previously annexed particular ideas: and hence they are the general sources of intelligence throughout a naval armament, &c. See Admiral and Engagement.
Signals ought to be distinct, with simplicity. They are simple, when every instruction is expressed by a particular token, in order to avoid any mistakes arising from the double purport of one signal. They are distinct, when issued without precipitation; when sufficient time is allowed to observe and obey them; and when they are exposed in a conspicuous place, so as to be readily perceived at a distance.
All signals may be reduced into three different kinds, viz. Those which are made by the sound of particular instruments, as the trumpet, horn, or fife; to which may be added, striking the bell, or beating the drum. Those which are made by displaying pendants, ensigns, and flags of different colours; or by lowering or altering the position of the sails: And, finally, those which are executed by rockets of different kinds; by firing cannon, or small arms; by artificial fire-works; and by lanthorns.
Firing of great guns will serve equally in the day or night, or in a fog; to make or confirm signals; or to raise the attention of the hearers to a future order. This method, however, is attended with some inconveniencies, and should not be used indiscriminately. Too great a repetition of the cannon is apt to introduce mistakes and confusion, as well as to discover the tract of the squadron. The report and flight of the rockets is liable to the same objection, when at a short distance from the enemy.
It is then, by the combination of signals, previously known, that the admiral conveys orders to his fleet; every squadron, every division, and every ship of which has its particular signal. The instruction may therefore occasionally be given to the whole fleet, or to any of its squadrons; to any division of those squadrons, or to any ship of those divisions.
Hence the signal of command may at the same time be displayed for three divisions, and for three ships of each division; or for three ships in each squadron, and for only nine ships in the whole fleet. For, the general signal of the fleet being shewn, if a particular pendant be also thrown out from some remarkable place on the same mast with the general signal, it will communicate intelligence to nine ships that wear the same pendant.
The preparatory signal given by the admiral to the whole, or any part of his fleet, is immediately answered by those to whom it is directed; by shewing the same signal, to testify that they are ready to put his orders in execution. Having observed their answer, he will shew the signal which is to direct their operations: as,
To chace, to form the line, to begin the engagement, to board, to double upon the enemy, to rally or return to action, to discontinue the fight, to retreat and save themselves. The dexterity of working the ships in a fleet depends on the precise moment of executing these orders; and on the general harmony of their movements: a circumstance which evinces the utility of a signal of preparation.
As the extent of the line of battle, and the fire and smoke of the action, or other circumstances in navigation, will frequently prevent the admiral’s signals from being seen throughout the fleet, they are always repeated by the officers next in command; by ships appointed to repeat signals; and, finally, by the ship or ships for which they are intended.
The ships that repeat the signals, besides the chiefs of squadrons or divisions, are usually frigates lying to windward or to leeward of the line. They should be extremely vigilant to observe and repeat the signals, whether they are to transmit the orders of the commander in chief, or his seconds, to any part of the fleet; or to report the fortunate or distressful situation of any part thereof. By this means all the ships from the van to the rear will, unless disabled, be ready at a moment’s warning to put the admiral’s designs in execution.
To preserve order in the repetition of signals, and to favour their communication, without embarassment, from the commander in chief, to the ship for which they are calculated, the commanders of the squadrons repeat after the admiral; the chiefs of the divisions, according to their order in the line, after the commanders of the squadrons; and the particular ships after the chiefs of the divisions; and those, in return, after the particular ships, vice versa, when the object is to convey any intelligence from the latter to the admiral.
Besides the signals above mentioned, there are others for different ranks of officers; as for captains, lieutenants, masters, &c. or for any of those officers of a peculiar ship. See Division and Squadron.
SKEET, a sort of long scoop commonly used to wet the decks and sides of a ship in hot weather, in order to keep them cool, and to prevent them from splitting by the heat of the sun. This practice is accordingly performed in general every morning and evening before sun-rise and after sun-set.
This instrument, fig. 8. plate [IX]. is also employed in small vessels to wet the sails, to render them more steady and efficacious in light breezes.
SKIDS, or SKEEDS, are long compassing pieces of timber, formed so as to answer the vertical curve of a ship’s side. See Q, R, fig. 5. plate [IX]. They are notched below so as to fit closely upon the wales; and as they are intended to preserve the planks of the side, when any weighty body is hoisted or lowered, they extend from the main wale to the top of the side; and they are retained in this position by bolts or spike-nails.
SKIFF, esquife (scaffa, Lat.) a small boat resembling a yawl. See the article Boat.
SLAB-LINE, cargue à vue, a small cord passing up behind a ship’s mainsail or fore-sail, and being reeved through a block, fig. 1. plate [IX]. attached to the lower part of the yard, is thence transmitted in two branches to the foot of the sail, to which it is fastened. It is used to truss up the sail as occasion requires; but more particularly for the conveniency of the pilot or steersman, that they may look forward beneath it, as the ship advances.
SLACK-WATER, the interval between the flux and reflux of the tide; or between the last of the ebb and the first of the flood, during which the current is interrupted; and the water apparently remains in a state of rest.
SLATCH, is generally applied to the period of a transitory breeze of wind, or the length of its duration.
SLEEPERS, a name formerly given by shipwrights to the thick-stuff placed longitudinally in a ship’s hold, opposite to the several scarfs of the timbers. It is now properly applied to the knees, which connect the transoms to the after-timbers on the ship’s quarter.
