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diff --git a/40958.txt b/40958.txt deleted file mode 100644 index a6e3f9b..0000000 --- a/40958.txt +++ /dev/null @@ -1,11043 +0,0 @@ -The Project Gutenberg EBook of The Seaman's Friend, by Richard Henry Dana - -This eBook is for the use of anyone anywhere at no cost and with -almost no restrictions whatsoever. You may copy it, give it away or -re-use it under the terms of the Project Gutenberg License included -with this eBook or online at www.gutenberg.org - - -Title: The Seaman's Friend - Containing a treatise on practical seamanship, with plates, - a dictinary of sea terms, customs and usages of the merchant - service - -Author: Richard Henry Dana - -Release Date: October 6, 2012 [EBook #40958] - -Language: English - -Character set encoding: ASCII - -*** START OF THIS PROJECT GUTENBERG EBOOK THE SEAMAN'S FRIEND *** - - - - -Produced by The Online Distributed Proofreading Team at -http://www.pgdp.net (This file was produced from images -generously made available by The Internet Archive/American -Libraries.) - - - - - - -THE SEAMAN'S FRIEND; CONTAINING -A TREATISE ON PRACTICAL SEAMANSHIP, -WITH PLATES, A DICTIONARY OF SEA TERMS; -CUSTOMS AND USAGES OF THE MERCHANT SERVICE; -LAWS RELATING TO THE PRACTICAL DUTIES OF -MASTER AND MARINERS. - - -BY R. H. DANA, JR., -AUTHOR OF "TWO YEARS BEFORE THE MAST." - - -FIFTH EDITION. - - -BOSTON: -PUBLISHED BY THOMAS GROOM. -1847. - -Entered, according to Act of Congress, in the year 1841, -BY R. H. DANA, JR., -in the Clerk's Office of the District Court of Massachusetts. - -STEREOTYPED BY -GEO. A. & J. CURTIS, -NEW-ENGLAND TYPE AND STEREOTYPE FOUNDRY. - - - - -Transcriber's Note: Minor typographical errors have been corrected -without note. Irregularities and inconsistencies in the text have -been retained as printed. The cover of this book was created by the -transcriber and is hereby placed in the public domain. - - - - -To all sea-faring persons, and especially to those commencing the sea -life;--to owners and insurers of vessels;--to judges and practitioners -in maritime law;--and to all persons interested in acquainting -themselves with the laws, customs, and duties of Seamen;--this work is -respectfully dedicated by - -THE AUTHOR. - - - - -CONTENTS. - - -PART I. - -A PLAIN TREATISE ON PRACTICAL SEAMANSHIP. - -CHAP. I.--GENERAL RULES AND OBSERVATIONS, pages 13--18. - -Construction of vessels, 13. Tonnage and carriage of merchant -vessels, 14. Proportions of spars, 14. Placing the masts, 16. Size -of anchors and cables, 16. Lead-lines, 17. Log-line, 17. Ballast and -lading, 18. - -CHAP. II.--CUTTING AND FITTING STANDING RIGGING, 19--25. - -Cutting lower rigging, 19. Fitting lower rigging, 20. Cutting and -fitting topmast rigging, 21. Jib, topgallant and royal rigging, 21. -Ratling, 23. Standing rigging of the yards, 23. Breast-backstays, -25. - -CHAP. III.--FITTING AND REEVING RUNNING RIGGING, 26--29. - -To reeve a brace, 26. Fore, main, and cross-jack braces, 26. Fore -and main topsail braces, 26. Mizzen topsail braces, 27. Fore, main, -and mizzen topgallant and royal braces, 27. Halyards, 27. Spanker -brails, 28. Tacks, sheets, and clewlines, 28. Reef-tackles, -clew-garnets, buntlines, leechlines, bowlines, and slablines, 29. - -CHAP. IV.--TO RIG MASTS AND YARDS, 30--36. - -Taking in lower masts and bowsprit, 30. To rig a bowsprit, 31. To -get the tops over the mast-heads, 31. To send up a topmast, 31. To -get on a topmast cap, 32. To rig out a jib-boom, 32. To cross a -lower yard, 33. To cross a topsail yard, 33. To send up a topgallant -mast, 34. Long, short, and stump topgallant masts, 34. To rig out a -flying jib-boom, 34. To cross a topgallant yard, 35. To cross a -royal yard, 35. Skysail yards, 35. - -CHAP. V.--TO SEND DOWN MASTS AND YARDS, 36--38. - -To send down a royal yard, 36. To send down a topgallant yard, 37. -To send down a topgallant mast, 37. To house a topgallant mast, 37. -To send down a topmast, 37. To rig in a jib-boom, 38. - -CHAP. VI.--BENDING AND UNBENDING SAILS, 38--42. - -To bend a course, 38. To bend a topsail by the halyards, 39;--by the -buntlines, 40. To bend topgallant sails and royals, 40. To bend a -jib, 40. To bend a spanker, 41. To bend a spencer, 41. To unbend a -course, 41. To unbend a topsail, 41. To unbend a topgallant sail or -royal, 41. To unbend a jib, 41. To send down a topsail or course in -a gale of wind, 42. To bend a topsail in a gale of wind, 42. To bend -one topsail or course and send down the other at the same time, 42. - -CHAP. VII.--WORK UPON RIGGING. ROPE, KNOTS, SPLICES, BENDS, -HITCHES, 43--53. - -Yarns, strands, 43. Kinds of rope--cable-laid, hawser-laid, 43. -Spunyarn, 44. Worming, parcelling, and service, 44. Short splice, -44. Long splice, 45. Eye splice, 45. Flemish eye, 45. Artificial -eye, 46. Cut splice, 46. Grommet, 46. Single and double walls, 46. -Matthew Walker, 47. Single and double diamonds, 47. Spritsail sheet -knot, 47. Stopper knot, 47. Shroud and French shroud knots, 48. -Buoy-rope knot, 48. Turk's head, 48. Two half-hitches, clove hitch, -overhand knot, and figure-of-eight, 48. Standing and running -bowlines, and bowline upon a bight, 49. Square knot, 49. Timber -hitch, rolling hitch, and blackwall hitch, 49. Cat's paw, 50. Sheet -bend, fisherman's bend, carrick bend, and bowline bend, 50. -Sheep-shank, 50. Selvagee, 50. Marlinspike hitch, 50. To pass a -round seizing, 51. Throat seizing, 51. Stopping and nippering, 51. -Pointing, 51. Snaking and grafting, 52. Foxes, Spanish foxes, -sennit, French sennit, gaskets, 52. To bend a buoy-rope, 52. To pass -a shear-lashing, 52. - -CHAP. VIII.--BLOCKS AND PURCHASES, 53--55. - -Parts of a block, made and morticed blocks, 53. Bull's-eye, -dead-eye, sister-block, 53. Snatch-block, tail-blocks, 54. -Tackles--whip, gun-tackle, luff-tackle, luff-upon-luff, -runner-tackle, watch-tackle, tail-tackle, and burtons, 54. - -CHAP. IX.--MAKING AND TAKING IN SAIL, 55--67. - -To loose a sail, 55. To set a course, 55. To set a topsail, 56. To -set a topgallant sail or royal, 56. To set a skysail, 56. To set a -jib, flying jib, or fore topmast staysail, 56. To set a spanker, 57. -To set a spencer, 57. To take in a course, 57. To take in a topsail, -57. To take in a topgallant sail or royal, 58. To take in a skysail, -58. To take in a jib, 58. To take in a spanker, 58. To furl a royal, -59. To furl a topgallant sail, 60. To furl a topsail or course, 60. -To furl a jib, 60. To stow a jib in cloth, 61. To reef a topsail, -61. To reef a course, 62. To turn out reefs, 63. To set a topgallant -studdingsail, 63. To take in a topgallant studdingsail, 64. To set a -topmast studdingsail, 65. To take in a topmast studdingsail, 66. To -set a lower studdingsail, 66. To take in a lower studdingsail, 67. - -CHAP. X.--GENERAL PRINCIPLES OF WORKING A SHIP, 68--71. - -Action of the water upon the rudder; headway, sternway, 68. Action -of the wind upon the sails; head sails, after sails, 69. Centre of -gravity or rotation, 70. Turning a ship to or from the wind, 70. - -CHAP. XI.--TACKING, WEARING, BOXING, &C., 71--77. - -To tack a ship, 71. To tack without fore-reaching, 73. Tacking -against a heavy head sea, 73. Tacking by hauling off all, 73. To -trim the yards when close-hauled, 73. Missing stays, 74. Wearing, -74. To wear under courses, under a mainsail, under bare poles, 75. -Box-hauling, 75. Short-round, 76. Club-hauling, 76. Drifting in a -tide way, 76. Backing and filling in a tide-way, 77. Clubbing in a -tide-way, 77. - -CHAP. XII.--GALES OF WIND, LYING-TO, GETTING ABACK, BY THE LEE, -&C., 78--81. - -Lying-to, 78. Scudding, 79. To heave-to after scudding, 79. Taken -aback, 79. Chappelling, 80. Broaching-to, 80. Brought by the lee, -80. - -CHAP. XIII.--ACCIDENTS, 81--84. - -On beam-ends, 81. Losing a rudder, 82. A squall, 83. A man -overboard, 83. Collision, 84. - -CHAP. XIV.--HEAVING-TO BY COUNTER-BRACING, SPEAKING, SOUNDING, -HEAVING THE LOG, 84--87. - -Counter-bracing, 84. Speaking, 85. Sounding, 85. Heaving the log, -86. - -CHAP. XV.--COMING TO ANCHOR, 87--90. - -Getting ready for port, 87. Mooring, 88. A flying moor, 89. Clearing -hawse, 89. To anchor with a slip-rope, 89. To slip a cable, 90. -Coming-to at a slipped cable, 90. - -CHAP. XVI.--GETTING UNDER WAY, 91--95. - -Unmoor, 91. To get under way from a single anchor, 91. To cat and -fish an anchor, 92. To get under way with the wind blowing directly -out and riding head to it, 92. To get under way, riding head to the -wind, with a rock or shoal close astern, 93. To get under way riding -head to wind and tide, and to stand out close-hauled, 93. To get -under way wind-rode, with a weather tide, 94. To get under way -tide-rode, casting to windward, 94. To get under way tide-rode, -wearing round, 94. - -A DICTIONARY OF SEA TERMS, 96--130. - - - - -PART II. - -CUSTOMS AND USAGES OF THE MERCHANT SERVICE. - -CHAP. I.--THE MASTER, 131--138. - -Beginning of the voyage, 131. Shipping the crew, 132. Outfit, -provisions, 132. Watches, 133. Navigation, 134. Log-book, -observations, 134. Working ship, 135. Day's work, 136. Discipline, -137. - -CHAP. II.--THE CHIEF MATE, 138--146. - -Care of rigging and ship's furniture, 138. Day's work, 139. Working -ship, 139. Getting under way, 139. Coming to anchor, 140. Reefing -and furling, 140. Duties in port, account of cargo, stowage, 141. -Station, watch, and all-hands duties, 142. Log-book, navigation, -145. - -CHAP. III.--SECOND AND THIRD MATES, 146--153. - -Second Mate.--Navigation, 146. Station; watch duties, 147. Day's -work, 147, 149. Working ship, 148, 150. Reefing, furling, and duties -aloft, 148. Care of ship's furniture, 151. Stores, 151. Duties in -port, 152. Third Mate, 152, 153. - -CHAP. IV.--CARPENTER, COOK, STEWARD, &C., 153--158. - -Carpenter.--Working ship, 153. Seaman's work, helm, duty aloft, -station, 154. Work at his trade, 154. Berth and mess, 154. Standing -watch, 154. Sailmaker 155. Steward.--Duty in passenger-ships, 156. -In other vessels, 156. Relation to master and mate; duty aloft and -about decks; working ship, 156. Cook.--Berth, watch and all-hands -duty; care of galley; duty aloft, 157. Idlers, 157. - -CHAP V.--ABLE SEAMEN, 158--163. - -Grades, 158. Rating, 158. Requisites of an able seaman, 159. Hand, -reef, and steer, 159. Work upon rigging, 160. Sailmaking, 160. Day's -work, 160. Working ship; reefing; furling, 161. Watch duty, 162. -Coasters and small vessels, 162. - -CHAP. VI.--ORDINARY SEAMEN, 163--165. - -Requisites, 163. Hand, reef, and steer; loose, furl, and set sails; -reeve rigging, 163. Work upon rigging, 164. Watch duty, 164. - -CHAP. VII.--BOYS, 165--167. - -Requisites, wages, 165. Day's work; working ship; duties aloft and -about decks, 166. - -CHAP. VIII.--MISCELLANEOUS, 167--174. - -Watches, 167. Calling the watch, 168. Bells, 169. Helm, 170. -Answering, 171, (at helm, 170.) Discipline, 172. Stations, 173. -Food, sleep, &c., 173. - - - - -PART III. - -LAWS RELATING TO THE PRACTICAL DUTIES OF MASTER AND MARINERS. - -CHAP. I.--THE VESSEL, pages 175--179. - -Title, 175. Registry, enrolment and license, 175. Certificate of -registry or enrolment, 177. Passport, 177. Sea letter, list of crew, -bill of health, clearance, manifest, invoice, bill of lading, -charter-party, log-book, list of passengers and crew, list of -sea-stores, 178. Medicine-chest, 178. National character of crew, -178. Provisions, 178. Passengers, 179. - -CHAP. II.--MASTER'S RELATION TO VESSEL AND CARGO, 179--187. - -Revenue duties and obligations, 179. List of crew, 179. Certified -copy, 180. Certified copy of shipping articles, 180. Sea-letter, -passport, list of passengers, manifest, sea-stores, 180, 181. -Unloading, 180, 181. Post-office, 181. Forfeitures, 180, 181, 182. -Report, 182. Coasting license, 182. Power to sell and pledge, 182. -Keeping and delivering cargo, 185. Deviation, 185. Collision, 186. -Pilot, 187. Wages and advances, 187. - -CHAP. III.--MASTER'S RELATION TO PASSENGERS AND OFFICERS, 187, 188. - -Treatment of passengers, 187. Removal of officers, 188. - -CHAP. IV.--MASTER'S RELATION TO THE CREW, 189--195. - -Shipment, 189. Shipping articles, 189. Discharge, 190. Imprisonment, -191. Punishment, 192. Power of consuls as to punishment, 192, 193, -194. - -CHAP. V.--PASSENGERS, 195, 196. - -Provisions, 195. Treatment, 195. Passage-money, 196. Deportment, -196. Services, 196. - -CHAP. VI.--MATES AND SUBORDINATES, 197--201. - -Mates included in 'crew,' 197. Removal, 197. Succession, 198. -Log-book; wages; sickness, 198. Punishment, 199. Subordinates, 200. -Pilots, 200. - -CHAP. VII.--SEAMEN. SHIPPING CONTRACT, 201--203. - -Shipping contract, 201. Erasures and interlineations, 202. Unusual -stipulations, 202. Violation of contract, 202. - -CHAP. VIII.--SEAMEN--CONTINUED, 204--206. - -Rendering on board, 204. Refusal to proceed, 204. Desertion or -absence during the voyage, 205. Discharge, 206. - -CHAP. IX.--SEAMEN--CONTINUED, 207--210. - -Provisions, 207. Sickness, medicine-chest, 208. Hospital money, 209. -Relief in foreign ports, 209. Protection, 210. - -CHAP. X.--SEAMEN--CONTINUED, 210--214. - -Punishment, 210. Revolt and mutiny, 211. Embezzlement, 213. Piracy, -214. - -CHAP. XI.--SEAMEN'S WAGES, 214--220. - -Wages affected by desertion or absence, 214;--by misconduct, -216;--by imprisonment, 217;--by capture, 218;--by loss of vessel or -interruption of voyage, 218. Wages on an illegal voyage, 220. - -CHAP. XII.--SEAMEN--CONCLUDED, 220--223. - -Recovery of wages, 220. Remedies, 221. Time for commencing suits, -222. Interest on wages, 222. Salvage, 222. - - -[Illustration: Plate I.] - -PLATE I. - -THE SPARS AND RIGGING OF A SHIP. - -INDEX OF REFERENCES. - - 1 Head. - 2 Head-boards. - 3 Stem. - 4 Bows. - 5 Forecastle. - 6 Waist. - 7 Quarter-deck. - 8 Gangway. - 9 Counter. - 10 Stern. - 11 Tafferel. - 12 Fore chains. - 13 Main chains. - 14 Mizzen chains. - 15 Bowsprit. - 16 Jib-boom. - 17 Flying jib-boom. - 18 Spritsail yard. - 19 Martingale. - 20 Bowsprit cap. - 21 Foremast. - 22 Fore topmast. - 23 Fore topgallant mast. - 24 Fore royal mast. - 25 Fore skysail mast. - 26 Main mast. - 27 Main topmast. - 28 Main topgallant mast. - 29 Main royal mast. - 30 Main skysail mast. - 31 Mizzen mast. - 32 Mizzen topmast. - 33 Mizzen topgallant mast. - 34 Mizzen royal mast. - 35 Mizzen skysail mast. - 36 Fore spencer gaff. - 37 Main spencer gaff. - 38 Spanker gaff. - 39 Spanker boom. - 40 Fore top. - 41 Foremast cap. - 42 Fore topmast cross-trees. - 43 Main top. - 44 Mainmast cap. - 45 Main topmast cross-trees. - 46 Mizzen top. - 47 Mizzenmast cap. - 48 Mizzen topmast cross-trees. - 49 Fore yard. - 50 Fore topsail yard. - 51 Fore topgallant yard. - 52 Fore royal yard. - 53 Main yard. - 54 Main topsail yard. - 55 Main topgallant yard. - 56 Main royal yard. - 57 Cross-jack yard. - 58 Mizzen topsail yard. - 59 Mizzen topgallant yard. - 60 Mizzen royal yard. - 61 Fore truck. - 62 Main truck. - 63 Mizzen truck. - 64 Fore stay. - 65 Fore topmast stay. - 66 Jib stay. - 67 Fore topgallant stay. - 68 Flying-jib stay. - 69 Fore royal stay. - 70 Fore skysail stay. - 71 Jib guys. - 72 Flying-jib guys. - 73 Fore lifts. - 74 Fore braces. - 75 Fore topsail lifts. - 76 Fore topsail braces. - 77 Fore topgallant lifts. - 78 Fore topgallant braces. - 79 Fore royal lifts. - 80 Fore royal braces. - 81 Fore rigging. - 82 Fore topmast rigging. - 83 Fore topgallant shrouds. - 84 Fore topmast backstays. - 85 Fore topgallant backstays. - 86 Fore royal backstays. - 87 Main stay. - 88 Main topmast stay. - 89 Main topgallant stay. - 90 Main royal stay. - 91 Main lifts. - 92 Main braces. - 93 Main topsail lifts. - 94 Main topsail braces. - 95 Main topgallant lifts. - 96 Main topgallant braces. - 97 Main royal lifts. - 98 Main royal braces. - 99 Main rigging. - 100 Main topmast rigging. - 101 Main topgallant rigging. - 102 Main topmast backstays. - 103 Main topgallant backstays. - 104 Main royal backstays. - 105 Cross-jack lifts. - 106 Cross-jack braces. - 107 Mizzen topsail lifts. - 108 Mizzen topsail braces. - 109 Mizzen topgallant lifts. - 110 Mizzen topgal't braces. - 111 Mizzen royal lifts. - 112 Mizzen royal braces. - 113 Mizzen stay. - 114 Mizzen topmast stay. - 115 Mizzen topgallant stay. - 116 Mizzen royal stay. - 117 Mizzen skysail stay. - 118 Mizzen rigging. - 119 Mizzen topmast rigging. - 120 Mizzen topgal. shrouds. - 121 Mizzen topmast backstays. - 122 Mizzen topgal'nt backstays. - 123 Mizzen royal backstays. - 124 Fore spencer vangs. - 125 Main spencer vangs. - 126 Spanker vangs. - 127 Ensign halyards. - 128 Spanker peak halyards. - 129 Foot-rope to fore yard. - 130 Foot-rope to main yard. - 131 Foot-rope to cross-jack yard. - - -[Illustration: Plate II.] - -PLATE II. - -A SHIP'S SAILS. - -INDEX OF REFERENCES. - - 1 Fore topmast staysail. - 2 Jib. - 3 Flying jib. - 4 Fore spencer. - 5 Main spencer. - 6 Spanker. - 7 Foresail. - 8 Fore topsail. - 9 Fore topgallant sail. - 10 Fore royal. - 11 Fore skysail. - 12 Mainsail. - 13 Main topsail. - 14 Main topgallant sail. - 15 Main royal. - 16 Main skysail. - 17 Mizzen topsail. - 18 Mizzen topgallant sail. - 19 Mizzen royal. - 20 Mizzen skysail. - 21 Lower studdingsail. - 21a Lee ditto. - 22 Fore topmast studdingsail. - 22a Lee ditto. - 23 Fore topgallant studdingsail. - 23a Lee ditto. - 24 Fore royal studdingsail. - 24a Lee ditto. - 25 Main topmast studdingsail. - 25a Lee ditto. - 26 Main topgallant studdingsail. - 26a Lee ditto. - 27 Main royal studdingsail. - 27a Lee ditto. - - -[Illustration: Plate III.] - -PLATE III. - -THE FRAME OF A SHIP. - -INDEX OF REFERENCES. - -A. THE OUTSIDE. - - 1 Upper stem-piece. - 2 Lower stem-piece. - 3 Gripe. - 4 Forward keel-piece. - 5 Middle keel-piece. - 6 After keel-piece. - 7 False keel. - 8 Stern knee. - 9 Stern-post. - 10 Rudder. - 11 Bilge streaks. - 12 First streak under the wales. - 13 Apron. - 14 Lower apron. - 15 Fore frame. - 16 After frame. - 17 Wales. - 18 Waist. - 19 Plank-shear. - 20 Timber-heads. - 21 Stanchions. - 22 Rail. - 23 Knight-heads. - 24 Cathead. - 25 Fashion timbers. - 26 Transoms. - 27 Quarter pieces. - -B. THE INSIDE OF THE STERN. - - 1 Keelson. - 2 Pointers. - 3 Chock. - 4 Transoms. - 5 Half transoms. - 6 Main transom. - 7 Quarter timbers. - 8 Transom knees. - 9 Horn timbers. - 10 Counter-timber knee. - 11 Stern-post. - 12 Rudder-head. - 13 Counter timbers. - 14 Upper-deck clamp. - -C. THE INSIDE OF THE BOWS. - - 1 Keelson. - 2 Pointers. - 3 Step for the mast. - 4 Breast-hook. - 5 Lower-deck breast-hook. - 6 Forward beam. - 7 Upper-deck clamp. - 8 Knight-heads. - 9 Hawse timbers. - 10 Bow timbers. - 11 Apron of the stem. - -D. THE TIMBERS. - - 1 Keelson. - 2 Floor timbers. - 3 Naval timbers or ground futtocks. - 4 Lower futtocks. - 5 Middle futtocks. - 6 Upper futtocks. - 7 Top timbers. - 8 Half timbers, or half top-timbers. - - -PLATE IV. - -EXPLANATIONS. - -SHIP.--A ship is square-rigged throughout; that is, she has tops, and -carries square sails on all three of her masts. - -BARK.--A bark is square-rigged at her fore and main masts, and differs -from a ship in having no top, and carrying only fore-and-aft sails at -her mizzenmast. - -BRIG.--A full-rigged brig is square-rigged at both her masts. - -HERMAPHRODITE BRIG.--An hermaphrodite brig is square-rigged at her -foremast; but has no top, and only fore-and-aft sails at her main mast. - -TOPSAIL SCHOONER.--A topsail schooner has no tops at her foremast, and -is fore-and-aft rigged at her mainmast. She differs from an -hermaphrodite brig in that she is not properly square-rigged at her -foremast, having no top, and carrying a fore-and-aft foresail, in stead -of a square foresail and a spencer. - -FORE-AND-AFT SCHOONER.--A fore-and-aft schooner is fore-and-aft rigged -throughout, differing from a topsail schooner in that the latter -carries small square sails aloft at the fore. - -SLOOP.--A sloop has one mast, fore-and-aft rigged. - -HERMAPHRODITE BRIGS sometimes carry small square sails aloft at the -main; in which case they are called BRIGANTINES, and differ from a -FULL-RIGGED BRIG in that they have no top at the mainmast, and carry a -fore-and-aft mainsail instead of a square mainsail and trysail. Some -TOPSAIL SCHOONERS carry small square sails aloft at the main as well as -the fore; being in other respects fore-and-aft rigged. They are then -called MAIN TOPSAIL SCHOONERS. - - -[Illustration: Plate IV. - -Ship - -Bark - -Full-rigged Brig - -Hermaphrodite Brig - -Top-sail Schooner - -Fore & aft Schooner - -Sloop] - - - - -PART I. - - - - -CHAPTER I. - -GENERAL RULES AND OBSERVATIONS. - -Construction of vessels. Tonnage and carriage of merchant vessels. -Proportions of the spars. Placing the masts. Size of anchors and -cables. Lead-lines. Log-line. Ballast and lading. - - -CONSTRUCTION OF VESSELS.--As merchant vessels of the larger class are -now built in the United States, the extreme length of deck, from the -after part of the stern-post to the fore part of the stem, is from four -and a half to four and three fourths that of the beam, at its widest -part. The Damascus, of 700 tons' measurement, built at Boston in 1839, -and considered a fair specimen of our best freighting vessels, had 150 -feet from stem to stern-post, and 32 feet 6 inches extreme breadth. The -Rajah, of 530 tons, built at Boston in 1837, had 140 feet length, and -30 feet beam;--being each in length about four and six tenths their -beam. - -A great contrast to this proportion is exhibited in the most recent -statistics (1841) of vessels of the same tonnage in the English navy; -as the following table will show. - - Tons. Deck. Beam. Proportion. - {Dido 734 120 ft. 37 ft. 6 in. 3.20 - English {Pilot 492 105 33 6 3.13 - Navy. {Alert 358 95 30 4 3.16 - - American {Damascus 694 150 32 6 4.60 - Merchantmen. {Rajah 531 140 30 0 4.66 - -These may, perhaps, be considered the extremes of ship-building; and -between these there is every grade of difference. - -TONNAGE AND CARRIAGE OF MERCHANT VESSELS.