SLINGS, elingue (slingan, Sax.) a rope whose ends are fixed in such a manner to its other part, as to encircle a cask, bale, or case, and suspend it whilst hoisting or lowering. Of these there are various sorts, according to the weight or figure of the object to which they are applied. Those which are most frequently used in lading and delivering ships are represented in fig. 9. plate [IX]. being nearly in the form of a pair of spectacles, the tackle being hooked to the middle part a, whilst b and c are fixed on the opposite quarters of the cask, &c.
SLIP, a place lying with a gradual descent on the banks of a river convenient for ship-building.
SLOOP, a small vessel furnished with one mast, the main-sail of which is attached to a gaff above, to the mast on its foremost edge, and to a long boom below; by which it is occasionally shifted to either quarter. See Vessel.
Sloop of War, a name given to the smallest vessels of war, except cutters. They are either rigged as ships or as snows. See Command, Horse, and Rate.
To SLUE, is to turn any cylindrical or conical piece of timber about its axis, without removing it. This term is generally expressed of the movement by which a mast or boom is turned about, in its cap or boom-iron.
SMACK, a small vessel commonly rigged as a sloop or hoy, used in the coasting or fishing trade; or as a tender in the King’s service.
SNATCH-BLOCK, galoche, a block having an opening in one of its sides, wherein to fix the bight of rope occasionally. See Block.
SNOTTER. See the article Sprit.
SNOW, senau, is generally the largest of all two-masted vessels employed by Europeans, and the most convenient for navigation.
The sails and rigging on the main-mast and fore-mast of a snow, are exactly similar to those on the same masts in a ship; only that there is a small mast behind the main-mast of the former, which carries a sail nearly resembling the mizen of a ship. The foot of this mast is fixed in a block of wood on the quarter-deck abaft the main-mast; and the head of it is attached to the afterpart of the main-top. The sail, which is called the try-sail, is extended from its mast towards the stern of the vessel.
When the sloops of war are rigged as snows, they are furnished with a horse, which answers the purpose of the trysail-mast, the fore part of the sail being attached by rings to the said horse, in different parts of its height.
SOLE, a name sometimes given to the lower side of a gun-port, which however is more properly called the port-sell.
SOUNDING, (sonder, Fr.) the operation of trying the depth of the water, and the quality of the ground, by means of a plummet, plomb de sonde, sunk from a ship to the bottom.
There are two plummets used for this purpose in navigation; one of which is called the hand-lead, weighing about 8 or 9 pound; and the other the deep-sea-lead, which weighs from 25 to 30 pound, and both are shaped like the frustrum of a cone or pyramid. The former is used in shallow waters, and the latter at a great distance from the shore; particularly on approaching the land, after a sea-voyage. Accordingly the lines employed for this purpose are called the deep-sea lead-line, and the hand lead-line.
The hand lead-line, which is usually 20 fathoms in length, is marked at every 2 or 3 fathoms; so that the depth of the water may be ascertained either in the day or night. At the depth of 2 and 3 fathoms, there are marks of black leather; at 5 fathom, there is a white rag; at 7, a red rag; at 10, black leather; at 13, black leather; at 15, a white rag; and at 17, a red ditto.
Sounding with the hand-lead, which is called heaving the lead by seamen, is generally performed by a man who stands in the main-chains to windward. Having the line all ready to run out, without interrupton, he holds it nearly at the distance of a fathom from the plummet, and having swung the latter backwards and forwards three or four times, in order to acquire the greater velocity, he swings it round his head, and thence, as far forward as is necessary; so that, by the lead’s sinking whilst the ship advances, the line may be almost perpendicular when it reaches the bottom. The person sounding then proclaims the depth of the water in a kind of song resembling the cries of hawkers in a city. Thus, if the mark of 5 fathoms is close to the surface of the water, he calls ‘By the mark five!’ and as there is no mark at 4, 6, 8, &c. he estimates those numbers, and calls, ‘By the dip four,’ &c. If he judges it to be a quarter, or an half more than any particular number, he calls, ‘And a quarter five! and a half four,’ &c. If he conceives the depth to be 3 quarters more than a particular number, he calls it a quarter less than the next: thus, at 4 fathom and ¾, he calls ‘A quarter less five!’ and so on.
The deep-sea-lead is marked with two knots at 20 fathom, 3 at 30, 4 at 40, and so on to the end. It is also marked with a single knot in the middle of each interval, as at 25, 35, 45 fathoms, &c. To use this lead more effectually at sea, or in deep water on the sea-coast, it is usual previously to bring-to the ship, in order to retard her course: the lead is then thrown as far as possible from the ship on the line of her drift, so that, as it sinks, the ship drives more perpendicularly over it. The pilot feeling the lead strike the bottom, readily discovers the depth of the water by the mark on the line nearest its surface. The bottom of the lead being also well rubbed over with tallow, retains the distinguishing marks of the bottom, as shells, ooze, gravel, &c. which naturally adheres to it.
The depth of the water, and the nature of the ground, which is called the soundings, are carefully marked in the log-book, as well to determine the distance of the place from the shore, as to correct the observations of former pilots. See Coasting and Navigation.
SPAN, pendour (spanna, Ital.) a small line or cord, the middle of which is usually attached to a stay, from whence the two ends branch outwards to the right and left, and having either a block or thimble attached to their extremities. The intention of the span is accordingly to confine some rope which passes through the corresponding block or thimble, as well to increase the effort of the said rope, as to prevent it from swinging at too great a distance from the centre of its action in stormy weather. Such are the spans occasionally used for the top-gallant braces, or the fore-top-gallant bowlines, &c.