--The amount a vessel will -carry in proportion to her tonnage, depends upon whether, and to what -extent, she is full or sharp built. A sharp-built vessel of 300 tons' -measurement, will carry just about her tonnage of measurement goods. A -sharp-built vessel of 200 tons or under would probably carry less than -her measurement; if over 400 tons, she would increase gradually to -fifty per cent. above her measurement. A sharp-built vessel of 600 -tons, is generally rated at 900 tons carriage. A full-built vessel of -300 tons, after the latest model of American freighting vessels, will -carry 525 tons, or seventy-five per cent. above her measurement; and -one of 500 tons would carry full double her measurement. - -The following table may give a pretty fair average. - - TONS OF MEASUREMENT GOODS. - - Tonnage. Full built. Sharp built. - 300 (.75) 525 (.00) 300 - 400 (.80) 725 (.40) 560 - 500 (1.00) 1000 (.50) 750 - 600 (1.33) 1400 (.50) 900 - -PROPORTIONS OF SPARS.--There is no particular rule for sparring -merchant vessels; some being light, and others heavy sparred; and some -having long topmasts and short lower masts, and others the reverse. The -prevailing custom now is, to spar them lightly; the main yard being a -little less than double the beam; and the others proportioned by the -main. Most merchant vessels now have the yards at the fore and main of -the same size, for convenience in shifting sails; so that the same -topsail may be bent on either yard. - -The following table, taken from the "Seamen's Manual," will show the -average proportions of the spars of merchant vessels of the largest -class, as formerly built. - - Main-mast, two and a half times the ship's beam. - Fore-mast, eight ninths of the main-mast. - Mizzen-mast, five sixths of the main-mast. - Bowsprit, two thirds of the main-mast. - Topmasts, three fifths of the lower masts. - Topgallant masts, one half the length of their topmasts. - Jib-boom, the length of the bowsprit. - Main-yard, twice the beam. - Fore-yard, seven eighths of the main-yard. - Maintopsail-yard, two thirds of the main-yard. - Foretopsail-yard, two thirds of the fore-yard. - Crossjack-yard, the length of the maintopsail-yard. - Topgallant-yards, two thirds of the topsail-yards. - Mizzentopsail-yard, the length of the maintopgallant-yard. - Royal-yards, two thirds of the topgallant-yards. - Spritsail-yard, five sixths of the foretopsail-yard. - Spanker-boom, the length of the maintopsail-yard. - Spanker-gaff, two thirds of the boom. - -For the thickness of the spars, the same book allows for the lower -masts one inch and a quarter diameter at the partners, for every three -feet of length; and nine tenths in the middle and two thirds under the -hounds, for every inch at the partners. For the yards, one inch at the -slings, and half an inch at the yard-arms, within the squares, for -every four feet of the length. For the breadth of the maintop, one half -of the beam, and of the foretop, eight ninths of the maintop. - -The following are the proportions of the spars of the ship Damascus, -before mentioned, built in 1839. - - Main-mast 74 ft. Head 11 ft. 6 in. Size 26 in. - Fore-mast 70 ft. Head 11 ft. 6 in. Size 25 in. - Mizzen-mast 68 ft. Head 8 ft. 6 in. Size 18 in. - Main and fore topmasts 41 ft. Head 6 ft. 6 in. Size 14-1/2 in. - Mizzen topmast 32 ft. Head 5 ft. Size 9-1/2 in. - Main topgallant-mast 23 ft. (15 ft. with 2 feet head.) Size 9-1/2 in. - Fore topgallant-mast 21 ft. 14 ft. with 2 feet head.) Size 9-1/2 in. - Mizzen topgallant-mast 17 ft. 11 ft. with 18 in. with 2 feet head.) - Main and fore yards 60 ft. yard-arms 2 ft. 6 in. - Main and fore topsail yards 48 ft. yard-arms 3 ft. 6 in. - Main topgallant yard 37 ft. yard-arms 2 ft. - Fore topgallant yard 34 ft. yard-arms 2 ft. - Main royal yard 27 ft. yard-arms 1 ft. 6 in. - Fore royal yard 24 ft. yard-arms 1 ft. 6 in. - Main skysail yard 17 ft. - Fore skysail yard 15 ft. - Cross-jack yard 44 ft. yard-arms 2 ft. - Mizzen topsail yard 35 ft. yard-arms 2 ft. 9 in. - Mizzen topgallant yard 25 ft. yard-arms 1 ft. 6 in. - Mizzen royal yard 16 ft. - Mizzen skysail yard 10 ft. - Bowsprit, out-board 27 ft. Size 26 in. - Jib-boom 42 ft. Head 3 ft. Size 14-1/2 in. - Flying jib-boom 40 ft. Head 3 ft. 6 in. - Main pole 12 ft., 10 above royal-mast, 5 in. in cap. - Fore pole 11 ft., 9 above royal-mast, 4-1/2 in. in cap. - Mizzen pole 9 ft., 7 above royal-mast - Spanker-boom 40 ft. - Spanker-gaff 30 ft. - Swinging-booms 40 ft. - Topmast studdingsail-booms 34 ft. - Topgallant studdingsail-booms 27 ft., yards for do. 17 ft. - -PLACING THE MASTS.--For a full-built ship, take the ship's extreme -length and divide it into sevenths. Place the foremast one seventh of -this length from the stem; the mainmast three sevenths from the -foremast, and the mizzenmast two sevenths from the mainmast. If a -vessel is sharp-built, and her stem and stern-post rake, her foremast -should be further aft, and her mizzenmast further forward, than the -rule of sevenths would give. A common rule for placing the foremast, is -to deduct three fifths of a ship's beam from her length, for the -curvature of the keel forward, which is called the _keel-stroke_, and -place the mast next abaft the keel-stroke. - -SIZE OF ANCHORS AND CABLES.--Various rules have been adopted for the -weight of a ship's anchors. A vessel of 100 tons will generally have a -best bower of 6 cwt. and a small bower of 5 cwt.; the weight of both -being eleven pounds to a ton of the vessel. As a vessel increases in -size, the proportion diminishes. A vessel of 700 tons will usually -carry a best bower of 27 cwt. and a small bower of 24 cwt.; the weight -of both being seven and a half pounds to a ton of the vessel. The -_stream_ should be a little more than one third the weight of the best -bower. The anchor-stock should be the length of the shank; its diameter -should be half that of the ring, and its thickness one inch at the -middle and half an inch at each end for every foot in length. Chain -cables are usually ninety fathoms in length, for large-sized vessels, -and sixty for small vessels, as schooners and sloops. The regulation of -the United States Navy for chain cables, is one inch and a half for a -sloop of war, and one and a quarter for brigs and schooners. In the -merchant service, a ship of 400 tons would probably have a best bower -cable of one and five sixths, and a working bower of one and a quarter -inches. A ship of 700 tons would have a best bower of one and five -eighths, and a working bower of one and a half inches. Chain cables -have a shackle at every fifteen fathoms, and one swivel at the first -shackle. Some have two swivels; and formerly they were made with a -swivel between each shackle. - -LEAD-LINES.--The _hand-lead_ weighs usually seven pounds, and the -hand-line is from twenty to thirty fathoms in length. The -_deep-sea-lead_ (pro. dipsey) weighs from fourteen to eighteen or -twenty pounds; and the deep-sea-line is from ninety to one hundred and -ten fathoms. The proper way to mark a hand-line is, black leather at 2 -and 3 fathoms; white rag at 5; red rag at 7; wide strip of leather, -with a hole in it, at 10; and 13, 15 and 17 marked like 3, 5 and 7; two -knots at 20; 3 at 30; and 4 at 40; with single pieces of cord at 25 and -35. - -The deep-sea-line has one knot at 20 fathoms, and an additional knot at -every 10 fathoms, with single knots at each intermediate 5 fathoms. It -sometimes has a strip of leather at 10 fathoms, and from 3 to 10 is -marked like the hand-line. - -LOG-LINE.--The rate of a ship's sailing is measured by a log-line and a -half-minute glass. The line is marked with a knot for each mile; the -real distance between each knot being, however, 1/120 of a mile, since -a half-minute is 1/120 of an hour. A knot being thus the same portion -of a mile that a half-minute is of an hour, the number of knots carried -off while the glass is running out will show the number of miles the -vessel goes in an hour. Many glasses, however, are made for -twenty-eight seconds, which, of course, reduces the number of feet for -a knot to forty-seven and six tenths. But as the line is liable to -stretch and the glass to be affected by the weather, in order to avoid -all danger of a vessel's overrunning her reckoning, and to be on the -safe side, it is recommended to mark forty-five feet to a knot for a -twenty-eight second glass. About ten fathoms is left unmarked next the -chip, called _stray-line_. The object of this is that the chip may get -out of the eddy under the stern, before the measuring begins. The end -of the stray-line is marked by a white rag, and the first knot is -forty-five or forty-seven feet from the rag. A single piece of cord or -twine is put into the line for the first knot, one knot for the second, -two for the fourth, three for the sixth, and so on, a single piece of -cord being put in at the intermediate knots. - -BALLAST AND LADING.--A ship's behavior, as the phrase is, depends as -much upon the manner in which she is loaded and ballasted, as upon her -model. It is said that a vessel may be prevented from rolling heavily, -if, when the ballast is iron, it is stowed up to the floor-heads; -because this will bring the ship back, after she has inclined, with -less violence, and will act upon a point but little distant from the -centre of gravity, and not interfere with her stiff carrying of sail. -The cargo should be stowed with the weightier materials as near as -possible to the centre of gravity, and high or low, according to the -build of the vessel. If the vessel is full and low built, the heavy -articles should be stowed high up, that the centre of gravity may be -raised and the vessel kept from rolling too much, and from being too -laborsome. But a narrow, high-built vessel should have the heavy -articles stowed low and near the keelson, which will tend to keep her -from being crank, and enable her to carry sail to more advantage. - - - - -CHAPTER II. - -CUTTING AND FITTING STANDING RIGGING. - -Measuring and cutting lower rigging and lower fore-and-aft stays. -Fitting the same. Measuring, cutting, and fitting topmast rigging, -stays, and backstays. Jib, topgallant, and royal stays. Rattling down -rigging. Cutting and fitting lifts, foot-ropes, brace-block straps, and -pennants. Breast-backstays. - - -CUTTING LOWER RIGGING.--Draw a line from the side of the partners -abreast of the mast, on the deck, parallel to the channels, and to -extend as far aft as they do. On this line mark the places of each -dead-eye, corresponding to their places against the channels. Send a -line up to the mast-head, and fasten it to the mast by a nail above the -bibbs, in a range with the centre of the mast, and opposite to the side -the channel line is drawn upon. Then take the bight of the line around -the forward part of the mast, and fasten it to the mast by a nail, -opposite the first nail, so that the part between the nails will be -half the circumference of the mast-head; then take the line down to the -mark on the channel line for the forward dead-eye, and mark it as -before; and so on, until you have got the distance between the mast and -each mark on the channel line. Now cast off the line from the -mast-head, and the distance between the end of the line and each mark -will give you the length of each shroud from the lower part of the -mast-head. And, to make an allowance for one pair of shrouds overlaying -another, you may increase the length of the pair put on second, that -is, the larboard forward ones, by twice the diameter of the rigging; -the third pair by four times; and so on. - -The size of the lower rigging should be as much as eight and a half -inches for vessels of seven or eight hundred tons, and from seven and a -half to eight for smaller vessels, over three hundred tons. - -For the length of the fore, main, and mizzen stays and spring-stays, -take the distance from the after part of the mast-head to their hearts, -or to the place where they are set up, adding once the length of the -mast-head for the collar. - -The standing stays should be once and half the circumference of the -shrouds. - -FITTING LOWER RIGGING.--Get it on a stretch, and divide each pair of -shrouds into thirds, and mark the centre of the middle third. Tar, -worm, parcel and serve the middle third. Parcel _with_ the lay of the -rope, working toward the centre; and serve _against_ the lay, beginning -where you left off parcelling. Serve as taut as possible. In some -vessels the outer thirds of the swifters are served; but matting and -battens are neater and more generally used. - -Formerly the middle third was parcelled over the service, below the -wake of the futtock staff. Mark an eye at the centre of the middle -third, by seizing the parts together with a round seizing. The eye of -the pair of shrouds that goes on first should be once and a quarter the -circumference of the mast-head; and make each of the others in -succession the breadth of a seizing larger than the one below it. -Parcel the score of the dead-eye, and heave the shroud taut round it, -turning in _with_ the sun, if right-hand-laid rope, and _against_ the -sun, if hawser-laid; then pass the throat seizing with nine or ten -turns, the outer turns being slacker than the middle ones. Pass the -quarter seizings half way to the end, and then the end seizings, and -cap the shroud, well tarred under the cap. Make a Matthew Walker knot -in one end of the lanyard, reeve the other end _out_ through the -dead-eye of the shroud, beginning at the side of the dead-eye upon -which the end of the shroud comes, and _in_ through the dead-eye in the -channels, so that the hauling part of the lanyard may come in-board and -on the same side with the standing part of the shroud. If the shroud is -right-hand-laid rope, the standing part of the shroud will be aft on -the starboard, and forward on the larboard side; and the reverse, if -hawser-laid. - -The neatest way of setting up the lower fore-and-aft stays, is by -reeving them _down_ through a bull's eye, with tarred parcelling upon -the thimble, and setting them up on their ends, with three or four -seizings. The collar of the stay is the length of the mast-head, and is -leathered over the service. The service should go beyond the wake of -the foot of the topsail, and the main-stay should be served in the wake -of the foremast. The main and spring stays usually pass on different -sides of the foremast, and set up at the hawse-pieces. - -The bolsters under the eyes of the rigging should always be covered -with tarred parcelling, marled on. - -The starboard forward shroud goes on first; then the larboard; and so -on. The fore stay and spring stay go over the shrouds; and the head -stays always go over the backstays. - -CUTTING AND FITTING TOPMAST RIGGING.--For the forward shroud, measure -from the hounds of the topmast down to the after part of the lower -trestle-trees, and add to that length half the circumference of the -mast-head at the hounds. The eye is once and a quarter the -circumference of the mast-head. The topmast rigging in size should be -three fifths of the lower rigging. For the topmast backstays, measure -the distance from the hounds of the mast down to the centre of the -deck, abreast of their dead-eyes in the channels, and add to this -length one half the circumference of the mast-head. Add to the length -of the larboard pair, which goes on last, twice the diameter of the -rope. The size of the fore and main topmast backstays is generally one -quarter less than that of the lower rigging; and that of the mizzen -topmast backstays the same as that of the main topmast rigging. The -size of the topmast stays should be once and a quarter that of the -rigging. The topmast rigging is fitted in the same manner as the lower. -The backstays should be leathered in the wake of the tops and lower -yards. The breast-backstays are turned in upon blocks instead of -dead-eyes, and set up with a luff purchase. The fore topmast stay sets -up on the starboard, and the spring stay on the larboard side of the -bowsprit. - -All the fore-and-aft stays are now set up on their ends, and should be -leathered in their nips, as well as in their eyes. - -The main topmast stay goes through a heart or thimble at the -foremast-head, or through a hole in the cap, and sets up on deck or in -the top; and the mizzen topmast stay sets up at the mainmast-head, -above the rigging. - -JIB, TOPGALLANT, AND ROYAL RIGGING.--The jib stay sets up on its end on -the larboard side of the head, and is served ten feet from the boom, -and its collar is leathered like that of the topmast stay. The gaub -lines or back ropes go from the martingale in-board. The guys are -fitted in pairs, rove through straps or snatches on the spritsail yard, -and set up to eye-bolts inside of or abaft the cat-heads. The -foot-ropes are three quarters the length of the whole boom, and go over -the boom-end with a cut splice. Overhand knots or Turks-heads should be -taken in them at equal distances, to prevent the men from slipping, -when laying out upon them. - -The most usual method of fitting topgallant rigging in merchantmen, is -to reeve it through holes in the horns of the cross-trees, then pass it -between the topmast shrouds over the futtock staff, and set it up at an -iron band round the topmast, just below the sheave-hole; or else down -into the top, and set it up there. To get the length of the starboard -forward shroud, measure from the topgallant mast-head to the heel of -the topmast, and add one half the circumference of the topgallant -mast-head. Its size should be about five sevenths of the topmast -rigging. Each pair of shrouds should be served below the futtock -staves. They are fitted like the topmast shrouds. The fore-and-aft -stays of long topgallant masts go with eyes, and are served and -leathered in the wake of the foot of the sails. The fore topgallant -stay leads in on the starboard side of the bowsprit, and sets up to a -bolt at the hawse-piece; the main leads through a chock on the after -part of the fore topmast cross-trees, and sets up in the top; and the -mizzen usually through a thimble on the main cap, and sets up on its -end. - -The topgallant backstays set up on their end, or with lanyards in the -channels; and for their length, measure from the mast-head to the -centre of the deck, abreast the bolt in the channels. - -The royal shrouds, backstays, and fore-and-aft stays, are fitted like -those of the topgallant masts, and bear the same proportion to them -that the topgallant bear to the topmast. The fore royal stay reeves -through the outer sheave-hole of the flying jib-boom, and comes in on -the larboard side; the main through a thimble at the fore -jack-cross-trees; and the mizzen through a thimble at the maintopmast -cap. The flying jib-stay goes in on the starboard side, and sets up -like the jib-stay. The gear of the flying jib-boom is fitted like that -of the jib-boom. - -RATLING.--Swift the rigging well in, and lash handspikes or boat's oars -outside at convenient distances, parallel with the shear-pole. Splice a -small eye in the end of the ratlin, and seize it with yarns to the -after shroud on the starboard side and to the forward on the larboard, -so that the hitches may go _with_ the sun. Take a clove hitch round -each shroud, hauling well taut, and seize the eye of the other end to -the shroud. The ratlins of the lower rigging should be thirteen, and of -the topmast rigging eleven inches apart, and all square with the -shear-pole. - -STANDING RIGGING OF THE YARDS.--The first thing to go upon the lower -yard-arm, next the shoulder, is the head-earing strap; the next, the -foot-ropes; next, the brace-block; and lastly, the lift. The foot-ropes -go with an eye over the yard-arm, are rove through thimbles in the end -of the stirrups, (sometimes with Turks-heads, to prevent their -slipping,) and are lashed to bolts or thimbles, but now usually to the -iron trusses. The stirrups fit to staples in the yard, with an -eye-splice. The lifts should be single, and fitted with an eye over the -yard-arm, and lead through a single block at the mast-head, and set up -by a gun or luff tackle purchase, with the double block hooked to a -thimble or turned in at the end, and the lower block to an eye-bolt in -the deck. Instead of brace-blocks on the fore and main yards, -brace-pennants fitted over the yard-arm with an eye are neater. The -latest and neatest style of rigging lower yards is to have a strong -iron band with eyes and thimbles round each yard-arm, close to the -shoulder; and then fit the lift, foot-rope, and brace-pennant, each to -one of these eyes, with an eye-splice round the thimble or with a hook. -The lower lifts now, for the most part, cross each other over a saddle -upon the cap, instead of going through blocks. - -The inner ends of the foot-ropes to the topsail, topgallant and royal -yards, cross each other at the slings; and on the topsail yard there -are Flemish-horses, spliced round thimbles on the boom-iron, and the -other end seized to the yard, crossing the foot-rope. A neater mode is -to hook the outer end of the Flemish-horse, so that it may be unhooked -and furled in with the sails when in port. Next to the foot-ropes go on -the brace-blocks, and lastly, the lifts. The rigging to the topgallant -and royal yards is fitted similarly to that upon the topsail, except -that there is nothing over the yard-arms but foot-rope, brace and lift. -The brace to the royal yard fits with an eye. The reef-tackle, -studding-sail halyard, and other temporary blocks, are seized to the -lower and topsail yard-arms by open straps, so that they may be removed -without taking off the lift. The topgallant studding-sail halyard block -is often hooked to the boom-iron, under the yard. - -The foot-ropes to the spanker-boom should be half the length of the -boom, going over the end with a splice, covered with canvass, and -coming in one third of the way to the jaws, and seized to the boom by a -rose-seizing through an eye-splice. The next to go over the boom-end -are the guys, which are fitted with a cut-splice covered with canvass, -and have a single block turned in at their other ends. To these single -blocks are luff or gun-tackle purchases, going to the main -brace-bumpkin. Their length should be two fifths that of the boom. The -topping-lifts are usually hooked into a band or spliced into bolts -about one quarter the distance from the outer end of the boom, and -reeve through single blocks under the top, with a double or single -block at their lower ends. - -All the splices and seizings of the standing rigging should be covered -with canvass, if possible, except in the channels and about the head, -where they are too much exposed to the washing of water. A vessel looks -much neater for having the ends of the rigging, where eyes are spliced, -or where they are set up on their ends aloft or on deck, covered with -canvass, and painted white or black, according to the place where they -are. The lanyards and dead-eyes of the smaller rigging which sets up in -the top may also be covered with canvass. The lanyards, dead-eyes, and -turnings-in of the rigging in the channels, should always be protected -by scotchmen when at sea, and the forward shroud should be matted or -battened all the way up to the futtock staves. - -In some smaller merchantmen the lower rigging is not infrequently set -up upon its end to bolts in the rail. This is very inconvenient on many -accounts, especially as all the seizings have to be come up with, and -the nip of the shroud altered, whenever it is at all necessary to set -them taut. This soon defaces and wears out the ends; while, with -dead-eyes, only the lanyards have to be come up with. Some vessels set -up their lower rigging with dead-eyes upon the rail. This is convenient -in setting them up in bad weather, but does not give so much spread as -when set up in the channels, and presents a more complicated surface to -the eye. If the rigging is fitted in this way, you must deduct the -height of the rail above the deck from the measure before given for -cutting it. - -BREAST-BACKSTAYS.--It is not usual, now, for merchant vessels to carry -topmast breast-backstays. If they are carried, they are spread by -out-riggers from the top. Topgallant and royal breast-backstays are -used, and are of great assistance in sailing on the wind. There are -various ways of rigging them out, of which the following is suggested -as a neat and convenient one. Have a spar fitted for an out-rigger, -about the size of one of the horns of the cross-trees, with three holes -bored in it, two near to one end, and the third a little the other side -of the middle. Place it upon the after horn of the cross-tree, with the -last-mentioned hole over the hole in the end of the horn of the -cross-tree, and let the after topgallant shroud reeve through it. Reeve -the topgallant and royal breast-backstays through the outer holes, and -set them up by a gun-tackle purchase, in the channels.[1] The inner end -of the out-rigger should fit to a cleat, and be lashed to the -cross-tree by a lanyard. When the breast-backstays are to be rigged in, -cast off the lanyard, and let the out-rigger slue round the topgallant -shroud for a pivot, the inner end going aft, and the outer end, with -the backstays, resting against the forward shroud. One of these -out-riggers should be fitted on each side, and all trouble of shifting -over, and rigging out by purchase, will be avoided. - - [1] The royal breast-backstay may be used as the fall of the - purchase. - - - - -CHAPTER III. - -FITTING AND REEVING RUNNING RIGGING. - -Fore braces. Main braces. Cross-jack braces. Fore, main, and mizzen -topsail braces. Fore, main, and mizzen topgallant and royal braces. -Trusses. Topsail tyes and halyards. Topgallant and royal halyards. Peak -and throat halyards. Spanker brails. Fore and main tacks and sheets. -Topsail, topgallant and royal sheets and clewlines. Reef-tackles. -Clew-garnets. Fore and main buntlines, leechlines, and slablines. -Topsail clewlines and buntlines. Bowlines. - - -To reeve a brace, begin on deck, and reeve to where the standing part -is made fast. The _fore braces_ reeve _up_ through a block on the -mainmast just below the rigging, _down_ or _in_ through the brace-block -on the yard or at the end of the pennant, and the standing part is -brought through the cheeks of the mast with a knot inside. The neatest -way for reeving the _main brace_ is _out_ through a single block on the -brace-bumpkin, _out_ through the brace-pennant-block, _in_ through an -outer block on the bumpkin, and seized to the strap of the pennant. -Another way is _out_ through the bumpkin block, _out_ or _down_ through -the pennant block, and secure the end to the bumpkin or to the -fashion-piece below. - -The _cross-jack braces_ reeve _up_ through blocks on the after shroud -of the main rigging, _up_ through blocks on the yard, one third of the -way in from the yard-arm, and are seized to a bolt in the mainmast, or -to the after shroud again. - -The _fore topsail braces_ reeve _up_ through the blocks secured to the -bibbs at the mainmast-head, _in_ through the span-block at the collar -of the main stay, _up_ through the block on the yard, and are seized to -the main topmast-head; or else _up_ through a block at the -topmast-head, down through the brace-block on the yard, and are seized -to the collar of the main stay. The last way is the best. The _main -topsail braces_ are rove through span-blocks at the mizzen-mast, below -the top, _up_ through the blocks on the yard, and are seized to the -mizzen topmast-head; or else _up_ through a block at the -mizzen-mast-head, _down_ through the block on the yard, and secured to -the mizzen-mast. The first way is the best. The _mizzen topsail braces_ -reeve _up_ through the leading blocks or fair-leaders on the main -rigging, _up_ through blocks at the mainmast-head, or at the after part -of the top, _up_ through the yard blocks, and are seized to the cap. - -The _fore_ and _main topgallant braces_ are rove _up_ through blocks -under the topmast cross-trees, _in_ through span-blocks on the topmast -stays, just below their collars, _up_ through the blocks on the yards, -and the main are usually seized to the head of the mizzen topgallant -mast, and the fore to the topmast stay, by the span-block. The _mizzen -topgallant braces_ generally go single, through a block at the after -part of the main top-mast cross-trees. The _royal braces_ go single: -the _fore_, through a block at the main topgallant mast-head; the -_main_, through one at the mizzen topgallant mast-head; and the -_mizzen_, through a block at the after part of the main topmast -cross-trees. - -HALYARDS.--The _lower yards_ are now hung by patent iron trusses, which -allow the yard to be moved in any direction; topped up or braced. The -_topsail yards_ have chain tyes, which are hooked to the slings of the -yard, and rove through the sheave-hole at the mast-head. The other end -of the tye hooks to a block. Through this block a chain runner leads, -with its standing part hooked to an eye-bolt in the trestle-tree, and -with the upper halyard-block hooked to its other end. The halyards -should be a luff purchase, the fly-block being the double block, and -the single block being hooked in the channels. Sometimes they are a -gun-tackle purchase, with two large single blocks. The lower block of -the mizzen topsail halyards is usually in the mizzen-top, the fall -coming down on deck. - -The _fore_ and _mizzen topsail halyards_ come down to port, and the -main to the starboard. The _topgallant halyards_ come down on opposite -sides from the topsail halyards; though the fore and main usually come -down by the side of the masts. The fore and main topgallant halyards -sometimes hoist with a gun-tackle purchase, but the mizzen and all the -royal halyards are single. - -The _throat and peak halyards_ of the spanker are fitted in the -following manner. The outer peak halyard block is put on the gaff, one -third of its length from the outer end, or a very little, if any, -within the leech of the sail; and the inner one, two thirds in. The -blocks are fitted round the gaff with grommet straps, and are kept in -their places by cleats. The double block of the peak halyards is -strapped to the bolt in the after part of the mizzen cap, and the -halyards are rove _up_ through this, _in_ through the blocks on the -gaff, the inner one first, the standing part made fast to the double -block, and the fall coming on deck. The upper block of the throat -halyards is secured under the cap, and the lower block is hooked to an -eye-bolt on the jaws of the gaff. This is a two-fold tackle. - -THE SPANKER BRAILS.--The _peak brails_ reeve through single blocks on -the gaff, two on each side, generally span-blocks, and then through the -throat brail blocks, as leaders, to the deck. The _throat brails_ reeve -through two triple blocks strapped to eye-bolts under the jaws of the -gaff, one on each side, through the two other sheaves of which the peak -brails lead. Each brail is a single rope, middled at the leech of the -sail. - -TACKS, SHEETS, CLEWLINES, &C.--It is much more convenient to have the -tack and sheet blocks of the courses fastened to the clews of the -courses by hooks. Then they can be unhooked when the sail is furled, -and, in light weather, a single rope with a hook, called a _lazy -sheet_, can be used, instead of the heavy tacks and sheets with their -blocks. This is also much more convenient in clewing up. The _main -tack_ is rove _aft_ through the block in the waterways, _forward_ -through the block on the sail, and the standing part hooks to the block -on deck. The _fore tack_ goes through a block on the bumpkin. The -_sheets_ of the courses have the after block hooked to an eye-bolt in -the side, abaft the channels, and the forward one hooked to the clew of -the sail, the running part reeving through a sheave-hole in the rail. -The sheets of all the square sails but the courses run from the clew of -the sail, through sheave-holes in the yard-arms, through the quarter -blocks, down on deck. The _topsail sheets_ are chain, are clasped to -the clews of the sail, and are fitted with a gun-tackle purchase at the -foot of the mast. The _topgallant_ and _royal sheets_ are single. The -_topsail_ and _topgallant clewlines_ reeve through the quarter-blocks. -The _royal clewlines_ are single, and the topsail and topgallant are a -gun-tackle purchase. - -The _reef-tackles_ of the topsails reeve _up_ through blocks on the -lower rigging, or futtock shrouds, _down_ through the block on the -yard, down the leech of the sail and through the block on the leech, -and are made fast to the yard on their own parts, with a clinch, -outside of everything. - -The _clew-garnets_ reeve _out_ through blocks under the quarters of the -yard, then _up_ through blocks at the clew, and the standing part is -made fast to the yard, to the block, or to a strap. The _buntlines_ of -the courses reeve through double or triple blocks under the forward -part of the top, down forward of the sail, sometimes through thimbles -in the first reef-band, and are clinched to the foot of the sail. The -_leechlines_ reeve through single blocks on the yard, and are clinched -to the leech of the sail. The _slabline_ is a small rope rove through a -block under the slings of the yard, and clinched to the foot of the -sail. This is not much used in merchant vessels. The _topsail -clewlines_ lead like the clew-garnets of the courses. The _topsail -buntlines_ reeve forward through single blocks at the topmast-head, -down through the thimbles of a lizard seized to the tye, just above the -yard, and are clinched to the foot of the sail. The handiest way of -reeving the _main bowline_ is to have a single rope with the standing -part hooked near the foremast, and reeve it _out_ through a heart in -the bridle. This will answer for both sides. The _fore bowline_ may be -rove through a single block at the heel of the jib-boom and hooked to -the bridle. The bowlines to the other sails are toggled to the bridles -and lead forward. Many vessels now dispense with all the bowlines -except to the courses. This saves trouble, makes a ship look neater, -and, if the sails are well cut, they will set taut enough in the leach, -without bowlines. - - - - -CHAPTER IV. - -TO RIG MASTS AND YARDS. - -Rigging the shears. Taking in lower masts and bowsprit. To rig a -bowsprit. Getting the tops over the mast-heads. To send up a top-mast. -To get on a top-mast cap. To rig a jib-boom. To cross a lower yard. To -cross a topgallant yard. To send up a topgallant mast. Long, short, and -stump topgallant masts. To rig out a flying jib-boom. To cross -topgallant and royal yards. Skysail yards. - - -TAKING IN LOWER MASTS AND BOWSPRIT.--Shore up the beams upon which the -heels of the shears will rest, if necessary, from the keelson. -Parbuckle the shears aboard, with their heads aft. Raise their heads -upon the taffrail, cross them, and pass the shear-lashing. Lash the -upper block of a three-fold tackle under the cross, and secure the -lower block to the breast-hooks, or to a toggle in the hawse-hole. You -may also reeve and secure, in the same manner, a smaller purchase, -which shall work clear of the first. Have two forward and two after -guys clove-hitched to the shear-head, with cleats to prevent their -slipping. Get a girt-line on one shear-head and a small tackle on the -other, to slue and cant the mast. Let the fall of the main tackle come -through the middle sheave, to prevent the block's sluing in its strap. -Reeve large heel tackles to rouse the shears aft with. Put long oak -plank shoes under the heels; and, if it be necessary, clap a -thwart-ship tackle upon the two heels, or reeve a lashing, and put a -stout plank between them, and bowse taut; which will prevent too great -a strain coming upon the water-ways. Take the main tackle fall to the -capstan; heave round, haul on the forward guy and after heel tackles, -and raise the shear to an angle of about eighty degrees with the deck, -and so that the main purchase will hang plumb with the partners of the -mizzen-mast. Lash a garland to the forward part of the mast, above the -centre, and toggle the purchase to it. Heave the mast in over the -bulwarks; fit the trestle-trees and after chock; reeve girt-lines by -which men may be hoisted when the mast is in; point the mast in, and -lower away. Always take in the mizzen-mast first. Get in the main and -then the foremast in the same manner, rousing the shears forward, with -their shoes, by means of the heel tackles. Having stepped and secured -the foremast, carry the forward guys aft and rake the shears over the -bows; toggle the lower block of the main tackle to a garland lashed to -the upper part of the bowsprit inside of the centre. Put on the cap, -and carry tackles or guys from the bowsprit-head to each cat-head, and -clap on a heel tackle or guy. Heave the bowsprit, and direct it by the -small tackles and guys. - -TO RIG A BOWSPRIT.--Lash collars for the fore stay, bobstays, and -bowsprit shrouds, then for the spring stay, and put on the bees for the -topmast stays; fit the man-ropes, pass the gammoning, and set up -bobstays and shrouds. - -TO GET THE TOPS OVER THE MAST-HEADS.--Place the top on deck abaft the -mast; get a girt-line on each side of the mast-head, and pass the end -of each under the top, through the holes in the after part; clinch them -to their own parts, and stop them to the fore part of the top with -slip-stops. Have a guy to the fore and another to the after part of the -top. Make the ends of a span fast to the after corners of the top, and -bend a girt-line from the mast-head to the bight of the span, and stop -it to the forward part of the top. Sway away on the girt-lines. When -the fore part of the top is above the trestle-trees, cut the -span-stops, and when the after part is above them, cast off the -slip-stops. When the lubber-hole is high enough to clear the mast-head, -haul on the forward guy, and let the top hang horizontally by the -girt-lines. Lower away, place and bolt it. - -The fore and main tops are sent up from abaft, and the mizzen from -forward. The tops may be got over without the span and girt-line, by -stopping the two girt-lines first rove to the middle as well as to the -fore part of the top, and cutting the upper stops first. - -TO SEND UP A TOPMAST.--Get the topmast alongside, with its head -forward. Lash a top-block to the head of the lower-mast; reeve a -mast-rope through it, from aft forward, and bring the end down and -reeve it through the sheave-hole of the topmast, hitching it to its own -part a little below the topmast-head, and stopping both parts to the -mast, at intervals. Snatch the rope and sway away. As soon as the head -is through the lower cap, cast off the end of the mast-rope, letting -the mast hang by the stops, and hitch it to the staple in the other end -of the cap. Cast off the stops and sway away. Point the head of the -mast between the trestle-trees and through the hole in the lower cap, -the round hole of which must be put over the square hole of the -trestle-trees. Lash the cap to the mast, hoist away, and when high -enough, lower a little and secure the cap to the lower mast-head. (This -is when it cannot be put on by hand.) If the cross-trees are heavy, -they may be placed in the following manner. Sway away until the -topmast-head is a few feet above the lower cap. Send up the cross-trees -by girt-lines, and let the after part rest on the lower cap and the -forward part against the topmast. Lower away the topmast until the -cross-trees fall into their place, and then hoist until they rest on -the shoulders. Lash on the bolsters, get girt-lines on the cross-trees -to send up the rigging, and then put it over the mast-head, first the -shrouds, then the backstays, and lastly the head-stays. Sway the -topmast on end, fid it, and set up the rigging. - -TO GET ON A TOPMAST-CAP.--In vessels of the largest class, it may be -necessary to send up the cap in the following manner, but it can -usually be got up by hand. Or it may be fitted and the rigging put on -over it. Send the cap up to the cross-trees by girt-lines, and place -the round hole of the cap over the forward hole of the cross-trees; -send aloft a topgallant studdingsail boom, and point its upper end -through the holes in the cross-trees and cap, and lash the cap to it. -Hook a tackle or girt-line to a strap on the lower end of the spar, and -sway away until the cap is over the mast-head. Slue the spar so that -the cap may come fair, lower away, and place the cap upon the -mast-head. Unlash the spar and send it down. - -TO RIG OUT A JIB-BOOM.--Point the outer end through the collars of the -stays. Reeve the heel-rope through a block at the bowsprit cap, through -the sheave-hole at the heel of the boom, and secure the end to an -eye-bolt in the cap on the opposite side. Rig the boom out until the -inner sheave-hole is clear of the cap. Tar the boom-end, put on the -foot-ropes and guys, and reeve the jib stay. Hoist up the martingale -and rig it, and reeve the martingale stay and gaub-line. Rig the boom -out to its place, and set up the jib and martingale stays. - -TO CROSS A LOWER YARD.--If the yard is alongside, reeve the yard rope -through the jear block at the mast-head, make it fast to the slings of -the yard, and stop it out to the yard-arm. Sway away, and cast off the -stops as the yard comes over the side, and get the yard across the -bulwarks. Lower yards are rigged now with iron trusses and -quarter-blocks, which would be fitted before rigging the yard. Seize on -the clew-garnet block, and put the rigging over the yard-arm; first the -straps for the head-earings, then the foot-ropes, then the brace blocks -or pennants, and last the eye of the lift. (The lifts, brace pennants, -and foot-ropes are now spliced or hooked into rings with thimbles on an -iron band, round the yard-arm, next the shoulders. In this way, there -is no rope of any kind round the yard-arm.) Reeve the lifts and braces, -get two large tackles from the mast-head to the quarters of the yard, -and sway away on them and on the lifts, bearing off and sluing the yard -by means of guys. Secure the yard by the iron trusses, and haul taut -lifts and braces. - -TO CROSS A TOPSAIL YARD.