Span-shackle. See the article Davit.
SPARE, rechange, an epithet applied to any part of a ship’s equipage, or furniture, that lies in reserve, to supply the place of such as may be lost, or rendered incapable of service. Hence we say, spare top-masts, spare sails, spare rigging, &c.
PUMP-SPEAR. See the article Pump.
SPELL, the period wherein a sailor, or gang of sailors, is employed in a particular exercise, from which they are relieved as soon as the limited time expires. Such are the spells, to the hand-lead in sounding; to the pump; to look out on the mast-head, &c. and to steer the ship; which last, however, is generally called the trick. See Steering.
Spell also implies the relief, or the return of duty to those services: Thus we say, spell the pump, spell the lead, &c.
To SPILL, to discharge the wind out of the cavity or belly of a sail when it is drawn up in the brails in order to furl or reef it. This is either performed by collecting the sail together, or by bracing its edge to the wind, so as to shiver or be laid aback.
SPILLING-LINES, certain ropes fixed occasionally to the main-sail and fore-sail of a ship, in tempestuous weather, for reefing or furling them more conveniently. They are passed through blocks above the yard, and thence leading down before the sail, come under its bottom, and return upwards behind it to the yard, where they are fastened; so that the sail, by their effort, is closely and immoveably confined to the yard.
SPINDLE, a sort of iron-pin tapering at the upper end to a point. It is used to stick into the upper end of the top-gallant-mast, so as to carry a vane, which, turning thereon horizontally, will show the direction of the wind. It is usually crowned with a globular or conical piece of wood called the acorn, which prevents the vane from being blown off. See Acorn.
Spindle is also the lower end or foot of the capstern, which is shod with iron, and becomes the pivot or axis upon which it turns in the saucer. See the article Capstern.
SPIRKETTING, that range of planks which lies between the water-ways and the lower edge of the gun-ports within the side of a ship of war.
To SPLICE, episser (splitser Dutch, plico Lat.) to join the two ends of a rope together, or to unite the end of a rope to any other part thereof.
There are several different methods of performing this operation, according to the services on which it is to be employed. Thus, there is the short-splice, the long-splice, the eye-splice, and the cunt-splice; all of which are calculated for different purposes.
The short-splice is made by untwisting the ends of two ropes, or the two ends of one rope, and, having placed each of the strands of one opposite to and in the interval between two strands of the other, to draw them close together; and then interweave the strands of one into the alternate strands of the other, by penetrating the latter with a fid or marline-spike, parallel to the axis or length of the rope. This splice is used on the cables, slings, block-strops, and in general all ropes which are not intended to run through blocks, or where the splice is not in danger of being loosened or separated.
The long-splice being fixed in three places, occupies a greater extent of the rope; but by the division of the joinings, the bulk is also divided into different parts of its length. Hence it is much neater and smoother than the short-splice, and better adapted to run through the channel of a block, &c. for which use it is generally calculated.
The eye-splice being intended to make a sort of eye or circle at the end of a rope, the strands are untwisted, and their extremities thrust through the three strands in that part of the said rope, whereon the splice is to be formed, and thence passing over the surface of the second strand, they are again thrust through the third, which compleats the operation.
The cunt-splice is constructed in the same manner as the eye-splice, being no other than the ends of two lines fastened together at a short distance from each other, the extremities of either being interwoven into the bight of the other, so that the line becomes double in the extent of the splice. This is chiefly used in lead-lines, log-lines, and fishing-lines, where the short-splice would be liable to separation, as being frequently loosened by the water.
SPLIT, the state of a sail which is rent asunder by the violence of a tempest, or by sustaining a greater effort on one part of its surface than the rest.
Split, when applied to a ship, is also the state of being stranded and bilged on a rock or shore.
SPOON-DRIFT, a sort of showery sprinkling of the sea-water, swept from the surface of the waves in a tempest, and flying according to the direction of the wind like a vapour.
SPOONING. By the explanation of this term in our dictionaries, it seems formerly to have signified that movement, in navigation, which is now called scudding. Be that as it may, there is at present no such phrase in our sea-language.
SPRAY, the sprinkling of the sea, which is driven from the top of a wave in stormy weather. It differs from spoon-drift, as being only blown occasionally from the broken surface of a high wave, whereas the latter continues to fly horizontally along the sea, without intermission, during the excess of a tempest or hurricane.
SPRING, a crack or breach running transversely or obliquely through any part of a mast or yard, so as to render it unsafe to carry the usual quantity of sail thereon.
Spring is also a rope passed out of one extremity of a ship and attached to a cable proceeding from the other, when she lies at anchor. It is usually performed to bring the ship’s broad-side, or battery of cannon, to bear upon some distant object; as another ship, or a fortress on the coast, &c. When a ship rides by anchors which are only carried out of one end, she will swing upon the surface of the water like a weather-cock, according to the direction of the wind; unless when the wind is opposed by a current. Now, if instead of being fastened at one end, she is attached by ropes, which, proceeding from her head and stern towards the same source, sustain an equal effort of the wind, it is evident that her side will be presented to the wind; and that, by slackening one of those ropes, and keeping fast the other, her side will lie more or less obliquely to the wind, so as to be opposed to any distant object to the right or left.
Thus, if a ship rides with her head northerly, and it is required to cannonade a fortress lying on the south or south-east: a hauser is run out of the stern, and being carried forward, without her side, is attached to the cable, at a competent distance ahead of the ship: the hauser is then tightened by the capstern or tackles, and the cable being slackened, the ship immediately turns her side towards the object intended to be battered.