--As topsail yards now have chain tyes, there -are no tye-blocks to seize on. The quarter-blocks are first seized on, -and the parral secured at one end, ready to be passed. A single parral -has an eye in each end, and one end is passed under the yard and over, -and the eye seized to the standing part, close to the yard. After the -yard is crossed, the other end is passed round the mast, then round the -yard, and seized in the same manner. To pass a double parral, proceed -in the same manner, except that the seizings are passed so as to leave -the eyes clear and above the standing part, and then take a short rope -with an eye in each end, pass it round the mast, and seize the eyes to -the eyes of the first long rope. The parral is wormed, served and -leathered. The parral being seized at one end, put on the head-earing -straps, the foot-ropes, Flemish horses, and brace blocks. Bend the -yard-rope to the slings, stop it out to the yard-arm, and sway away -until the yard is up and down; then put on the upper lift in the top -and the lower lift on deck, and reeve the braces. Sway away, cast off -the stops, and take in upon the lower lift as the yard rises, till the -yard is square; then haul taut lifts and braces and pass the parral. - -TO SEND UP A TOPGALLANT MAST.--Most merchantmen carry _long topgallant -masts_. In these, the topgallant, royal and skysail masts are all one -stick. _A short topgallant mast_ is one which has cross-trees, and -above which a fidded royal-mast may be rigged. _A stump topgallant -mast_ has no cross-trees, or means for setting a mast above it, and is -carried only in bad weather. Some short topgallant masts are rigged -with a _withe_ on the after part of the mast-head, through which a -sliding-gunter royal-mast is run up, with its heel resting in a step on -the topmast cap. - -To send up a long topgallant mast, put the jack over the topmast cap, -with a grommet upon its funnel for the eyes of the rigging to rest -upon; send up the rigging by girtlines, and put the eyes over the jack, -first the topgallant shrouds, backstays and stays, then the royal -rigging in the same order, with a grommet, then the skysail stay and -backstay, and lastly the truck. Reeve a top-rope forward through a -block at the topmast-head, through the hole in the cross-trees; through -the sheave-hole at the foot of the topgallant mast; carry it up the -other side, and make it fast to its own part at the mast-head; stop it -along the mast, and bend a guy to the heel. Sway away, and point -through the jack; put on the truck, and the skysail, royal and -topgallant rigging in their order; slue the mast so as to bring the -sheaves of the tyes fore-and-aft; cast off the end of the top-rope, the -mast hanging by the stops; make it fast to an eye-bolt on the starboard -side of the cap, and sway away. When high enough, fid the mast and set -up the rigging. - -A short topgallant mast is sent up like a topmast, the cross-trees got -over in the same manner; and the fidded royal-mast is sent up like a -long topgallant mast. - -TO RIG OUT A FLYING JIB-BOOM.--Ship the withe on the jib-boom end, -reeve a heel-rope through a block at the jib-boom end, and bend it to -the heel of the flying jib-boom, and stop it along, out to the end. -Haul out on the heel-rope, point through the withe, put on the rigging, -in the same order with that of the jib-boom; reeve the guys, -martingale, flying jib, royal and skysail stays; rig out, and set up -the rigging. The heel of the boom rests against the bowsprit cap, and -is lashed to the jib-boom. - -The flying jib-boom should be rigged fully out before the fore -topgallant mast is swayed on end. - -TO CROSS A TOPGALLANT YARD.--Seize on the parral and quarter-blocks; -reeve the yard-rope through the sheave-hole of the topgallant mast, -make it fast to the slings of the yard, and stop it out to the upper -end. Sway away, and when the upper yard-arm has reached the -topmast-head, put on the upper lift and brace; sway away again, put on -the lower lift and brace, cast off all the stops, settle the yard down -square by lifts and braces, and pass the parral lashing. - -TO CROSS ROYAL YARDS.--The royal yards are crossed in the same manner -as the topgallant yards, except that in most merchantmen they would be -sent up by the halyards instead of a yard-rope. If there is not a -standing skysail, the quarter-blocks on the royal yard will be single. - -SKYSAIL YARDS.--If the skysail is a standing sail, the yard is rigged -like the royal yard, with lifts and braces, and the sail is fitted with -sheets and clewlines; but if it is a flying skysail, the yard has -neither lifts nor braces, and the clews of the sail are seized out to -the royal yard-arms. There are various ways of rigging a flying -skysail, of which the following is believed to be as convenient as any. -Let the royal stay go round the mast-head, with a traveller, above the -yard, so that the stay may travel up and down the skysail mast. Seize a -thimble into the stay, close against the forward part of the grommet; -lead the skysail halyards through the thimble, and make them fast to -the centre of the yard, which will need no parral, underneath the royal -stay. Make fast the ends of two small ropes for downhauls, to the -skysail yard, about half way out on each yard-arm, and reeve them -through small cleats on the after part of the royal yard, the same -distance out on each yard-arm. These may be spliced into a single rope -below the yard, which will go through a fair-leader in the cross-trees -to the deck. By this means the skysail may be taken in or set without -the necessity of sending a man aloft. Let go the halyards and haul on -the downhaul, and the yard will be brought close down to the royal -yard. To hoist it, let go the downhaul and royal stay, and haul on the -halyards. When the royal is taken in, haul the skysail yard down with -the royal yard, and furl the sail in with the royal. - - - - -CHAPTER V. - -TO SEND DOWN MASTS AND YARDS. - -To send down a royal yard--a topgallant yard--a topgallant mast. To -house a topgallant mast. To send down a topmast. To rig in a jib boom. - - -TO SEND DOWN A ROYAL YARD.--If the sail is bent to the yard, furl it, -making the gaskets fast to the tye. Cast off the sheets and clewlines, -and make them fast to the jack. Be careful to unreeve the clewlines -through the quarter-blocks. Cast off the parral-lashing. Overhaul the -tye a little, and stop it to the yard, just outside of the -quarter-block. If stopped too far out, the yard will not hoist high -enough to get the lower lift off. Sway away on the halyards, which will -cant the yard and hoist it. When high enough, cast off the lower lift -and brace, (being careful not to let the brace go,) and make them fast -to the jack. Lower away, and as the upper yard-arm comes abreast of the -jack, clap a stop round the yard and tye, near the yard-arm, and cast -off the lift and brace, making them fast to the jack. Lower away to the -deck. - -If the halyards are not single, the yard must be sent down by a -yard-rope, like the topgallant yard. In some vessels, instead of making -the sheets and clewlines fast to the jack, overhand knots are taken in -their ends, and they are let go. The sheets will run out to the -topgallant yard-arms, and the clewlines will run to the fair-leaders in -the cross-trees. In port, the main royal yard is sent down on the -starboard side, and the fore and mizzen on the larboard; but at sea, -the tye is stopped out on the lee side, and the yard sent down in any -way that is the most convenient. - -TO SEND DOWN A TOPGALLANT YARD.--Cast off the sheets, bowlines, -buntlines and clewlines, and make them fast to the cross-trees. Reeve a -yard-rope through a jack-block at the mast-head, unhook the tye, cast -off the parral-lashing, bend the yard-rope to the slings of the yard by -a fisherman's bend, and stop it to the quarters of the yard. Sway away, -and take off the lifts and braces, as with the royal yard. - -TO SEND DOWN A TOPGALLANT MAST.--Hook the top-block to the eye-bolt at -the larboard side of the topmast cap; reeve the mast-rope through it, -then through the sheave-hole in the foot of the topgallant mast, and -hitch its end to the eye-bolt on the starboard side of the cap. Come up -the rigging, stays and backstays, and guy the mast-head by them. Hoist -a little on the mast-rope, and take out the fid. (The fid should always -be fastened to the cross-trees or trestle-trees, by a lanyard.) Lower -away until the mast is a little short of being through the cap. Then -seize or rack together both parts of the mast-rope just above the -sheave-hole; cast off the end of the mast-rope, letting the mast hang -by the stops, and hitch it round the mast-head to its own part, below -the cap. Then lower away to the deck. If the rigging is to come on -deck, round up the mast-rope for a girtline; if it is to remain aloft, -lash it to the topmast cap, render the shrouds through the cross-trees, -and stop them up and down the topgallant rigging. Sheep-shank the stays -and backstays, and set them hand-taut. If the top-mast is also to be -sent down, take off the topmast cap and send it on deck. - -TO HOUSE A TOPGALLANT MAST.--Proceed in the same manner, except that -when the mast is low enough, belay the mast-rope, pass a heel-lashing -through the fid-hole and round the topmast. - -TO SEND DOWN A TOPMAST.--Hook the top-block, reeve the mast-rope -through it and through the sheave-hole in the foot of the mast, and -hitch it to the staple at the other side of the cap. Lead the fall -through a snatch-block, to the capstan. Sling the lower yard, if it is -to remain aloft, and unshackle the trusses, if they are of iron. Come -up the rigging, stays and backstays, weigh the mast, take out the fid, -and lower away. If the rigging is to remain aloft, lash the cross-trees -to the lower cap. The rigging should be stowed away snugly in the top, -and the backstays be snaked up and down the lower rigging. - -TO RIG IN A JIB-BOOM.--Reeve the heel-rope (if necessary,) come up the -stay, martingale stay and guys; unreeve the jib-stay, station hands at -each guy, clear away the heel-lashing, haul in upon the guys, and light -the boom on board. In most cases the boom will come in without a -heel-rope. Make fast the eyes of the rigging to the bowsprit cap, and -haul all taut. - - - - -CHAPTER VI. - -BENDING AND UNBENDING SAILS. - -To bend a course. To send up a topsail by the halyards--by the -bunt-lines. To bend a topgallant sail--a royal--a jib--a spanker--a -spencer. To unbend a course--a topsail--a topgallant sail or royal--a -jib. To send down a topsail or course in a gale of wind. To bend a -topsail in a gale of wind. To bend one topsail or course, and send down -the other at the same time. - - -TO BEND A COURSE.--Stretch the sail across the deck, forward of the -mast and under the yard; being careful to have the after part of the -sail aft. Seize the clew-garnet blocks to the clews; also the tack and -sheet blocks, unless they go with hooks or clasps. Reeve the buntlines -through the thimbles of the first reef-band forward, if they are made -to go so, and toggle their ends to the foot of the sail, or carry them -through the eyelet-holes and clinch them to their own parts. Reeve the -clew-garnets and leechlines; carry the bights of the buntlines under -the sail, and rack them to their own parts; stop the head of the sail -to the buntlines below the rackings; put robands to each eyelet-hole in -the head of the sail; fasten the head and reef earings to their -cringles, reeving the end of the reef-earings through the head-cringle -and taking a bowline with them to their standing parts, and hitching -the head-earings to the buntlines. Sway away on the buntlines, -leechlines and clew-garnets; when the sail is up, pass the -head-earings, reeving _aft_ through the straps on the yard, and -_forward_ through the head cringle. Haul out on the earings, making the -sail square by the glut, and pass the earings round the yard, over and -under, through the head-cringle at each turn, and make the end fast -around the first turns. If the sail is new, ride down the head rope on -the yard, and freshen the earings. Make fast the head of the sail to -the jack-stay by robands, and cast the stops off the buntlines. - -TO BEND A TOPSAIL.--Make fast the head and reef-earings to their -cringles, passing the end of each reef-earing through the cringle above -its own and making it fast by a bowline to its own part. Put robands to -each eyelet-hole in the head. If the sail is to be sent up by the -topsail halyards, lay it on deck abaft the foot of the mast, make it up -with its head and foot together, having the head and first reef -cringles together and out, and also the bowline cringle and the clews -out. Bight the sail in three parts on a pair of slings, having the end -of the sail that belongs on the opposite yard-arm on top. Have the -fly-block of the topsail halyards above the top, and rack the runner to -the topmast backstay or after shroud. Hook the lower block to the -slings around the sail, hoist the sail up into the top, cast off the -slings, unhook the halyards, and pass the upper end of the sail round -forward of the mast, ready for bending. (If the vessel is rolling or -pitching, with a stiff breeze, the sail may be guyed and steadied as it -goes up, by hooking a snatch-block, moused, to the slings around the -sail, passing the hauling part of the halyards through it, and through -another snatch-block on deck.) Get the clewlines, buntlines, sheets, -bowlines, and reef-tackles ready for bending, the clove hooks of the -sheets being stopped to the topmast rigging. Hook or clasp the sheets -to the clews, reeve the clewlines and reef-tackles, toggle the -bowlines, clinch or toggle the buntlines to the foot of the sail, and -stop the head to the buntlines. Hoist on the buntlines and haul out on -the reef-tackles, bringing the sail to the yard, and then pass the -head-earings and make fast the robands as for a course. If the sail is -to be sent up by the buntlines, lay the sail on the deck and forward of -the mast, overhaul the buntlines down forward of the yard, on each side -of the topmast stay and on the same side of the lower stay. Clinch the -ends to the foot of the sail, bight them around under the sail and rack -the bights to their standing parts, and stop the head of the sail to -the standing parts below the rackings. Bend one bowline to the centre -of the sail, to guy it in going aloft. Have the earings bent and -secured as before described, and the bights of the head-earings hitched -to the buntlines. Sway it up to the top, and haul the ends in on each -side of the mast; reeve the clewlines and reef-tackles, make fast the -bowlines and sheets, the ends of which, if chain, should be racked to -the topmast rigging, ready to be made fast to the clews. The gear being -bent, hoist on the buntlines, haul out on the reef-tackles, pass the -head-earings, cut the stops of the buntlines, and make fast the -robands. Middle the sail on the yard by the glut, or by the centre -cringle. - -TO BEND TOPGALLANT SAILS AND ROYALS.--These are generally bent to their -yards on deck; the royals always. After being bent to the yard, they -are furled, with their clews out, ready for sending aloft. If the -topgallant sail is to be bent aloft, send it up to the topmast -cross-trees by the clewlines, or by the royal halyards; and there bend -on the sheets, clewlines, buntlines and bowlines, and bring the sail to -the yard as with a topsail. - -TO BEND A JIB.--Bend the jib halyards round the body of the sail, and -the downhaul to the tack. Haul out on the downhaul, hoisting and -lowering on the halyards. Seize the tack to the boom, the hanks to the -luff of the sail, and the halyards to its head. Reeve the downhaul up -through the hanks and make it fast to the head of the sail. Seize the -middle of the sheet-pennant to the clew. - -In some vessels the hanks are first seized to the sail, and the -jib-stay unrove, brought in-board, and passed down through the hanks, -as the sail is sent out, rove in its place and set up. This is more -troublesome, and wears out the jib-stay. - -TO BEND A SPANKER.--Lower the gaff, and reeve the throat-rope through -the hole in the gaff under the jaws, and secure it. Sometimes the head -of the luff fits with a hook. Then haul out the head of the sail by the -peak-earing, which is passed like the head-earing of a topsail. When -the head-rope is taut, pass the lacings through the eyelet-holes, and -round the jack-stay. Seize the bights of the throat and peak brails to -the leech, at distances from the peak which will admit of the sail's -being brailed up taut along the gaff, and reeve them through their -blocks on the gaff, and at the jaws, on each side of the sail. The foot -brail is seized to the leech just above the clew. Seize the luff of the -sail to the hoops or hanks around the spanker mast, beginning with the -upper hoop and hoisting the gaff as they are secured. The tack is -hooked or seized to the boom or to the mast. Hook on the outhaul -tackle. This is usually fitted with an eye round the boom, rove through -a single block at the clew, and then through a sheave-hole in the boom. - -Some spankers are bent with a peak outhaul; the head traversing on the -jack-stay of the gaff. - -THE FORE AND MAIN SPENCERS are bent like the spanker, except that they -have no boom, the clew being hauled aft by a sheet, which is generally -a gun-tackle purchase, hooked to an eye-bolt in the deck. - -TO UNBEND A COURSE.--Haul it up, cast off the robands, and make the -buntlines fast round the sail. Ease the earings off together, and lower -away by the buntlines and clew-garnets. At sea, the lee earing is cast -off first, rousing in the lee body of the sail, and securing it by the -earing to the buntlines. - -TO UNBEND A TOPSAIL.--Clew it up, cast off the robands, secure the -buntlines round the sail, unhook the sheets, and unreeve the clewlines -and reef-tackles; ease off the earings, and lower by the buntlines. - -A _top gallant sail_ is unbent in the same manner, and sent down by the -buntlines. A _royal_ is usually sent down with the yard. - -TO UNBEND A JIB.--Haul it down, cast off the hank seizings and the -tack-lashing, cast off and unreeve the downhaul and make it fast round -the sail, and cast off the sheet-pennant lashings. Haul aboard by the -downhaul, hoisting clear by the halyards. - -The rules above given are for a vessel in port, with squared yards. If -you are at sea and it is blowing fresh, and the topsail or course is -reefed, to send it down, you must cast off a few robands and -reef-points, and pass good stops around the sail; then secure the -buntlines also around it, and cast off all the robands, reef-points and -reef-earings. Bend a line to the lee head-earing and let it go, haul -the sail well up to windward, and make fast the lee earing to the -buntlines. Get a hauling line to the deck, forward; ease off the -weather earing, and lower away. - -To bend a new topsail in a gale of wind, it has been found convenient -to make the sail up with the reef-bands together, the points all being -out fair, to pass several good stops round the sail, and send up as -before. This will present less surface to the wind. One course may be -sent up as the other goes down, by unbending the buntlines from the -foot of the old sail, passing them down between the head of the sail -and the yard, bending them to the foot of the new sail, and making the -new sail up to be sent aloft by them, as before directed. Run the new -sail up to the yard abaft the old one, and send the old one down by the -leechlines and the head-earings, bent to the topmast studdingsail -halyards, or some other convenient rope. - -One topsail may be sent up by the topsail halyards, got ready for -bending, and brought to the yard, while the old one is sent down by the -buntlines. - -[Illustration: PLATE V.] - - - - -CHAPTER VII. - -WORK UPON RIGGING.--ROPE, KNOTS, SPLICES, BENDS AND HITCHES. - -Kinds of rope. Spunyarn. Worming. Parcelling. Service. Short splice. -Long splice. Eye splice. Flemish eye. Spindle eye. Cut splice. Grommet. -Single and double wall. Matthew Walker. Single and double diamond. -Spritsail sheet knot. Stopper knot. Shroud knot. French shroud knot. -Buoy-rope knot. Half-hitches. Clove hitch. Overhand knot. -Figure-of-eight. Bowline. Running bowline. Bowline-upon-a-bight. Square -knot. Timber hitch. Rolling hitch. Blackwall hitch. Cat's paw. Sheet -bend. Fisherman's bend. Carrick bend. Bowline bend. Sheep-shank. -Selvagee. Marlin-spike hitch. Round seizing. Throat seizing. Stopping. -Nippering. Racking. Pointing. Snaking. Grafting. Foxes. Spanish foxes. -Gaskets. Sennit. To bend a buoy-rope. To pass a shear-lashing. - - -Those ropes in a ship which are stationary are called _standing -rigging_, as shrouds, stays, backstays, &c. Those which reeve through -blocks or sheave-holes, and are hauled and let go, are called the -_running rigging_, as braces, halyards, buntlines, clewlines, &c. - -A rope is composed of threads of hemp, or other stuff. These threads -are called _yarns_. A number of these yarns twisted together form a -_strand_, and three or more strands twisted together form the rope. - -The ropes in ordinary use on board a vessel are composed of three -strands, laid RIGHT HANDED, (1.) or, as it is called, _with the sun_. -Occasionally a piece of large rope will be found laid up in four -strands, also _with_ the sun. This is generally used for standing -rigging, tacks, sheets, &c., and is sometimes called _shroud-laid_. - -A CABLE-LAID ROPE (2.) is composed of nine strands, and is made by -first laying them into three ropes of three strands each, _with_ the -sun, and then laying the three ropes up together into one, left-handed, -or _against_ the sun. Thus, cable-laid rope is like three small common -ropes laid up into one large one. Formerly, the ordinary three-stranded -right-hand rope was called _hawser-laid_, and the latter _cable-laid_, -and they will be found so distinguished in the books; but among -sea-faring men now, the terms _hawser-laid_ and _cable-laid_ are -applied indiscriminately to nine-strand rope, and the three stranded, -being the usual and ordinary kind of rope, has no particular name, or -is called right-hand rope. - -Right-hand rope must be coiled _with_ the sun, and cable-laid rope -_against_ the sun. - -SPUNYARN is made by twisting together two or more yarns taken from old -standing rigging, and is called two-yarn or three-yarn spunyarn, -according to the number of yarns of which it is composed. Junk, or old -rigging, is first unlaid into strands, and then into yarns, and the -best of these yarns made up into spunyarn, which is used for worming, -serving, seizing, &c. Every merchant vessel carries a spunyarn-winch, -for the manufacturing of this stuff, and in making it, the wheel is -turned _against_ the sun, which lays the stuff up with the sun. - -WORMING a rope, is filling up the divisions between the strands, by -passing spunyarn along them, to render the surface smooth for -parcelling and serving. - -PARCELLING a rope is wrapping narrow strips of canvass about it, well -tarred, in order to secure it from being injured by rain-water lodging -between the parts of the service when worn. The parcelling is put on -_with_ the lay of the rope. - -SERVICE is the laying on of spunyarn, or other small stuff, in turns -round the rope, close together, and hove taut by the use of a -serving-board for small rope, and serving-mallet for large rope. Small -ropes are sometimes served without being wormed, as the crevices -between the strands are not large enough to make the surface very -uneven; but a large rope is always wormed and parcelled before being -served. The service is put on _against_ the lay of the rope. - -SPLICING, is putting the ends of ropes together by opening the strands -and placing them into one another, or by putting the strands of the -ends of a rope between those of the bight. - -A SHORT SPLICE. (3.) Unlay the strands for a convenient length; then -take an end in each hand, place them one within the other, and draw -them close. Hold the end of one rope and the three strands which come -from the opposite rope fast in the left hand, or, if the rope be large, -stop them down to it with a rope-yarn. Take the middle strand, which is -free, pass it _over_ the strand which is first next to it, and through -_under_ the second, and out between the second and third from it, and -haul it taut. Pass each of the six strands in the same manner; first -those on one side, and then those on the other. The same operation may -be repeated with each strand, passing each _over_ the third from it, -and _under_ the fourth, and through; or, as is more usual, after the -ends have been stuck once, untwist each strand, divide the yarns, pass -one half as above described, and cut off the other half. This tapers -the splice. - -A LONG SPLICE. (4.) Unlay the ends of two ropes to a distance three or -four times greater than for a short splice, and place them within one -another as for a short splice. Unlay one strand for a considerable -distance, and fill up the interval which it leaves with the opposite -strand from the other rope, and twist the ends of these two together. -Then do the same with two more strands. The two remaining strands are -twisted together in the place where they were first crossed. Open the -two last named strands, divide in two, take an overhand knot with the -opposite halves, and lead the ends over the next strand and through the -second, as the whole strands were passed for the short splice. Cut off -the other two halves. Do the same with the others that are placed -together, dividing, knotting, and passing them in the same manner. -Before cutting off any of the half strands, the rope should be got well -upon a stretch. Sometimes the whole strands are knotted then divided, -and the half strands passed as above described. - -AN EYE SPLICE. (5.) Unlay the end of a rope for a short distance, and -lay the three strands upon the standing part, so as to form an eye. Put -one end through the strand next to it. Put the next end over that -strand and through the second; and put the remaining end through the -third strand, on the other side of the rope. Taper them, as in the -short splice, by dividing the strands and sticking them again. - -A FLEMISH EYE. (6.) Take the end of a rope and unlay one strand. Form -an eye by placing the two remaining ends against the standing part. -Pass the strand which has been unlaid over the end and in the intervals -round the eye, until it returns down the standing part, and lies under -the eye with the strands. The ends are then scraped down, tapered, -marled, and served over with spunyarn. - -AN ARTIFICIAL OR SPINDLE EYE.--Unlay the end of a rope and open the -strands, separating each rope yarn. Take a piece of wood, the size of -the intended eye, and hitch the yarns round it. Scrape them down, marl, -parcel, and serve them. This is now usually called a FLEMISH EYE. - -A CUT SPLICE. (7.) Cut a rope in two, unlay each end as for a short -splice, and place the ends of each rope against the standing part of -the other, forming an oblong eye, of the size you wish. Then pass the -ends through the strands of the standing parts, as for a short splice. - -A GROMMET. (8.) Take a strand just unlaid from a rope, with all its -turns in it, and form a ring of the size you wish, by putting the end -over the standing part. Then take the long end and carry it twice round -the ring, in the crevices, following the lay, until the ring is -complete. Then take an overhand knot with the two ends, divide the -yarns, and stick them as in a long splice. - -A SINGLE WALL KNOT. (9.) Unlay the end of a rope. Form a bight with one -strand, holding its end down to the standing part in your left hand. -Pass the end of the next strand round this strand. Pass the remaining -strand round the end of the second strand, and up through the bight -which was made by the first strand. Haul the ends taut carefully, one -by one. - -A SINGLE WALL, CROWNED. (10.) Make the single wall as before, and lay -one end over the top of the knot. Lay the second end over the first, -and the third over the second and through the bight of the first. - -A DOUBLE WALL. (11.) Make the single wall slack, and crown it, as -above. Then take one end, bring it underneath the part of the first -walling next to it, and push it up through the same bight. Do the same -with the other strands, pushing them up through two bights. Thus made, -it has a double wall and a single crown. - -A DOUBLE WALL, DOUBLE CROWNED. (12.) Make the double wall, single -crowned, as above. Then lay the strands by the sides of those in the -single crown, pushing them through the same bight in the single crown, -and down through the double walling. This is sometimes called a TACK -KNOT, or a TOPSAIL SHEET KNOT. - -A MATTHEW WALKER KNOT. (13.) Unlay the end of a rope. Take one strand -round the rope and through its own bight; then the next strand -underneath, through the bight of the first, and through its own bight; -and the third strand underneath, through both the other bights, and -through its own bight. - -A SINGLE DIAMOND KNOT. (14.) Unlay the end of a rope for a considerable -distance, and with the strands form three bights down the side of the -rope, holding them fast with the left hand. Take the end of one strand -and pass it with the lay of the rope over the strand next to it, and up -through the bight of the third. Take the end of the second strand over -the third and up through the bight of the first. Take the end of the -third strand over the first and up through the bight of the second. -Haul taut, and lay the ends up together. - -A DOUBLE DIAMOND KNOT. (15.) Make a single diamond, as above, without -laying the ends up. Follow the lead of the single knot through two -single bights, the ends coming out at the top of the knot. Lead the -last strand through two double bights. Haul taut, and lay the ends up. - -A SPRITSAIL SHEET KNOT. (16.) Unlay two ends of a rope, and place the -two parts together. Make a bight with one strand. Wall the six strands -together, like a single walling made with three strands; putting the -second over the first, and the third over the second, and so on, the -sixth being passed over the fifth and through the bight of the first. -Then haul taut. It may be _crowned_ by taking two strands and laying -them over the top of the knot, and passing the other strands -alternately over and under those two, hauling them taut. It may be -_double walled_ by next passing the strands under the wallings on the -left of them, and through the small bights, when the ends will come up -for the second crowning; which is done by following the lead of the -single crowning, and pushing the ends through the single walling, as -with three strands, before described. This is often used for a _stopper -knot_. - -A STOPPER KNOT.--Single wall and double wall, without crowning, and -stop the ends together. - -A SHROUD KNOT.--Unlay the ends of two ropes, and place the strands in -one another, as for a short splice. Single wall the strands of one rope -round the standing part of the other, against the lay. Open the ends, -taper, marl, and serve them. - -A FRENCH SHROUD KNOT.--Place the ends of two ropes as before. Lay the -ends of one rope back upon their own part, and single wall the other -three strands round the bights of the first three and the standing -part. Taper the ends, as before. - -A BUOY-ROPE KNOT.--Unlay the strands of a cable-laid rope, and also the -small strands of each large strand. Lay the large ones again as before, -leaving the small ones out. Single and double wall the small strands -(as for a stopper knot) round the rope, worm them along the divisions, -and stop their ends with spunyarn. - -A TURKS-HEAD. (17.) This is worked upon a rope with a piece of small -line. Take a clove-hitch slack with the line round the rope. Then take -one of the bights formed by the clove-hitch and put it over the other. -Pass the end under, and up through the bight which is underneath. Then -cross the bights again, and put the end round again, under, and up -through the bight which is underneath. After this, follow the lead, and -it will make a turban, of three parts to each cross. - -TWO HALF-HITCHES. (18.) Pass the end of a rope round the standing part -and bring it up through the bight. This is a half-hitch. Take it round -again in the same manner for two half-hitches. - -A CLOVE-HITCH (19.) is made by passing the end of a rope round a spar, -over, and bringing it under and round behind its standing part, over -the spar again, and up through its own part. It may then, if necessary, -be stopped or hitched to its own part: the only difference between two -half-hitches and a clove-hitch being that one is hitched round its own -standing part, and the other is hitched round a spar or another rope. - -AN OVERHAND KNOT. (20.) Pass the end of a rope over the standing part, -and through the bight. - -A FIGURE-OF-EIGHT. (21.) Pass the end of a rope over and round the -standing part, up over its own part, and down through the bight. - -A BOWLINE KNOT. (22.) Take the end of a rope in your right hand, and -the standing part in your left. Lay the end over the standing part, and -with the left hand make a bight of the standing part over it. Take the -end under the lower standing part, up over the cross, and down through -the bight. - -A RUNNING BOWLINE.--Take the end round the standing part, and make a -bowline upon its own part. - -A BOWLINE UPON A BIGHT. (23.) Middle a rope, taking the two ends in -your left hand, and the bight in your right. Lay the bight over the -ends, and proceed as in making a bowline, making a small bight with -your left hand of the ends, which are kept together, over the bight -which you hold in your right hand. Pass the bight in your right hand -round under the ends and up over the cross. So far, it is like a common -bowline, only made with double rope instead of single. Then open the -bight in your right hand and carry it over the large bights, letting -them go through it, and bring it up to the cross and haul taut. - -A SQUARE KNOT. (24.) Take an overhand knot round a spar. Take an end in -each hand and cross them on the same side of the standing part upon -which they came up. Pass one end round the other, and bring it up -through the bight. This is sometimes called a REEF-KNOT. If the ends -are crossed the wrong way, sailors call it a GRANNY-KNOT. - -A TIMBER HITCH. (25.) Take the end of a rope round a spar, lead it -under and over the standing part, and pass two or more round-turns -round its own part. - -A ROLLING HITCH.--Pass the end of a rope round a spar. Take it round a -second time, nearer to the standing part. Then carry it across the -standing part, over and round the spar, and up through the bight. A -strap or a tail-block is fastened to a rope by this hitch. - -A bend, sometimes called a _rolling hitch_, is made by two round-turns -round a spar and two half-hitches round the standing part; but the name -is commonly applied to the former hitch. - -A BLACKWALL HITCH. (26.) Form a bight by putting the end of a rope -across and under the standing part. Put the bight over the hook of a -tackle, letting the hook go through it, the centre of the bight resting -against the back of the hook, and the end jammed in the bight of the -hook, by the standing part of the rope. - -A CAT'S PAW. (27.) Make a large bight in a rope, and spread it open, -putting one hand at one part of the bight and the other at the other, -and letting the standing part and end come together. Turn the bight -over from you, three times, and a small bight will be formed in each -hand. Bring the two small bights together, and put the hook of a tackle -through them both. - -A SHEET BEND. (28.) Pass the end of a rope up through the bight of -another, round both parts of the other, and under its own part. - -A FISHERMAN'S BEND. (29.) Used for bending studdingsail halyards to the -yard. Take two turns round the yard with the end. Hitch it round the -standing part and both the turns. Then hitch it round the standing part -alone. - -A CARRICK BEND. (30.) Form a bight by putting the end of a rope over -its standing part. Take the end of a second rope and pass it _under_ -the standing part of the first, _over_ the end, and _up_ through the -bight, _over_ its own standing part, and _down_ through the bight -again. - -A BOWLINE BEND.--This is the most usual mode of bending warps, and -other long ropes or cables, together. Take a bowline in the end of one -rope, pass the end of the other through the bight, and take a bowline -with it upon its own standing part. Long lines are sometimes bent -together with half-hitches on their own standing parts, instead of -bowlines, and the ends seized strongly down. - -A SHEEP-SHANK. (31.) Make two long bights in a rope, which shall -overlay one another. Take a half-hitch over the end of each bight with -the standing part which is next to it. - -A SELVAGEE.--Lay rope yarns round and round in a bight, and marl them -down with spunyarn. These are used for neat block-straps, and as straps -to go round a spar for a tackle to hook into, for hoisting. - -A MARLINSPIKE HITCH--Lay the marlinspike upon the seizing-stuff, and -bring the end over the standing part so as to form a bight. Lay this -bight back over the standing part, putting the marlinspike down through -the bight, under the standing part, and up through the bight again. - -TO PASS A ROUND SEIZING.--Splice a small eye in the end of the stuff, -take the other end round both parts of the rope, and reeve it through -the eye. Pass a couple of turns, then take a marlinspike-hitch, and -heave them taut. Pass six, eight or ten turns in the same manner, and -heave them taut. Put the end through under these turns and bring it out -between the two last turns, or through the eye, and pass five, seven or -nine turns (one less than the lower ones) directly over these, as -riders. The riders are not hove so taut. Pass the end up through the -seizings, and take two cross turns round the whole seizing between the -two, passing the end through the last turn, and heaving taut. If the -seizing is small cordage, take a wall-knot in the end; if spunyarn, an -overhand knot. The cross turns are given up now in nearly all vessels. -After the riding turns are passed, the end is carried under the turns, -brought out at the other end, and made fast snugly to the standing part -of the rigging. - -A THROAT SEIZING, where rigging is turned in, is passed and made fast -like the preceding, there being no cross turns. A neat way to pass a -throat seizing is to pass the turns rather slack, put a strap upon the -end of the rigging, take a handspike or heaver to it and bear it down, -driving home the seizing with a mallet and small fid. - -STOPPING, is fastening two parts of a rope together as for a round -seizing, without a crossing. - -NIPPERING, is fastening them by taking turns crosswise between the -parts, to jam them; and sometimes with a round turn before each cross. -These are called _racking turns_. Pass _riders_ over these and fasten -the end. - -POINTING.--Unlay the end of a rope and stop it. Take out as many yarns -as are necessary, and split each yarn in two, and take two parts of -different yarns and twist them up taut into _nettles_. The rest of the -yarns are combed down with a knife. Lay half the nettles down upon the -scraped part, the rest back upon the rope, and pass three turns of -twine taut round the part where the nettles separate, and hitch the -twine, which is called the _warp_. Lay the nettles backwards and -forwards as before, passing the warp, each time. The ends may be -whipped and snaked with twine, or the nettles hitched over the warp and -hauled taut. The upper seizing must be snaked. If the upper part is too -weak for pointing, put in a piece of stick. - -SNAKING a seizing, is done by taking the end under and over the outer -turns of the seizing alternately, passing over the whole. There should -be a marline-hitch at each turn. - -GRAFTING.--Unlay the ends of two ropes and put them together as for a -short splice. Make nettles of the strands as before. Pass the warp and -nettles belonging to the lower strands along the rope, as in pointing; -then the nettles of the upper strands in the same manner. Snake the -seizing at each end. - -FOXES are made by twisting together three or more rope-yarns by hand, -and rubbing them hard with tarred canvass. _Spanish foxes_ are made of -one rope-yarn, by unlaying it and laying it up the other way. - -GASKETS.--Take three or four foxes, middle them, and plait them -together into _sennit_. This is done by bringing the two outside foxes -alternately over to the middle. The outside ones are laid with the -right hand, and the remainder are held and steadied with the left. -Having plaited enough for an eye, bring all the parts together, and -work them all into one piece, in the same manner. Take out foxes at -proper intervals. When finished, one end must be laid up, the other -plaited, and the first hauled through. The name _sennit_ is generally -given to rope yarns plaited in the same manner with these foxes. Sennit -made in this way must have an odd number of parts. FRENCH SENNIT is -made with an even number, taken over and under every other time. - -TO BEND A BUOY-ROPE. Reeve the end through the eye in the other end, -put it over one arm of the anchor, and haul taut. Take a hitch over the -other arm. Or, take a clove-hitch over the crown, stopping the end to -its own part, or to the shank. - -TO PASS A SHEAR-LASHING.