Spring is likewise a rope reaching diagonally from the stern of a ship to the head of another which lies along-side or a-breast of her, at a short distance. This is generally performed to make one of the ships sheer off, to a greater distance from the other; or to make merchant-ships lie uniformly in the same tier. Springs of this sort are therefore occasionally applied from a ship, to a wharf or key, for the same purposes.
To Spring a leak. See the article Leak.
Springing the Luff. See Luff.
Spring-tide, the periodical excess of the elevation and depression of the Tide. See that article.
SPRIT, (spryttan, Sax. to branch out) a small boom or pole which crosses the sail of a boat diagonally, from the mast, to the upper hindmost corner of the sail, which it is used to extend and elevate: the lower end of the sprit rests in a sort of wreath or collar called the snotter, which encircles the mast in that place. These sort of sails are accordingly called sprit-sails.
SPRITSAIL, civadiere, a sail attached to a yard which hangs under the bowsprit, as represented in fig. 2. y, plate [IX]. It is furnished with a large hole in each of its lower corners, to evacuate the water with which the cavity, or belly of it is frequently filled, by the surge of the sea when the ship pitches.
Spritsail-topsail, perroquet de beaupré, a sail extended above the former, by a yard which hangs across the gib-boom. The lower corners of this sail are hauled home to the spritsail-yard-arms; after which the sail is drawn out towards the extremity of the boom, in light winds, as any other topsail-yard is hoisted upon its mast.
Formerly the spritsail-topsails were set on a mast, which was erected perpendicularly on the end of the bowsprit: but this method has of late been justly rejected as inconvenient and dangerous to the bowsprit, although serviceable in light breezes,
SPUNGE. See the article Cannon.
SPUN-YARN, bittord, a small line or cord formed of two or three rope-yarns twisted together by a winch. The yarns of which it is usually made at sea, are drawn out of the strands of old cables or other ropes, and are knotted together and tarred. It is employed for several purposes; particularly to fasten one rope to another, to seize block-strops to the shrouds, and to serve ropes which are liable to be chafed by rubbing one against another, &c.
SPURS of the beams. See the article Deck, and the explanation of the figure annexed thereto.
SQUADRON, escadre, (squadrone, Ital.) either implies a detachment of ships employed on any particular expedition, or the third part of a naval armament. See the articles Flag, Centre, Fleet, and Division.
SQUALL, raffale, a sudden and violent blast of wind, usually occasioned by the interruption and reverberation of the wind from high mountains. These are very frequent in the Mediterranean; particularly that part of it which is known by the name of the Levant, as produced by the repulsion, and new direction which the wind meets with in its passage between the various islands of the Archipelago.
SQUARE, a term peculiarly appropriated to the yards and their sails, implying that they hang at right angles with the mast or keel; or that they are of greater extent than usual.
Thus, when the yards are so balanced by their lifts, as to hang at right angles with the mast, they are said to be square by the lifts: when they hang perpendicular to the ship’s length, they are called square by the braces: but when they lie in a direction perpendicular to the plane of the keel, they are square by the lifts and braces; or, in other words, they hang directly across the ship, and parallel to the horizon.
The yards are said to be very square, when they are of extraordinary length; and the same epithet is then applied to their sails, which by consequence acquire an additional breadth.
Square-rigged, an epithet applied to a ship whose yards are very long. It is also used in contradistinction to all vessels whose sails are extended by stays or lateen-yards; or by booms and gaffs; the usual situation of which is nearly in the plane of the keel; and hence
Square-sail, treou, is a sail extended to a yard, which hangs parallel to the horizon, as distinguished from the other sails which are extended by booms and stays, placed obliquely. This sail is only used in fair winds, or to scud under in a tempest. In the former case, it is furnished with a large additional part called the bonnet, which is then attached to its bottom, and removed when it is necessary to scud. See that article.
STAFF, baton, a light pole erected in different parts of a ship, whereon to hoist and display the colours.
The principal of these is reared immediately over the stern, to display the ensign; another is fixed on the bowsprit, to extend the jack; three more are erected at the three mast-heads, or formed by their upper ends, to show the flag or pendant of the respective squadron or division to which the ship is appropriated. See Ensign, Mast, Jack, and Pendant.
STANCHION, a sort of small pillar of wood or iron used for various purposes in a ship; as to support the decks, the quarter-rails, the nettings, the awnings, &c.
The first of these are two ranges of small columns, fixed under the beams, throughout the ship’s length between-decks; one range being on the starboard, and the other on the larboard side of the hatchways. They are chiefly intended to support the weight of the artillery.
Stanchions of the nettings, are either slender bars of iron, whose lower ends are fixed in iron sockets at proper distances; or square wooden pillars let into the upper part of the ship’s side. See Quarter-netting.
STANDARD, courbe, in ship-building, is no other than an inverted knee, which is placed above the deck instead of beneath it, and having its vertical branch pointed upwards from that which lies horizontally. The figure and position of one of these standards is expressed by the curve line f, which is dotted through the gun-carriage in the Midship-frame, plate [VII]. Such also are the standards of the bits and channels.
Royal Standard, etendard royale, a flag in which the imperial ensigns of Great Britain, and the arms of France and Ireland, together with the armorial bearings of Hanover, are united and quartered. It is never hoisted unless when the sovereign is personally aboard; at which time it is displayed at the main-top-mast-head.