--Middle the lashing and take a good turn round -both legs, at the cross. Pass one end up and the other down, around and -over the cross, until half of the lashing is expended. Then ride both -ends back again on their own parts and knot them in the middle. Frap -the first and riding turns together on each side with sennit. - - - - -CHAPTER VIII. - -BLOCKS AND PURCHASES. - -Parts of a block. Made and morticed blocks. Bull's-eye. Dead-eye. -Sister-block. Snatch-block. Tail-block. Whip. Gun-tackle. Luff-tackle. -Whip-upon-whip. Luff-upon-luff. Watch or tail-tackle. Runner-tackle. - - -Blocks are of two kinds, _made_ and _morticed_. A _made block_ consists -of four parts,--the _shell_, or outside; the _sheave_, or wheel on -which the rope turns; the _pin_, or axle on which the wheel turns; and -the _strap_, either of rope or iron, which encircles the whole, and -keeps it in its place. The sheave is generally strengthened by letting -in a piece of iron or brass at the centre, called a _bush_. - -A MORTICED BLOCK is made of a single block of wood, morticed out to -receive a sheave. - -All blocks are single, double, or three-fold, according to the number -of sheaves in them. - -There are some blocks that have no sheaves; as follows: a _bull's-eye_, -which is a wooden thimble without a sheave, having a hole through the -centre and a groove round it; and a _dead-eye_, which is a solid block -of wood made in a circular form, with a groove round it, and three -holes bored through it, for the lanyards to reeve through. - -A SISTER-BLOCK is formed of one solid piece of wood, with two sheaves, -one above the other, and between the sheaves a score for the middle -seizing. These are oftener without sheaves than with. - -SNATCH-BLOCKS are single blocks, with a notch cut in one cheek, just -below the sheave, so as to receive the bight of a fall, without the -trouble of reeving and unreeving the whole. They are generally -iron-bound, and have a hook at one end. - -A TAIL-BLOCK is a single block, strapped with an eye-splice, and having -a long end left, by which to make the block fast temporarily to the -rigging. This tail is usually selvageed, or else the strands are opened -and laid up into sennit, as for a gasket. - -A TACKLE is a purchase formed by reeving a rope through two or more -blocks, for the purpose of hoisting. - -A WHIP is the smallest purchase, and is made by a rope rove through one -single block. - -A GUN-TACKLE PURCHASE is a rope rove through two single blocks and made -fast to the strap of the upper block. The parts of all tackles between -the fasts and a sheave, are called the _standing parts_; the parts -between sheaves are called _running parts_; and the part upon which you -take hold in hoisting is called the _fall_. - -A WHIP-UPON-WHIP is where the block of one whip is made fast to the -fall of another. - -A LUFF-TACKLE PURCHASE is a single and a double block; the end of the -rope being fast to the upper part of the single block, and the fall -coming from the double block. A luff-tackle upon the fall of another -luff-tackle is called _luff-upon-luff_. - -A WATCH-TACKLE or TAIL-TACKLE is a luff-tackle purchase, with a hook in -the end of the single block, and a tail to the upper end of the double -block. One of these purchases, with a short fall, is kept on deck, at -hand, in merchant vessels, and is used to clap upon standing and -running rigging, and to get a strain upon ropes. - -A RUNNER-TACKLE is a luff applied to a runner, which is a single rope -rove through a single block, hooked to a thimble in the eye of a -pennant. - -A SINGLE BURTON is composed of two single blocks, with a hook in the -bight of the running part. Reeve the end of your rope through the upper -block, and make it fast to the strap of the fly-block. Then make fast -your hook to the bight of the rope, and reeve the other end through the -fly-block for a fall. The hook is made fast by passing the bight of the -rope through the eye of the hook and over the whole. - - - - -CHAPTER IX. - -MAKING AND TAKING IN SAIL. - -To loose a sail. To set a course--Topsail--Topgallant -sail--Royal--Skysail--Jib--Spanker--Spencer. To take in a -course--Topsail--Topgallant sail or royal--Skysail--Jib--Spanker. To -furl a royal--Topgallant sail--Topsail--Course--Jib. To stow a jib in -cloth. To reef a topsail--Course. To turn out reefs. To set a -topgallant studdingsail. To take in do. To set a topmast studdingsail. -To take in do. To set a lower studdingsail. To take in do. - - -TO LOOSE A SAIL.--Lay out to the yard-arms and cast off the gaskets, -beginning at the outermost and coming in.[2] When the gaskets are cast -off from both yard-arms, then let go the bunt gasket, (and jigger, if -there be one,) and overhaul the buntlines and leechlines. In loosing a -topsail in a gale of wind, it is better to cast off the -quarter-gaskets, (except the one which confines the clew,) before those -at the yard-arms. Royals and topgallant sails generally have one long -gasket to each yard-arm; in which case it is not necessary to go out -upon the yard, but the gaskets, after being cast off, should be -fastened to the tye by a bowline. - - [2] If only one yard-arm is loosed at a time, let the lee one - be loosed first. - -TO SET A COURSE.--Loose the sail and overhaul the buntlines and -leechlines. Let go the clew-garnets and overhaul them, and haul down on -the sheets and tacks. If the ship is close-hauled, ease off the lee -brace, slack the weather lift and clew-garnet, and get the tack well -down to the water-ways. If it is blowing fresh and the ship -light-handed, take it to the windlass. When the tack is well down, -sharpen the yard up again by the brace, top it well up by the lift, -reeve and haul out the bowline, and haul the sheet aft. - -If the wind is quartering, the mainsail is carried with the weather -clew hauled up and the sheet taken aft. With yards squared, the -mainsail is never carried, but the foresail may be to advantage, -especially if the swinging booms are out; in which case the heavy tack -and sheet-blocks may be unhooked, and the _lazy sheets_ hooked on and -rove through a single tail-block, made fast out on the boom. This -serves to extend the clews, and is called a _pazaree_ to the foresail. - -TO SET A TOPSAIL.--Loose the sail, and keep one hand in the top to -overhaul the rigging. Overhaul well the buntlines, clewlines, and -reef-tackles, let go the topgallant sheets and topsail braces, and haul -home on the sheets. Merchant vessels usually hoist a little on the -halyards, so as to clear the sail from the top, then belay them and get -the lee sheet chock home; then haul home the weather sheet, shivering -the sail by the braces to help it home, and hoist on the halyards until -the leeches are well taut, taking a turn with the braces, if the wind -is fresh, and slacking them as the yard goes up. - -After the sail is set, it is sometimes necessary to get the sheets -closer home. Slack the halyards, lee brace, and weather bowline, clap -the watch-tackle upon the lee sheet first, and then the weather one, -shivering the sail by the braces if necessary. Overhaul the clewlines -and reef-tackles, slack the topgallant sheets, and hoist the sail up, -taut leech, by the halyards. - -TO SET A TOPGALLANT SAIL OR ROYAL.--Haul home the lee sheet, having one -hand aloft to overhaul the clewlines, then the weather sheet, and hoist -up, taut leech, by the halyards. While hauling the sheets home, if on -the wind, brace up a little to shake the sail, take a turn with the -weather brace, and let go the lee one; if before the wind, let go both -braces; and if the wind is quartering, the lee one. - -TO SET A FLYING SKYSAIL.--If bent in the manner described in this book, -let go the brails and royal stay, and hoist on the halyards. - -TO SET A JIB, FLYING-JIB, OR FORE TOPMAST STAYSAIL.--Cast off the -gasket, hoist on the halyards, and trim down the sheet. - -TO SET A SPANKER.--Hoist on the topping-lifts, make fast the weather -one, and overhaul the lee one. Let go the brails, and haul out on the -outhaul. Be careful not to let the throat brail go before the head and -foot. Trim the boom by the sheets and guys, and the gaff by the vangs. - -TO SET A SPENCER.--Take the sheet to the deck on the lee side of the -stay, let go the brails, haul on the sheet, and trim the gaff by the -vangs. - -TO TAKE IN A COURSE.--If the wind is light and there are hands enough, -let go the tack, sheet, and bowline, and haul up on the clew-garnets, -buntlines, and leechlines, being careful not to haul the buntlines taut -until the clews are well up. If light-handed, or the wind fresh, let go -the bowline and ease off the tack, (being careful to let the bowline go -before the tack,) and haul up the weather clew. Then ease off the sheet -and haul up on the lee clew-garnet, and the buntlines and leechlines. - -TO TAKE IN A TOPSAIL.--The usual mode of taking in a topsail when -coming to anchor in light winds, is to lower away on the halyards and -haul down on the clewlines and reef-tackles, (if the latter run in the -way described in this book,) until the yard is down by the lifts, -rounding in on the weather brace, and hauling taut to leeward, when the -yard is square. Then let go the sheets and haul up on the clewlines and -buntlines. A better way is to start the sheets, clew about one third -up, then let go the halyards and take the slack in. - -If the wind is fresh, and the yard braced up, lower away handsomely on -the halyards, get the yard down by the clewlines and reef-tackles, -rounding in on the weather brace, and steadying the yard by both -braces. Then let go the weather sheet and haul up to windward first. -The weather clew being up, let go the lee sheet and haul up by the -clewline and buntlines, keeping the clew in advance of the body of the -sail. - -Sometimes, if the weather brace cannot be well rounded in, as if a ship -is weak-handed, the sail may be clewed up to leeward a little, first. -In which case, ease off the lee sheet, and haul up on the clewline; -ease off the lee brace and round the yard in; and when the lee clew is -about half up, ease off the weather sheet and haul the weather clew -chock up. Haul the buntlines up after the weather clew, and steady the -yard by the braces. There is danger in clewing up to leeward first that -the sail may be shaken and jerked so as to split, before the weather -clew is up; whereas, if clewed up to windward first, the lee clew will -keep full, until the lee sheet is started. - -When coming to anchor, it is the best plan to haul the clews about half -up before the halyards are let go. - -In taking in a close-reefed topsail in a gale of wind, the most general -practice is to clew up to windward, keeping the sail full; then lower -away the halyards, and ease off the lee sheet; clew the yard down, and -haul up briskly on the lee clewline and the buntlines, bracing to the -wind the moment the lee sheet is started. - -TO TAKE IN A TOPGALLANT SAIL OR ROYAL.--If the wind is light, and from -aft or quartering, let go the halyards and clew down, squaring the yard -by the braces. Then start the sheets and clew up, and haul up the -buntlines. If the yard is braced up, the old style was to let go the -halyards, clew down and round in on the weather brace; clewing up to -windward first, then start the lee clew, and haul up the lee clewline -and the buntlines. But the practice now is to clew up to leeward first, -which prevents the slack of the sail getting too much over to leeward, -or foul of the clewline block under the yard, as it is apt to, if the -weather clew is hauled up first. - -If the wind is very fresh, and the vessel close-hauled, a good practice -is to let go the lee sheet and halyards, and clew down, rounding in at -the same time on the weather brace. Then start the weather sheet, and -haul the weather clew chock up. Haul up the buntlines and steady the -yard by the braces. - -TO TAKE IN A SKYSAIL.--If bent in the way described in this book, which -is believed to be the most convenient, let go the halyards, haul down -on the brails, and haul taut the royal stay. - -TO TAKE IN A JIB.--Let go the halyards, haul on the downhaul, easing -off the sheet as the halyards are let go. - -TO TAKE IN A SPANKER.--Ease off the outhaul, and haul well up on the -lee brails, taking in the slack of the weather ones. Mind particularly -the lee throat-brail. Haul the boom amidships and steady it by the -guys, lower the topping lifts, and square the gaff by the vangs. - -TO FURL A ROYAL.--This sail is usually furled by one person, and is -that upon which green hands are practised. For the benefit of -beginners, I will give particular directions. When you have got aloft -to the topgallant mast-head, see, in the first place, that the yard is -well down by the lifts, and steadied by the braces; then see that both -clews are hauled chock up to the blocks, and if they are not, call out -to the officer of the deck, and have it done. Then see your yard-arm -gaskets clear. The best way is to cast them off from the tye, and lay -them across, between the tye and the mast. This done, stretch out on -the weather yard-arm, get hold of the weather leech, and bring it in to -the slings taut along the yard. Hold the clew up with one hand, and -with the other haul all the sail through the clew, letting it fall in -the bunt. Bring the weather clew a little over abaft the yard, and put -your knee upon it. Then stretch out to leeward and bring in the lee -leech in the same manner, hauling all the sail through the clew, and -putting the clew upon the yard in the same way, and holding it there by -your other knee. Then prepare to make up your bunt. First get hold of -the foot-rope and lay it on the yard and abaft; then take up the body -of the sail, and lay it on the yard, seeing that it is all fairly -through the clews. Having got all the sail upon the yard, make a _skin_ -of the upper part of the body of the sail, large enough to come well -down abaft and cover the whole bunt when the sail is furled. Lift the -skin up, and put into the bunt the slack of the clews (not too taut,) -the leech and foot-rope, and the body of the sail; being careful not to -let it get forward under the yard or hang down abaft. Then haul your -bunt well upon the yard, smoothing the skin, and bringing it down well -abaft, and make fast the bunt-gasket round the mast, and the jigger, if -there be one, to the tye. The glut will always come in the middle of -the bunt, if it is properly made up. Now take your weather yard-arm -gasket and pass it round the yard, three or four times, haul taut, and -make it fast to the mast; then the lee one in the same manner. Never -make a long gasket fast to its own part round the yard, for it may work -loose and slip out to the yard-arm. Always pass a gasket _over_ the -yard and down abaft, which will help to bring the sail upon the yard. - -A TOPGALLANT SAIL is furled in the same manner, except that it usually -requires two men, in a large vessel; in which case, each man takes a -yard-arm, and they make the bunt up together. If there are buntlines -and a jigger, the bunt may be triced well up, by bending the jigger to -the bight of a buntline, and having it hauled taut on deck. - -TO FURL A TOPSAIL OR COURSE.--The sail being hauled up, lay out on the -yard, the two most experienced men standing in the slings, one on each -side of the mast, to make the bunt up. The light hands lay out to the -yard-arms, and take the leech up and bring it taut along the yard. In -this way the clews are reached and handed to the men in the bunt, and -the slack of the sail hauled through them and stowed away on and abaft -the yard. The bunt being made up fairly on the yard against the mast, -and the skin prepared, let it fall a little forward, and stow all the -body of the sail, the clews, bolt-rope, and blocks, away in it; then, -as many as can get hold, lend a hand to haul it well upon the yard. -Overhaul a buntline a little, bend the jigger to it, and trice up on -deck. Bring the skin down well abaft, see that the clews are not too -taut, pass the bunt gasket, cast the jigger off, and make it fast slack -to the tye. Then pass the yard-arm gaskets, hauling the sail well upon -the yard, and passing the turns over the yard, and down abaft. If the -sail has long gaskets, make them fast to the tye; if short, pass them -in turns close together, and make them fast to their own parts, jammed -as well as possible. - -TO FURL A JIB.--Go out upon the weather side of the boom. See your -gasket clear for passing. The handiest way usually is, to make it up on -its end, take a hitch over the whole with the standing part, and let it -hang. Haul the sail well upon the boom, getting the clew, and having -the sheet pennant hauled amidships. Cast the hitch off the gasket, take -it in your hand, and pass two or three turns, beginning at the head; -haul them taut; and so on to the clew. Pass the turns over and to -windward. This will help to bring the sail upon the boom and to -windward. Make the end fast to the stay, to the withe, or to the boom -inside the cap, in any way that shall keep it from slipping back, which -it might do if made fast to its own part round the boom. If there is -but one hand on the boom, the first turns may be hauled taut enough to -keep the sail up for the time; then, after the gasket is fast, go out -to the head, and haul each turn well taut, beating the sail down with -the hand. Be careful to confine the clew well. - -TO STOW A JIB IN CLOTH.--Haul the jib down snugly, and get it fairly up -on the boom. Overhaul the after leech until you come to the first -straight cloth. Gather this cloth over the rest of the sail on the -boom, stopping the outer end of the cloth with a rope-yarn round the -jib stay. If the jib halyards are double, stop the block inside the -sail. Cover the sail well up with the cloth, stopping it at every two -feet with rope-yarns round the sail and boom. If you are to lie in port -for a long time, cast off the pennant, stow the clew on the boom, -snugly under the cloth, which will be stopped as before with -rope-yarns. - -TO REEF A TOPSAIL.--Round in on the weather brace, ease off the -halyards, and clew the yard down by the clewlines and reef-tackles. -Brace the yard in nearly to the wind, and haul taut both braces. Haul -out the reef-tackles, make fast, and haul taut the buntlines. Before -going upon the yard, see that it is well down by the lifts. Let the -best men go to the yard-arms, and the light hands remain in the slings. -Cast adrift the weather earing, pass it _over_ the yard-arm outside the -lift, down abaft and under the yard, and _up_ through the reef-cringle. -Haul well out, and take a round-turn with the earing round the cringle. -Then pass several turns round the yard and through the cringle, hauling -them well taut, passing the turns _over_ the yard, down abaft and -under, and _up_ through the cringle.[3] Having expended nearly all the -earing, hitch the remainder round the two first parts, that go outside -the lift, jamming them together and passing several turns round them -both to expend the rope. The bare end may be hitched to these two parts -or to the lift. The men on the yard light the sail out to windward by -the reef-points, to help the man at the weather yard-arm in hauling out -his earing. As soon as the weather earing is hauled out and made secure -by a turn or two, the word is passed--"Haul out to leeward," and the -lee earing is hauled out till the band is taut along the yard, and made -fast in the same manner. Then the men on the yard tie the reef-points -with square knots, being careful to take the after points clear of the -topgallant sheets. - - [3] Be careful to pass the turns clear of the topgallant - sheets. - -In reefing, a good deal depends upon the way in which the yard is laid. -If the yard is braced too much in, the sail catches flat aback and -cannot be hauled out, besides the danger of knocking the men off the -foot-ropes. The best way is to shiver the sail well till the yard is -down, then brace it in with a slight full, make the braces fast, and -luff up occasionally and shake the sail while the men are reefing. If -you are going before the wind, you may, by putting your helm either -way, and bringing the wind abeam, clew the yard down as the sail lifts, -and keep her in this position, with the yard braced sharp up, until the -sail is reefed; or, if you are not willing to keep off from your -course, and the wind is very fresh, clew down and clew up, and reef as -before directed. - -All the reefs are taken in the same way except the _close reef_. In -close reefing, pass your earing _under_ the yard, up abaft and over, -and _down_ through the cringle. Pass all your turns in the same manner; -and bring the reef-band well under the yard in knotting, so as to cover -the other reefs. - -As soon as the men are off the yard, let go the reef-tackles, -clewlines, buntlines, and topgallant sheets; man the halyards, let go -the lee brace, slack off the weather one, and hoist away. When well up, -trim the yard by the braces, and haul out the bowlines. A reefed sail -should never be braced quite sharp up, and if there is a heavy sea and -the vessel pitches badly, ease the braces a little, that the yard may -play freely, and do not haul the leech too taut. - -TO REEF A COURSE.--As a course generally has no reef-tackle, you must -clew it up as for furling, according to the directions before given, -except that the clews are not hauled chock up. Lay out on the yard and -haul out the earings, and knot the points as for the first reef of a -topsail, seeing them clear of the topsail sheets. If a long course of -bad weather is anticipated, as in doubling the southern capes, or -crossing the Atlantic in winter, reef-tackles are rove for the courses. - -If there are any studdingsail booms on the lower or topsail yards, they -must be triced up before reefing. - -TO TURN OUT REEFS.--For a topsail, haul taut the reef-tackles and -buntlines, settle a little on the halyards, if necessary; lay aloft, -and cast off all the reef-points, beginning at the bunt and laying out. -Be careful to cast all off before slacking up the earing; for, when -there is more than one reef, a point may be easily left, if care is not -taken. Have one hand at each earing, cast off all the turns but enough -to hold it, and when both earings are ready, ease off both together. -Pass the end of the earing through the cringle next above its own, and -make it fast slack to its own part by a bowline knot. Lay in off the -yard, let go reef-tackles, clewlines, buntlines, and topgallant sheets; -overhaul them in the top and hoist away, slacking the braces and -trimming the yard. The reefs of a course are turned out a good deal in -the same manner; slacking up the sheet and tack, if necessary, and, -when the earings are cast off, let go clew-garnets, buntlines and -leechlines, board the tack, and haul aft the sheet. - -TO SET A TOPGALLANT STUDDINGSAIL.