STANDING, in navigation, the movement by which a ship advances towards a certain object, or departs from it: as the enemy stands in-shore: the English fleet are standing off: at day-break we discovered three sail standing to the northward, &c.
STARBOARD, tribord, the right side of the ship when the eye of the spectator is directed forward. See Larboard.
STAY, (etai, Fr.) a large strong rope employed to support the mast on the fore part, by extending from its upper end towards the fore part of the ship, as the shrouds are extended to the right and left, and behind it. See Mast, Rigging, and Shroud.
The stay of the fore-mast a, fig. 10. plate [IX]. which is called the fore-stay, reaches from the mast-head towards the bowsprit-end: the main-stay b, extends over the fore-castle to the ship’s stem; and the mizen-stay c, is stretched down to that part of the main-mast which lies immediately above the quarter-deck: the fore-top-mast-stay d, comes also to the end of the bowsprit, a little beyond the fore-stay: the main-top-mast-stay e, is attached to the head or hounds of the fore-mast; and the mizen-top-mast-stay comes also to the hounds of the main-mast: the fore-top-gallant-stay comes to the outer end of the jib-boom; and the main-top-gallant-stay is extended to the head of the fore-top-mast.
Stay-sail, a sort of triangular sail extended upon a stay. See Sail.
STEDDY, the command given by the pilot, &c. to the helmsman, in a fair wind, to steer the ship according to the line, on which she advances at that instant, without deviating to the right or left. The helmsman accordingly answers, steddy; to shew his attention and obedience to the pilot’s order.
STEERAGE, an apartment without the great cabin of a ship, from which it is separated by a thin partition. In large ships of war it is used as a hall through which it is necessary to pass to, arrive at, or depart from the great cabin. In merchant-ships it is generally the habitation of the inferior officers and ship’s crew. See also Birth.
Steerage is also used to express the effort of the helm; and hence
Steerage-way, is that degree of progressive motion communicated to a ship, by which she becomes susceptible of the effects of the helm to govern her course. See Helm and Sailing.
STEERING, gouverner (steoran, Sax.) may be defined the art of directing the ship’s way by the movements of the helm; or of applying its efforts to regulate her course when she advances.
The perfection of steering consists in a vigilant attention to the motion of the ship’s head, so as to check every deviation from the line of her course in the first instant of its motion; and in applying as little of the power of the helm as possible. By this she will run more uniformly in a streight path, as declining less to the right and left: whereas, if a greater effort of the helm is employed, it will produce a greater declination from the course, and not only increase the difficulty of steering, but also make a crooked and irregular tract through the water. See Helm.
The helmsman should diligently watch the movements of the head by the land, clouds, moon, or stars; because although the course is in general regulated by the compass, yet the vibrations of the needle are not so quickly perceived, as the sallies of the ship’s head to the right or left, which, if not immediately restrained, will acquire additional velocity in every instant of their motion, and demand a more powerful impulse of the helm to reduce them; the application of which, will operate to turn her head as far on the contrary side of her course.
The phrases used in steering a ship vary according to the relation of the wind to her course. Thus, if the wind is fair, or large, the phrases used by the pilot, or officer, who superintends the steerage, are port, starboard, and steddy. The first is intended to direct the ship’s course farther to the right; the second is to guide her farther to the left; and the last, as explained under that word, is designed to keep her exactly in the line, whereon she advances, according to the course prescribed. The excess of the first and second movement is called hard-a-port, and hard-a-starboard; the former of which gives her the greatest possible inclination to the right, and the latter an equal tendency to the left.
If, on the contrary, the wind is foul or scant, the phrases are luff, thus, and no nearer; the first of which is the order to keep her close to the wind; the second, to retain her in her present situation; and the third, to keep her sails full. The effects of these movements are farther explained under the several terms; but more particularly under the article Full and By.
In a ship of war, the exercise of steering the ship is usually divided amongst a number of the most expert sailors, who attend the helm in their turns; and are accordingly called timoneers, from the French term timonier, which signifies helmsman. The steerage is constantly supervised by the quarter-masters, who also attend the helm by rotation. In merchant-ships every seaman takes his turn in this service, being directed therein by the mate of the watch, or some other officer.
As the safety of a ship, and all contained therein, depend, in a great measure, on the steerage or effects of the helm, the apparatus by which it is managed should often be diligently examined by the proper officers. Indeed, a negligence in this important duty appears almost unpardonable, when the fatal effects which may result from it are duly considered.
STEEVING, the elevation of a ship’s bowsprit above the stem, or the angle which it makes with the horizon.
STEM, etrave, (stammen, Swed.) a circular piece of timber, into which the two sides of a ship are united at the fore end: the lower end of it is scarfed to the keel, and the bowsprit rests upon its upper end.
The stem is formed of one or two pieces, according to the size of the vessel; and as it terminates the ship forward, the ends of the wales and planks of the sides and bottom are let into a groove or channel, in the middle of its surface, from the top to the bottom: which operation is called rabetting. See that article.
The out side of the stem is usually marked with a scale, or division of feet, according to its perpendicular height from the keel. The intention of this, is to ascertain the draught of water at the fore part, when the ship is in preparation for a sea-voyage, &c.
The stem at its lower end is of equal breadth and thickness with the keel, but it grows proportionally broader and thicker towards its upper extremity. See Naval Architecture and Ship-Building.