--This sail is always set from the -top; the sail, together with the tack and halyards in two coils, being -kept in the top. If there is but one hand aloft, take the end of the -halyards aloft, _abaft_ everything, and reeve it _up_ through the block -at the topgallant mast-head, and _down_ through the sheave-hole or -block at the topgallant yard-arm, _abaft_ the sheet, and bring it into -the top, forward of the rigging, and make it fast to the forward -shroud. Take the end of your tack out on the topsail yard, _under_ the -brace, reeve it _up_ through the block at the end of the topgallant -studdingsail boom, bring it in _over_ the brace, overhauling a plenty -of it so as to let the boom go out, and hitch it to the topmast rigging -while you rig your boom out. Cast off the heel-lashing and rig your -boom out to the mark, slue the boom with the block up and make fast -round the yard. (The easiest way of passing the boom-lashing is to take -it over the yard and put a bight up between the head-rope and yard; -then take the end back over the yard and boom and through the bight, -and haul taut. This may be done twice, if necessary, and then hitch it -round all parts, between the boom and the yard.) The boom being rigged -out and fast, take the end of your tack down into the top and hitch it -to the forward shroud. Then take the coil of the tack and throw the -other end down on deck, outside of the rigging and backstays. (It is -well, in throwing the coil down, to keep hold of the bight with one -hand, for otherwise, if they should miss it on deck, you will have to -rig in your boom.) Throw down the hauling end of your halyards abaft -and inside everything. Now get your sail clear for sending out. Lay the -yard across the top, forward of the rigging, with the outer end out. -Bend your halyards to the yard by a fisherman's bend, about one third -of the way out. Take your tack under the yard and bend it by a -sheet-bend to the outer clew, and pay down the sheet and downhaul -through the lubber-hole. All being clear for hoisting, sway away on the -halyards on deck, the men in the top guying the sail by the sheet and -downhaul, the latter being hauled taut enough to keep the outer clew up -to the inner yard-arm. (Sometimes it is well to make up the downhaul as -is done with the downhaul of the topmast studdingsail.) When the sail is -above the brace, haul out on the tack, sway the yard chock up by the -halyards, and trim the sheet down. Make the end of the downhaul fast -slack. - -A weather topgallant or topmast studdingsail should be set abaft the -sail, and a lee one forward of the sail. Therefore, in setting a lee -topgallant studdingsail, it is well to send it out of the top with a -turn in it, that is, with the inner yard-arm slued forward and out, so -that when the tack and sheet are hauled upon, the inner yard-arm will -swing forward of the topgallant sail.[4] - - [4] It will assist this operation to keep hold of the outer - leech until the sail is clear of the top. - -Small sized vessels have no downhaul to the topgallant studdingsails. -This saves confusion, and is very well if the sail is small. - -TO TAKE IN A TOPGALLANT STUDDINGSAIL.--Let go the tack and clew up the -downhaul, dipping the yard abaft the leech of the topgallant sail, if -it is forward. Lower away handsomely on the halyards, hauling down on -the sheet and downhaul. When the yard is below the topsail brace, lower -roundly and haul into the top, forward of the rigging. - -If the sail is taken in temporarily, stand the yard up and down and -becket it to the middle topmast shroud; make the sail up, hitch the -bight of the tack and halyards to the forward shroud, and haul up the -sheet and downhaul. If everything is to be stowed away, unreeve the -tack and halyards, and coil them away separately in the top; also coil -away the sheets and downhaul, and stop all the coils down by hitches -passed through the slats of the top. Rig the boom in and make it fast -to the tye. Sometimes the halyards are unrove from the yard-arm and -rounded up to the span-block, with a knot in their end. - -TO SET A TOPMAST STUDDINGSAIL.--The topmast studdingsail halyards are -generally kept coiled away in the top. Take the end up, reeve it _up_ -through the span-block at the cap, and _out_ through the block at the -topsail yard-arm, and pay the end down to the forecastle, forward of -the yard and outside the bowline. Pay the hauling end down through the -lubber-hole. Reeve your lower halyards. These are usually kept coiled -away in the top, with the pennant, which hooks to the cap of the lower -mast. Hook the pennant, reeve the halyards _up_ through the pennant -block, _out_ through the block on the boom-end, and pay the end down to -the forecastle. Pay the hauling end down _forward_ of the top. (Some -vessels keep their top-mast studdingsail tacks coiled away at the -yard-arm, and hitched down to the boom and yard. This is a clumsy -practice, and saves no time or trouble. The best way is to unreeve them -whenever the boom is to be rigged in, and coil them away in the bow of -the long-boat, or elsewhere. There is no more trouble, and less -liability to confusion, in reeving them afresh, than in coiling them -away and clearing again on the yard-arms.) Carry your tack outside the -backstays and lower rigging, clear of everything, out upon the lower -yard under the brace; reeve it _forward_ through the tack-block at the -boom-end, first sluing the block up, and pay the end down forward of -the yard. Rig the boom out to the mark and lash it. Get the -studdingsail on the forecastle clear for setting. Bend the halyards to -the yard, about one half of the way out. Hitch the end of the downhaul -over the inner yard-arm by the eye in its end, reeve it through the -lizard on the outer leech, and through the block at the outer clew -abaft the sail. Bend the tack to the outer clew, and take a turn with -the sheet. Clew the yard down by the downhaul, and make the downhaul up -just clear of the block, by a catspaw doubled and the bight of the -running part shoved through the bight of all the parts, so that hauling -on it may clear it and let the yard go up. Hoist on the halyards until -the sail is above the lower yard, guying it by the sheet and downhaul, -then haul out on the tack until the clew is chock out to the boom-end, -hoist on the halyards, jerking the downhaul clear, and trim down the -sheet. - -TO TAKE IN A TOPMAST STUDDINGSAIL.--Lower away handsomely on the -halyards, clewing the yard down to the outer clew by the downhaul. -Slack up the tack, and lower away on the halyards, hauling down well on -the sheet and downhaul, till the sail is in upon the forecastle. The -sail may be made up on the forecastle, and the end of the tack and -halyards made fast forward, if it is to be soon set again. If not, cast -off all, unreeve your tack, hauling from aft, and coil it away. Unreeve -the halyards, or round them up to the block at the mast-head with a -knot in their end. Rig the boom in, and lash it to the slings. - -TO SET A LOWER STUDDINGSAIL.--Before rigging out the top-mast -studdingsail boom, the lower halyards should always be rove, as before -directed. Reeve the inner halyards _out_ through a small single block -under the slings of the lower yard, and through another about two -thirds of the way out, and pay the end down upon the forecastle for -bending. Get the studdingsail clear, bend the outer halyards to the -yard, and the inner halyards to the inner cringle at the head of the -sail. Reeve the outhaul through the block at the swinging-boom-end, and -bend the forward end to the outer clew of the sail. Hook the -topping-lift and forward guy to the boom, and top up on it. Haul on the -forward guy, and ease off the after one, slacking away a little on the -topping-lift, until the boom is trimmed by the lower yard; then make -fast the guys and lift. Haul well taut the fore lift and brace, and -belay. Take a turn with one sheet, hoist away on the outer halyards, -and when about one third up, clear the downhaul, haul chock out on the -outhaul, and hoist well up by the halyards, which will serve as a lift -to the topmast studdingsail boom; and then set taut on the inner -halyards and trim down the sheet. The practice now is, and it is found -most convenient, to set the sail before rigging out the boom; then clap -on the outhaul and forward guy, and trim the boom by the lower yard. - -TO TAKE IN A LOWER STUDDINGSAIL.--Let go the outhaul, and haul on the -clewline till the outer clew is up to the yard. Then lower away the -outer halyards, and haul in on the sheet and clewline. When the sail is -in over the rail, lower away the inner halyards. If the booms are to be -rigged in, cast off all the gear; making the bending end of the outhaul -fast in-board, and unreeving the outer and inner halyards, or running -the outer up to the pennant block, and the inner up to the yard block, -with knots in their ends. Ease off the forward guy with a turn, haul in -on the after guy, topping well up by the lift, and get the boom -alongside. Rig in the topmast studdingsail boom before unreeving the -outer halyards. It is a convenient practice, when the swinging boom is -alongside, to hook the topping-lift to a becket or thimble at the -turning in of the fore swifter, and the forward guy to a strap and -thimble on the spritsail yard. - -In strong winds it is well to have a boom-brace-pennant fitted to the -topmast studdingsail boom-end with a single block, making a whip -purchase, the hauling part leading to the gangway, and belaying at the -same pin with the tack; or else, the brace may lead to the gangway, and -the tack be brought in through blocks on the yard, and lead down on -deck, beside the mast. The former mode is more usual. - -The topmast studdingsail is sometimes made with a reef in it, to be -carried with a single reefed topsail; in which case it is reefed on -deck to the yard and sent out as before. - - - - -CHAPTER X. - -GENERAL PRINCIPLES OF WORKING A SHIP. - -Action of the water upon the rudder. Headway. Sternway. Action of the -wind upon the sails. Head-sails. After-sails. Centre of gravity or -rotation. Turning a ship to or from the wind. - - -A ship is acted upon principally by the rudder and sails. When the -rudder is fore-and-aft, that is, on a line with the keel, the water -runs by it, and it has no effect upon the ship's direction. When it is -changed from a right line to one side or the other, the water strikes -against it, and forces the stern in an opposite direction. For -instance, if the helm is put to the starboard, the rudder is put off -the line of the keel, to port. This sends the stern off to the -starboard, and, of course, the ship turning on her centre of gravity, -her head goes in an opposite direction, to port. If the helm is put to -port, the reverse will follow, and the ship's head will turn off her -course to starboard. Therefore the helm is always put in the opposite -direction from that in which the ship's head is to be moved. - -Moving the rudder from a right line has the effect of deadening the -ship's way more or less, according as it is put at a greater or less -angle with the keel. A ship should therefore be so balanced by her -sails that a slight change of her helm may answer the purpose. - -If a vessel is going astern, and the rudder is turned off from the line -of the keel, the water, striking against the back of the rudder, pushes -the stern off in the same direction in which the rudder is turned. For -instance, if sternway is on her, and the helm is put to the starboard, -the rudder turns to port, the water forces the stern in the same -direction, and the ship's head goes off to the starboard. Therefore, -when sternway is on a vessel, put the helm in the same direction in -which the head is to be turned. - -A current or tide running astern, that is, when the ship's head is -toward it, will have the same effect on the rudder as if the ship were -going ahead; and when it runs forward, it will be the same as though -the ship were going astern. - -It will now be well to show how the sails act upon a ship, with -reference to her centre of rotation. Suppose a vessel to be rigged with -three sails, one in the forward part, one at the centre, and the third -at the after part, and her left or larboard side to be presented to the -wind, which we will suppose to be abeam, or at right angles with the -keel. If the head sail only were set, the effect would be that the wind -would send the vessel a little ahead and off to the starboard on her -centre of rotation, so as to bring her stern slowly round to the wind. -If the after sail only were set, the vessel would shoot ahead a little, -her stern would go off to the starboard and her head come up into the -wind. If only the centre sail were set, the effect would be the same as -if all three of the sails were set, and she would go ahead in a -straight line. So far, we have supposed the sails to be set _full_; -that is, with their tacks forward and their sheets aft. If they were -all set _aback_, the vessel would go astern nearly, if the rudder were -kept steady, in a straight line. If the head sail only is set and -aback, she will go astern and round upon her axis, with her head from -the wind, much quicker than if full. So, if the after sail alone were -set and aback, she would go astern, and her head would come suddenly -into the wind. - -These principles of the wind acting upon the sails, and the water upon -the rudder, are the foundation of the whole science of working a ship. -In large vessels the sails are numerous, but they may all be reduced to -three classes, viz., head sails, or those which are forward of the -centre of gravity or rotation, having a tendency to send the ship's -head off from the wind; after sails, or those abaft the centre of -rotation, and which send the stern off and the head toward the wind; -and lastly, centre sails, which act equally on each side the centre of -rotation, and do not turn the ship off her course one way or the other. -These classes of sails, if set aback, tend to stop the headway and send -the ship astern, and also to turn her off her course in the same -direction as when set full, but with more rapidity. The further a sail -is from the centre of rotation, the greater is its tendency to send the -ship off from the line of her keel. Accordingly, a jib is the strongest -head sail, and a spanker the strongest after sail. - -The centre of rotation is not necessarily at the centre of the ship. On -the contrary, as vessels are now built, it may not be much abaft that -part of the deck to which the main tack is boarded. For the main -breadth, or dead-flat, being there, the greatest cavity will also be -there, and of course the principal weight of the cargo should centre -there, as being the strongest part. Therefore the centre of rotation -will greatly depend upon proper stowage. If the ship is much by the -stern, the centre of rotation will be carried aft, and if by the head, -it will be carried forward. The cause of this is, that when loaded down -by the stern, her after sails have but little effect to move her stern -against the water, and a very slight action upon the forward sails will -send her head off to leeward, as she is there light and high in the -air. Accordingly, to keep her in a straight line, the press of sail is -required to be further aft, or, in other words, the centre of rotation -is further aft. If a ship is loaded down by the head, the opposite -results follow, and more head and less after sail is necessary. - -A ship should be so stowed, and have her sails so trimmed, that she may -be balanced as much as possible, and not be obliged to carry her helm -much off the line of her keel, which tends to deaden her way. If a ship -is stowed in her best sailing trim, and it is found, when on a wind, -that her head tends to windward, obliging her to carry a strong weather -helm, it may be remedied by taking in some after sail, or adding head -sail. So, if she carries a lee helm, that is, if her head tends to fly -off from the wind, it is remedied by taking in head or adding after -sail. Sometimes a ship is made to carry a weather helm by having too -much head sail set aloft. For, if she lies much over on a wind, the -square sails forward have a tendency to press her downwards and raise -her proportionally abaft, so that she meets great resistance from the -water to leeward under her bows, while her stern, being light, is -easily carried off; which, of course, requires her to carry a weather -helm. - -The general rules, then, for turning a ship, are these: to bring her -head to the wind,--put the helm to leeward, and bring the wind to act -as much as possible on the after sails, and as little as possible on -the head sails. This may be done without taking in any sail, by letting -go the head sheets, so that those sails may lose their wind, and by -pointing the head yards to the wind, so as to keep the head sails -shaking. At the same time keep the after sails full, and flatten in the -spanker sheet; or, if this is not sufficient, the after sails may be -braced aback, which will send the stern off and the head to windward. -But as this makes back sails of them, and tends to send the vessel -astern, there should be either head or centre sails enough filled to -counteract this and keep headway upon her. On the other hand, to turn -the head off from the wind, put the helm to windward, shiver the after -sails, and flatten in the head sheets. Brace the head yards aback if -necessary, being careful not to let her lose headway if it can be -avoided. - -The vessel may be assisted very much in going off or coming to, by -setting or taking in the jib and spanker; which, if the latter is -fitted with brails, are easily handled. - - - - -CHAPTER XI. - -TACKING, WEARING, BOXING, &C. - -Tacking without fore-reaching. Tacking against a heavy sea. Hauling off -all. To trim the yards. Flattening in. Missing stays. Wearing--under -courses--under a mainsail--under bare poles. Box-hauling--short round. -Club-hauling. Drifting in a tide-way. Backing and filling in do. -Clubbing in do. - - -TACKING.--Have the ship so suited with sails that she may steer herself -as nearly as possible, and come to with a small helm. Keep her a good -full, so that she may have plenty of headway. _Ready, About!_ Send all -hands to their stations. The chief mate and one, two, or more of the -best men, according to the size of the vessel, on the forecastle, to -work the head sheets and bowlines and the fore tack; two or more good -men (one usually a petty officer, or an older and trusty seaman) to -work the main tack and bowline. The second mate sees the lee fore and -main braces clear and ready for letting go, and stands by to let go the -lee main braces, which may all be belayed to one pin. Put one hand to -let go the weather cross-jack braces, and others to haul in to leeward; -the cook works the fore sheet, and the steward the main; station one or -more at the spanker sheet and guys; and the rest at the weather main -braces. - -Ease the helm down gradually; _Helm's a-lee!_ and let go the jib sheet -and fore sheets. As soon as the wind is parallel with the yards, -blowing directly upon the leeches of the square sails, so that all is -shaking, _Raise tacks and sheets!_ and let go the fore and main tacks -and main sheet, keeping the fore and main bowline fast. As soon as her -head is within a point or a point and a half of the wind, _Mainsail -haul!_ let go the lee main and weather cross-jack braces, and swing the -after yards round. While she is head to the wind, and the after sails -are becalmed by the head sails, get the main tack down and sheet aft, -and right your helm, using it afterwards as her coming to or falling -off requires. As soon as she passes the direction of the wind, shift -your jib sheets over the stays, and when the after sails take full, or -when she brings the wind four points on the other bow, and you are sure -of paying off sufficiently, _Let go and haul!_ brace round the head -yards briskly, down fore tack and aft the sheet, brace sharp up and -haul your bowlines out, and trim down your head sheets. - -It is best to haul the mainsail just before you get the wind right -ahead, for then the wind, striking the weather leeches of the after -sails, forces them round almost without the braces, and you will have -time to brace up and get your tack down and sheet aft, when she has -payed off on the other side. - -If she falls off too rapidly while swinging your head yards, so as to -bring the wind abeam or abaft, _'Vast bracing!_ Ease off head sheets -and put your helm a-lee; and as she comes up, meet her and brace sharp -up. If, on the other hand, (as sometimes happens with vessels which -carry a strong weather helm,) she does not fall off after the after -sails take, be careful not to haul your head yards until she is fully -round; and if she should fly up into the wind, let go the main sheet, -and, if necessary, brail up the spanker and shiver the cross-jack -yards. - -In staying, be careful to right your helm before she loses headway. - -TO TACK WITHOUT FORE-REACHING, as in a narrow channel, when you are -afraid to keep headway. If she comes slowly up to windward, haul down -the jib and get your spanker-boom well over to windward. As you raise -tacks and sheets, let go the lee fore topsail brace, being careful to -brace up again as soon as she takes aback. Also, hoist the jib, and -trim down, if necessary, as soon as she takes on the other side. - -TACKING AGAINST A HEAVY HEAD SEA.--You are under short sail, there is a -heavy head sea, and you doubt whether she will stay against it. Haul -down the fore topmast staysail, ease down the helm, and raise fore -sheet. When within about a point of the wind's eye, let go main tack -and sheet, lee braces and after bowlines, and _Mainsail haul!