STEMSON, marsouin, an arching piece of timber fixed within the apron to reinforce the scarf thereof, in the same manner as the apron supports the scarf of the stem. In large ships it is usually formed of two pieces, as represented by I. in plate [I]. Pieces of the Hull.
STEP, carlingue, a block of wood fixed on the decks or bottom of a ship, and having a hole in its upper side fitted to receive the heel of a mast or capstern.
The steps of the main and fore-masts of every ship rest upon the kelson, as appears in fig. 2. and 3. plate [VI]. to which they are firmly secured by knees, bolts, or spike-nails. The step of the mizen-mast usually rests upon the lower deck. See also the article Capstern.
STERN, arcasse, (steor, Sax.) the posterior face of a ship; or that part which is presented to the view of a spectator, placed on the continuation of the keel behind, as exhibited in plate [X]. fig. 1, 2, and 3; and in plate [XI]. fig. 1.
The stern, as represented in plate [X]. is terminated above by the taffarel, and below by the counters: It is limited on the sides by the quarter-pieces; and the intermediate space comprehends the galleries and windows of the different cabins.
EXPLANATION of fig. 1. plate [X]. which exhibits the Stern of
a seventy-four gun-ship.
A, the keel, with a the false keel beneath it.
A B, the stern-post.
C, the rail which determines the height of the counters.
D D, the upper and lower quarter-galleries, with their balustrades and windows.
E, the quarter-pieces: and P F P, the taffarel.
K G K, the lower counter, with H H, its gun-ports.
G, the rail which separates the lower counter from the second or upper counter; which last is included between G and C.
K K, the wing-transom.
L L, the deck-transom.
M, N, O, first, second, and third transoms; with l, m, n, o, four intermediate transoms.
O M L K P, the direction of the fashion-piece, whose upper part is expressed by the dotted lines K P.
Q, the cove, a sort of arched canopy, serving as a roof to the stern-gallery.
R Q R, the screen bulk-head, or partition, containing the cabin windows.
R S S R, the balustrade of the stern gallery, with S S, the foot-pace-rail, which determines the height of its floor, or platform.
S C S, the ward-room windows.
T, the lower finishing of the quarter gallery.
To Face STERN Plate x.
Fig. 2. exhibits a stern view of a 60 gun-ship, with the curve of the frame-timbers on one side, and the disposition of all the planks of the bottom on the other side.
Fig. 3. represents a stern view of a French man of war of 70 guns.
Plate [XI]. fig. 1. is a stern for a first or second rate: accordingly it is furnished with a middle apartment between the ward-room and the captain’s cabin. This apartment is also furnished with galleries on the stern and quarter. The other parts of it are described in the explanation of fig. 1. in plate [X]. See also the article Quarter.
Stern-fast, a rope used to confine the stern of a ship or boat to any wharf or jetty-head, &c.
Sternmost, usually implies that part of a fleet of ships which is in the rear, or farthest astern, as opposed to head-most.
Stern-post, etambot, a long straight piece of timber erected on the extremity of the keel, to sustain the rudder, and terminate the ship behind.
This piece, which is expressed by B in the Pieces of the Hull, plate [I]. ought to be well secured and supported; because the ends of all the lower planks of the ship’s bottom are fixed in a channel, cut on its surface; and the whole weight of the rudder is sustained by it.
The dimensions of the stern-post, or the proportional breadth and thickness, in the different parts of its height, are geometrically delineated in the quarter and stern of a 74 gun-ship, plate [VIII]. and X. being expressed in both by A B. It is usually marked like the stem, with a scale of feet from the keel upwards, in order to ascertain the draught of water, at that part of the vessel.
The difficulty of procuring a stern-post of sufficient breadth in one piece, has introduced the practice of fixing an additional piece behind it, which is strongly bolted to the former. The hinges, which support the rudder, are accordingly fixed to this latter, which is also tenanted into the keel, and denominated the back of the post, being expressed by E in the pieces of the hull, referred to above. It is half the breadth of the stern-post, at the heel, but diminishes gradually towards the upper end, where it is one third narrower.
The stern-post is strongly attached to the keel by a knee, G, Pieces of the Hull, of which one branch extends along the keel, being scarfed and bolted to the dead-wood, and fore-locked under the keel; whilst the other branch inclines upwards, and corresponds with the inside, or fore part of the stern-post; to which it is also bolted in the same manner.
Stern-sheets, that part of a boat which is contained between the stern and the aftmost, or hindmost, seat of the rowers. It is generally furnished with benches, to accommodate the passengers. See the article Boat.
Stern-way, the movement by which a ship retreats, or falls backward, with her stern foremost.
STEWARD, maitre-valet, an officer in a ship of war, appointed by the purser, to distribute the different species of provisions to the officers and crew; for which purpose he is furnished with a mate, and proper assistants.
STIFF, the quality by which a ship is enabled to carry a sufficient quantity of sail, without hazard of oversetting. See the articles Ballast and Trim.
STINK-POT, pot à feu, an earthen jar, or shell, charged with powder, grenadoes, and other materials of an offensive and suffocating smell. It is frequently used by privateers, in the western ocean, in the attack of an enemy, whom he designs to board; for which purpose it is furnished with a lighted fuse, at the opening or touch-hole. See Boarding.
STIRRUPS. See the article Horse.
STOCKS, a frame erected on the shore of a river, or harbour, whereon to build shipping. It generally consists of a number of wooden blocks, ranged parallel to each other, at convenient distances, and with a gradual declivity towards the water. See Lanching.
STOPPERS, bosses, certain short pieces of rope, which are usually knotted at one, or both ends, according to the purpose for which they are calculated. They are either used to suspend any weighty body, or to retain a cable, shroud, &c. in a fixed position.
Thus, the anchors, when first hoisted up from the ground, are hung to the cat-head, by a stopper attached to the latter, which passing through the anchor-ring, is afterwards fastened to the timber-head, n, fig. 10. plate [IV]. and the same rope serves to fasten it on the bow at sea; or to suspend it by the ring when it is to be sunk from the ship to the bottom.
The stoppers of the cables have a large knot, and a laniard, at one end, and are fastened to a ring-bolt in the deck, by the other. They are attached to the cable, by the laniard, which is fastened securely round both by several turns passed behind the knot, or about the neck of the stopper; by which means the cable is restrained from running out of the ship, when she rides at anchor. See also Bits and Ring-rope.
The stoppers of the shrouds have a knot and a laniard at each end. They are only used when the shrouds are cut asunder in battle, or disabled by tempestuous weather; at which time they are lashed, in the same manner as those of the cables, to the separated parts of the shroud, which are thereby reunited, so as to be fit for immediate service. This, however, is only a temporary expedient, applied when there is not time or opportunity to refit them, by a more complete operation.
STORE-KEEPER, garde-magasin, an officer in the royal dock-yards, invested with the charge of the principal naval stores; as the sails, anchors, cordage, &c.
Store-room, soute, an apartment, or place of reserve, of which there are several in a ship, to contain the provisions, or stores of a ship, together with those of her officers, during a sea-voyage.
STOWAGE, arrimage, the general disposition of the several materials contained in a ship’s hold, with regard to their figure, magnitude, or solidity.
In the stowage of different articles, as ballast, casks, cases, bales, and boxes, there are several general rules to be observed, according to the circumstances or qualities of those materials. The casks, which contain any liquid, are, according to the sea phrase, to be bung-up and bilge-free, i. e. closely wedged up, in an horizontal position, and resting on their quarters: so that the bilges, where they are thickest, being entirely free all round, cannot rub against each other, by the motion of the vessel. Dry goods, or such as may be damaged by the water, are to be carefully inclosed in casks, bales, cases, or wrappers; and wedged off from the bottom and sides of the ship, as well as from the bows, masts, and pump-well. Due attention must likewise be had to their disposition, with regard to each other, and to the trim and centre of gravity of the ship; so that the heaviest may always be nearest the keel, and the lightest gradually above them. See Ballast, Trim, and Rolling.
STRAIT, etroite, a narrow channel, or arm of the sea, contained between two opposite shores; as the straits of Gibraltar; the straits of Sunda; the straits of Dover, &c.
STRAKES, or STREAKS, the uniform ranges of planks on the bottom and sides of a ship; or the continuation of planks joined to the end of each other, and reaching from the stem, which limits the vessel forward, to the stern-post, and fashion-pieces, which terminate her length abaft. The lowest of these, which is called the garboard-streak, is let into the keel below, and into the stem and stern-post. See those articles.
STRAND, touron, one of the twists, or divisions, of which a rope is composed. See the articles Rope and Cable.
Strand also implies the sea-beach: hence a ship is said to be stranded when she has run a-ground on the sea-shore.
STRETCHER, banquet, a sort of staff fixed athwart the bottom of a boat, for the rower to place his feet against, in order to communicate a greater effort to his oar.
STRETCHING, in navigation, is generally understood to imply the progression of a ship under a great surface of sail, when close-hauled. The difference between this phrase and standing, is apparently in the quantity of sail, which, in the latter, may be very moderate; but in stretching, generally signifies excess: as, we saw the enemy at day-break stretching to the southward, under a crowd of sail, &c.
To STRIKE, in navigation, to run ashore, or to beat upon the ground in passing over a bank or shallow.
To Strike also implies to lower or let down any thing; as an ensign, or topsail, in saluting; or, as the yards and topmasts in tempestuous weather. It is, however, more particularly used to express the lowering of the colours, in token of surrender, to a victorious enemy.
STRING in ship-building, the highest range of planks in a ship’s ceiling; or that which lies between the gunnel, and the upper edge of the upper deck-ports, as expressed by T in the Midship-Frame, plate [VII].
To STRIP the masts, defuner, is to unrig a ship, or deprive the masts of their machinery and furniture; an exercise which is otherwise called dismantling.
STROKE, a single sweep of the oars in rowing. Hence they say, Row a long stroke! longue rime! which is intended to push the vessel forward more steddily. See the article Oar; as also the French term Nager, and the phrases following it.
Plate xi.
Geometrical Elevation of the Stern of a 1st 2d Rate.
Strokesman, the person who rows the hindmost oar in a boat, and gives the stroke, which the rest are to follow; so that all the oars may operate together.
STROP, etrope, a piece of rope spliced into a circular wreath, and used to surround the body of a block; so that the latter may be hung to any particular station about the masts, yards, or rigging. Thus, fig. 37. and 38. in plate [II]. represent two block-strops of different sorts. See Block and Eye.
Strops are also used occasionally to fasten upon any large rope, for the purpose of hooking a tackle to the eye, or double part of the strop; in order to extend, or pull with redoubled effort, upon the said rope; as in setting-up the rigging, where one hook of the tackle is fixed in a strop applied to the particular shroud, and the other to its laniard. See the article Laniard.
STUDDING-SAILS, bonettes en etui, certain light sails extended, in moderate and steddy breezes, beyond the skirts of the principal sails, where they appear as wings upon the yard-arms.
The word may be traced from several derivations; as from scud, stead, or steddy. The small sails used by sloops, schooners, and tartanes, when scudding, are nearly of the same size and figure with the lower studding-sails; and the accidental application of the former, to the usual design of the latter, throws a probability on the derivation from scud; especially as being used in the small vessels of our ancestors, who were unacquainted with topmasts; and, of course, had no conception of topmast-studding-sails. An ingenious friend of the author, seems, with greater propriety, to derive it from steddy; because, when the wind is extremely feeble, the fluctuation of the sea, although almost imperceptible, is communicated to the ship, and thence to the principal sails; which, being shaken and slapped against the masts, will, by their weight, prevent, or at least considerably diminish, the operation of the wind. The studding-sails, on the contrary, being of a much lighter and thinner texture, more readily feel the effort of the breeze, and continue inflated, so as to push the ship forward, and give her head-way. By this circumstance, she becomes susceptible of the power of the helm, and is accordingly retained in a steddy course; and hence those sails may originally have been called steddying-sails, afterwards corrupted into studding-sails. The last conjecture, which seems equally favourable, is drawn from the Saxon word sted, to help or assist; in which sense, those sails may be considered as auxiliar, being set occasionally to help the others, or assist the ship’s course; and thence called steading, or stedding-sails. But the expression of steering sails, however adopted by many officers, is a most contemptible conceit, without either authority or reason to support it. The others are implicitly submitted to the reader’s decision.
The topmast studding-sails, or those which are set on the out side of the topsails, are spread below by a boom, which, sliding out from the extremities of the main and fore-yards, as explained in the article Saddle, pushes out their lower corners: and their upper edges, which are attached to a light pole, are hoisted up to the topsail-yard-arms. See also Boom-iron, in the article Iron-work.
The lower studding-sails, which are spread beyond the skirts or leech of the main-sail and fore-sail, are fixed nearly in the same manner; only that the boom, which extends their bottoms, is generally hooked to the chains by means of a goose-neck; or else swings off along with the sail, to which it is suspended; being kept steddy behind by a rope called the guy.
STUFF, courrée, any composition, or melted mass, used to smear or daub the masts, sides, or bottom of a ship. That which is chiefly used for the lower masts is simply turpentine, rosin, or varnish of pine: for the topmasts, tallow or butter: for the sides, turpentine, varnish of pine, tar and oil, or tar mixed with oil and red oker: and for the bottom, a mixture of tallow, sulphur, and rosin, or tar: whale-oil and broken glass; or any part of these ingredients: and this application is called giving a new coat of stuff to the masts, sides, &c.
SUPERCARGO, an officer charged with the accounts of the cargo, and all other commercial affairs in a merchant-ship.
SUPPLY, a fresh recruit of provisions or stores sent to a ship or fleet.
SURF, the swell of the sea which breaks upon the shore, or any rock lying near the surface of the sea.
SURGE, the same with a wave; which see.
SURVEY, an examination made by several naval officers into the state or condition of the provisions, or stores, belonging to a ship, or fleet of men of war.
SURVEYORS of the navy, two officers, who sit at the navy-board, being invested with the charge of building and repairing his Majesty’s ships, at the different dock-yards of the kingdom: for which purpose they are trained to the theory and practice of ship-building. It is also their office to know the state of the navy; to audit the accounts of all boatswains and carpenters serving therein; and to enquire into the condition of all naval stores, at home or abroad, in order to supply whatsoever may be deficient.
SWAB, fauber, (swabb, Swed.) a sort of mop formed of a large bunch of old rope-yarns, and used to clean the decks and cabins of a ship: hence the person, who uses it, is called the swabber.
SWEEPING, draguer, the act of dragging the bight, or loose part of a small rope, along the surface of the ground, in a harbour, or road, in order to hook and recover some anchor, wreck, or other material, sunk at the bottom. It is performed by fastening the two ends of this rope to the sides of two boats which are abreast of each other, at some distance. To the middle of the rope are suspended two cannon-shot, or something which weighs heavy, in order to sink it to the ground; so that, as the boats advance, by rowing ahead, the rope drags along the bottom, to hook any anchor, &c. for which they are searching.
SWELL, enflement, generally denotes an heavy and continued agitation of the waves, according to a particular direction: as there is a great swell setting into the bay. It is, however, more particularly applied to the fluctuating motion of the sea, which remains after the expiration of a storm: as also, to that which breaks on the sea-shore; or upon rocks, or shallows.
SWIFTER, a rope used to confine the bars of the capstern in their sockets, whilst the men are heaving it about; for which purpose it is passed through holes in the extremities of the bars, so as to strain them firmly together like the spokes of a wheel; which is accordingly called swifting. See the article Capstern.
Swifter is also a strong rope, sometimes used to encircle a boat longitudinally, as well as to strengthen and defend her sides, as to enable her the better to resist the impression of other boats which may run against her occasionally. It is usually fixed about a foot under the boat´s upper edge, or gunnel.
Swifters are likewise two shrouds fixed on the starboard and larboard side of the lower masts, above all the other shrouds, as an additional security to the masts. The hoisters are never confined, like the other shrouds, by Cat-harpings. See that article.
To SWING, to turn round the anchors, or moorings, at the change of the wind, or tide: it is usually expressed of a ship, either when she is moored by the head, or riding at a single anchor.