_ If she -loses her headway at this time, shift your helm. As soon as she brings -the wind on the other bow, she will fall off rapidly by reason of her -sternway, therefore shift your helm again to meet her, and _Let go and -haul!_ at once. Brace about the head yards, but keep the weather braces -in, to moderate her falling off. When she gets headway, right the helm, -and as she comes up to the wind, brace up and haul aft. - -TACKING BY HAULING OFF ALL.--This can be done only in a smooth sea, -with a light working breeze, a smart vessel and strong crew. Man all -the braces. Let her come up head to the wind, and fall off on the other -tack, shifting the helm if she gathers sternway. When you get the wind -about five points on the other bow, _Haul off all!_ let go all the -braces and bowlines and swing all the yards at once. Right the helm, -board tacks and haul aft sheets, brace up and haul out. - -TO TRIM THE YARDS WHEN CLOSE-HAULED.--In smooth water, with a light -breeze, brace the lower yards sharp up, and trim the upper yards each a -trifle in abaft the one below it. If you have a pretty stiff breeze, -brace the topsail yard in about half a point more than the lower yard, -and the topgallant yard half a point more than the topsail yard, and so -on. If you have a strong breeze and a topping sea, and especially if -reduced to short sail, brace in your lower yards a little, and the -others proportionally. This will prevent the vessel going off bodily to -leeward; and if she labors heavily, the play of the mast would -otherwise carry away the braces and sheets, or spring the yards. - -MISSING STAYS.--If after getting head to the wind she comes to a stand -and begins to fall off before you have hauled your main yard, flatten -in your jib sheets, board fore tack, and haul aft fore sheet; also ease -off spanker sheet, or brail up the spanker, if necessary. When she is -full again, trim the jib and spanker sheets, and when she has recovered -sufficient headway, try it again. If, after coming head to the wind, -and after the after yards are swung, she loses headway and refuses to -go round, or begins to fall off on the same tack on which she was -before, and you have shifted the helm without effect, haul up the -mainsail and spanker, square the after yards, shift your helm again -a-lee, so as to assist her in falling off, and brace round the head -yards so as to box her off. As she fills on her former tack, brace up -the after yards, brace round the head yards, sharp up all, board tacks, -haul out and haul aft. - -WEARING.--Haul up the mainsail and spanker, put the helm up, and, as -she goes off, brace in the after yards. If there is a light breeze, the -rule is to keep the mizzen topsail lifting, and the main topsail full. -This will keep sufficient headway on her, and at the same time enable -her to fall off. But if you have a good breeze and she goes off fast, -keep both the main and mizzen topsails lifting. As she goes round, -bringing the wind on her quarter and aft, follow the wind with your -after yards, keeping the mizzen topsail lifting, and the main either -lifting or full, as is best. After a vessel has fallen off much, the -less headway she has the better, provided she has enough to give her -steerage. When you have the wind aft, raise fore tack and sheet, square -in the head yards, and haul down the jib. As she brings the wind on the -other quarter, brace sharp up the after yards, haul out the spanker, -and set the mainsail. As she comes to on the other tack, brace up the -head yards, keeping the sails full, board fore tack and aft the sheet, -hoist the jib, and meet her with the helm. - -TO WEAR UNDER COURSES.--Square the cross-jack yards, ease off main -bowline and tack, and haul up the weather clew of the mainsail. Ease -off the main sheet, and haul up the lee clew, and the buntlines and -leechlines. Square the main yards and put the helm a-weather. As she -falls off, let go the fore bowline, ease off the fore sheet, and brace -in the fore yard. When she gets before the wind, board the fore and -main tacks on the other side, and haul aft the main sheet, but keep the -weather braces in. As she comes to on the other side, ease the helm, -trim down the fore sheet, brace up and haul out. - -TO WEAR UNDER A MAINSAIL.--Vessels lying-to under this sail generally -wear by hoisting the fore topmast staysail, or some other head sail. If -this cannot be done, brace the cross-jack yards to the wind, and, if -necessary, send down the mizzen topmast and the cross-jack yard. Brace -the head yards full. Take an opportunity when she has headway, and will -fall off, to put the helm up. Ease off the main sheet, and, as she -falls off, brace in the main yard a little. When the wind is abaft the -beam, raise the main tack. When she is dead before it, get the other -main tack down as far as possible; and when she has the wind on the -other quarter, ease the helm, haul aft the sheet, and brace up. - -TO WEAR UNDER BARE POLES.--Some vessels, which are well down by the -stern, will wear in this situation, by merely pointing the after yards -to the wind, or sending down the mizzen topmast and the cross-jack -yard, and filling the head yards; but vessels in good trim will not do -this. To assist the vessel, veer a good scope of hawser out of the lee -quarter, with a buoy, or something for a stop-water, attached to the -end. As the ship sags off to leeward, the buoy will be to windward, and -will tend to bring the stern round to the wind. When she is before it, -haul the hawser aboard. - -BOX-HAULING.--Put the helm down, light up the head sheets and slack the -lee braces, to deaden her way. As she comes to the wind, raise tacks -and sheets, and haul up the mainsail and spanker. As soon as she comes -head to the wind and loses her headway, square the after yards, brace -the head yards sharp aback, and flatten in the head sheets. The helm, -being put down to bring her up, will now pay her off, as she has -sternway on. As she goes off, keep the after sails lifting, and square -in the head yards. As soon as the sails on the foremast give her -headway, shift the helm. When she gets the wind on the other quarter, -haul down the jib, haul out the spanker, set the mainsail, and brace -the after yards sharp up. As she comes to on the other tack, brace up -the head yards, meet her with the helm, and set the jib. - -BOX-HAULING SHORT ROUND; sometimes called _wearing short round._--Haul -up the mainsail and spanker, put the helm hard a-weather, square the -after yards, brace the head yards sharp aback, and flatten in the head -sheets. As she gathers sternway, shift the helm. After this, proceed as -in box-hauling by the former method. The first mode is preferable when -you wish to stop headway as soon as possible; as a vessel under good -way will range ahead some distance after the sails are all thrown flat -aback. - -Few merchant vessels are strongly enough manned to perform these -evolutions; but they are often of service, as they turn a vessel round -quicker on her heel, and will stop her from fore-reaching when near in -shore or when close aboard another vessel. - -CLUB-HAULING.--This method of going about is resorted to when on a lee -shore, and the vessel can neither be tacked nor box-hauled. Cock-bill -your lee anchor, get a hawser on it for a spring, and lead it to the -lee quarter; range your cable, and unshackle it abaft the windlass. -_Helm's a-lee!_ and _Raise tacks and sheets!_ as for going in stays. -The moment she loses headway, let go the anchor and _Mainsail haul!_ As -soon as the anchor brings her head to the wind, let the chain cable go, -holding on to the spring; and when the after sails take full, cast off -or cut the spring, and _Let go and haul!_ - -DRIFTING IN A TIDE-WAY.--As a vessel is deeper aft than forward, her -stern will always tend to drift faster than her head. If the current is -setting out of a river or harbor, and the wind the opposite way, or -only partly across the current, you may work out by tacking from shore -to shore; or you may let her drift out, broadside to the current; or, -keeping her head to the current by sufficient sail, you may let her -drift out stern first; or, lastly, you may _club_ her down. If the wind -is partly across the current, cast to windward. If you work down by -tacking, and the wind is at all across the current, be careful of the -lee shore, and stay in season, since, if you miss stays, you may not be -able to save yourself by wearing or box-hauling, as you might on the -weather shore. If the channel is very narrow, or there are many vessels -at anchor, the safest way is to bring her head to the current, brace -the yards full, and keep only sail enough to give her steerage, that -you may sheer from side to side. If there is room enough, you will -drift more rapidly by bringing her broadside to the current, keeping -the topsails shaking, and counteract the force of the current upon the -stern by having the spanker full and the helm a-lee. You can at any -time shoot her ahead, back her astern, or bring her head to the -current, by filling the head yards, taking in the spanker, and setting -the jib; filling the after yards, taking in the jib, and setting the -spanker; or by bracing all aback. - -BACKING AND FILLING IN A TIDE-WAY.--Counter-brace your yards as in -lying-to, and drift down broadside to the current. Fill away and shoot -ahead, or throw all aback and force her astern, as occasion may -require. When you approach the shore on either side, fill away till she -gets sufficient headway, and put her in stays or wear her round. - -CLUBBING IN A TIDE-WAY.--Drift down with your anchor under your foot, -heaving in or paying out on your cable as you wish to increase or -deaden her way. Have a spring on your cable, so as to present a -broadside to the current. This method is a troublesome and dangerous -one, and rarely resorted to. An anchor will seldom drag clear, through -the whole operation. - - - - -CHAPTER XII. - -GALES OF WIND, LYING-TO, GETTING ABACK, BY THE LEE, &C. - -Lying-to.--choice of sails. Scudding. Heave-to after scudding. Taken -aback. Chappelling. Broaching-to. By the lee. - - -LYING-TO.--The best single sail to lie-to under, is generally thought -to be a close-reefed maintopsail. The fore or the main spencer (sails -which are used very much now instead of main and mizzen staysails) may -be used to advantage, according as a ship requires sail more before or -abaft the centre of gravity. If a ship will bear more than one sail, it -is thought best to separate the pressure. Then set the fore and main -spencers; or (if she carries staysails instead) the main and mizzen -staysail; or, if she is easier under lofty sail, the fore and main -topsails close-reefed. A close-reefed main topsail, with three lower -storm staysails; or, with the two spencers, fore topmast staysail, and -reefed spanker, is considered a good arrangement for lying-to. If the -fore topmast staysail and balance-reefed spanker can be added to the -two close-reefed topsails, she will keep some way, will go less to -leeward, and can be easily wore round. Close-reefed topsails are used -much more now for lying-to than the courses. As ships are now built, -with the centre of gravity farther forward, and the foremast stepped -more aft, they will lie-to under head sail better than formerly. Some -vessels, which are well down by the stern, will lie-to under a reefed -foresail, as this tends to press her down forward; whereas, if she had -much after sail, she would have all the lateral resistance of the water -aft, and would come up to the wind. In carrying most head or after -sail, you must be determined by the trim of the vessel, her tendency to -come to or go off, and as to whether the sail you use will act as a -lifting or a burying sail. - -A topsail has an advantage over a spencer or lower staysail for -lying-to, since it steadies the ship better, and counteracts the heavy -weather roll, which a vessel will give under low and small fore-and-aft -sails. - -SCUDDING.--The most approved sail for scudding is the close-reefed -maintopsail, with a reefed foresail. The course alone might get -becalmed under the lee of a high sea, and the vessel, losing her way, -would be overtaken by the sea from aft; whereas the topsail will always -give her way enough and lift her. The foresail is of use in case she -should be brought by the lee. Many officers recommend that the fore -topmast staysail, or fore storm staysail, should always be set in -scudding, to pay her off if she should broach-to, and with the sheets -hauled flat aft. - -It has been thought that with the wind quartering and a heavy sea, a -vessel is more under command with a close-reefed foretopsail and -maintopmast staysail. The foretopmast staysail may also be hoisted. If -the ship flies off and gets by the lee, the foretopsail is soon braced -about, and, with the maintopmast staysail sheet shifted to the other -side, the headway is not lost. - -TO HEAVE-TO AFTER SCUDDING.--Secure everything about decks, and watch a -smooth time. Suppose her to be scudding under a close-reefed -maintopsail and reefed foresail; haul up the foresail, put the helm -down, brace up the after yards, and set the mizzen staysail. As she -comes to, set the main staysail, meet her with the helm, brace up the -head-yards, and set the fore or foretopmast staysail. - -If your vessel labors much, ease the lee braces and the halyards, that -everything may work fairly aloft, and let her have a plenty of helm, to -come to and fall off freely with the sea. The helmsman will often let -the wheel fly off to leeward, taking care to meet her easily and in -season. The sails should be so arranged as to require little of the -rudder. - -TAKEN ABACK.--It will frequently happen, when sailing close-hauled, -especially in light winds, from a shift of wind, from its dying away, -or from inattention, that the ship will come up into the wind, shaking -the square sails forward. In this case, it will often be sufficient to -put the helm hard up, flatten in the head sheets, or haul their bights -to windward, and haul up the spanker. If this will not recover her, and -she continues to come to, box her off. Raise fore tack and sheet, haul -up the spanker and mainsail, brace the head-yards aback, haul the jib -sheets to windward, and haul out the lee bowlines. When the after sails -fill, _Let go and haul!_ This manoeuvre of boxing can only be -performed in good weather and light winds, as it usually gives a vessel -sternway. - -If the wind has got round upon the other bow, and it is too late for -box-hauling, square the yards fore and aft, keeping your helm so as to -pay her off under sternway; and, as the sails fill, keep the after -yards shaking, and haul up the spanker and mainsail, squaring the -head-yards, and shifting your helm as she gathers headway. - -CHAPPELLING.--This operation is performed when, instead of coming to, -you are taken aback in light winds. Put the helm up, if she has -headway, haul up the mainsail and spanker, and square the after yards. -Shift the helm as she gathers sternway, and when the after sails fill, -and she gathers headway, shift your helm again. When she brings the -wind aft, brace up the after yards, get the main tack down and sheet -aft, and haul out the spanker as soon as it will take. The head braces -are not touched, but the yards remain braced as before. The former mode -of wearing, by squaring the head-yards when the after sails are full, -has great advantages over chappelling, as the vessel will go off faster -when the wind is abeam and abaft, and will come to quicker when the -wind gets on the other side. - -BROACHING-TO.--This is when a vessel is scudding, and comes up into the -wind and gets aback. For such an accident, the foretopmast staysail is -set, which will act as an off-sail, so that by keeping the helm up, -with the maintopsail (if set) braced into the wind, she will pay off -again without getting sternway. If the close-reefed foretopsail is -carried instead of the main, it can be easily filled. - -BROUGHT BY THE LEE.--This is when a vessel is scudding with the wind -quartering, and falls off so as to bring the wind on the other side, -laying the sails aback. This is more likely to occur than broaching-to, -especially in a heavy sea. Suppose the vessel to be scudding under a -close-reefed maintopsail and reefed foresail, with the wind on her -larboard quarter. She falls off suddenly and brings the wind on the -starboard quarter, laying all aback. Put your helm hard a-starboard, -raise fore tack and sheet, and fill the foresail, shivering the -maintopsail. When she brings the wind aft again, meet her with the -helm, and trim the yards for her course. - - - - -CHAPTER XIII. - -ACCIDENTS. - -On beam-ends. Losing a rudder. A squall. A man overboard. Collision. -Rules for vessels passing one another. - - -ON BEAM-ENDS.--A vessel is usually thrown upon her beam-ends by a -sudden squall taking her, when under a press of sail, and shifting the -ballast. She must be righted, if possible, without cutting away the -masts. For, beside sacrificing them, the object can seldom be -accomplished in that way, if the ballast and cargo have shifted. Carry -a hawser from the lee quarter, with spars and other good stop-waters -bent to it. As the ship drifts well to leeward, the hawser will bring -her stern to the wind; but it may not cast her on the other side. If a -spring can be got upon the hawser from the lee bow, and hauled upon, -and the stern fast let go, this will bring the wind to act upon the -flat part of the deck and pay her stern off, and assist the spring, -when the sails may be trimmed to help her in righting. If she can be -brought head to the wind, and the sails be taken aback, she may cast on -the other tack. When there is anchoring ground, the practice is to let -go the lee anchor, which may take the sails aback and cast her. Then -the ballast and cargo may be righted. - -If there is no anchoring ground, a vessel may still be kept head to the -wind, by paying a chain cable out of the lee hawse-hole; or by bending -a hawser to a large spar, which may be kept broadside-to by a span, to -the centre of which the hawser is bent. The same operation may be -applied to a vessel overset, and is preferable to wearing by a hawser. -Make fast the hawser forward to the lee bow, carry the other end aft to -windward and bend it to the spar, and launch the spar overboard. By -this means, or by letting go an anchor, though there be no bottom to be -reached, a vessel may often be recovered. - -LOSING A RUDDER.--The first thing to be done on losing a rudder, is to -bring the ship to the wind by bracing up the after yards. Meet her with -the head yards, as she comes to. Take in sail forward and aft, and keep -her hove-to by her sails. A vessel may be made to steer herself for a -long time, by carefully trimming the yards and slacking up the jib -sheets or the spanker sheet a little, as may be required. - -Having got the ship by the wind, get up a hawser, middle it, and take a -slack clove-hitch at the centre. Get up a cable, reeve its end through -this hitch, and pay the cable out over the taffrail. Having payed out -about fifty fathoms, jam the hitch and rack it well, so that it cannot -slip; pay out on the cable until the hitch takes the water; then lash -the cable to the centre of the taffrail; lash a spare spar under it -across the stern, with a block well secured at each end, through which -reeve the ends of the hawser, one on each quarter, and reeve them again -through blocks at the sides, abreast of the wheel. By this, a ship may -be steered until a temporary rudder can be constructed. - -A rudder may be fitted by taking a spare topmast, or other large spar, -and cutting it flat in the form of a stern-post. Bore holes at proper -distances in that part which is to be the fore part of the preventer or -additional stern-post; then take the thickest plank on board, and make -it as near as possible into the form of a rudder; bore holes at proper -distances in the fore part of it and in the after part of the preventer -stern-post, to correspond with each other, and reeve rope grommets -through those holes in the rudder and after part of the stern-post, for -the rudder to play upon. Through the preventer stern-post, reeve guys, -and at the fore part of them fix tackles, and then put the machine -overboard. When it is in a proper position, or in a line with the -ship's stern-post, lash the upper part of the preventer post to the -upper part of the ship's stern-post; then hook tackles at or near the -main chains, and bowse taut on the guys to confine it to the lower part -of the preventer stern-post. Having holes bored through the preventer -and proper stern-post, run an iron bolt through both, (taking care not -to touch the rudder,) which will prevent the false stern-post from -rising or falling. By the guys on the after part of the rudder and -tackles affixed to them, the ship may be steered, taking care to bowse -taut the tackles on the preventer stern-post, to keep it close to the -proper stern-post. - -A SQUALL.--If you see a squall approaching, take in the light sails, -stand by to clew down, and keep her off a little, if necessary. If you -are taken by one, unprepared, with all sail set and close-hauled, put -the helm hard up, let go the spanker sheet and outhaul, and the main -sheet. Clew up royals and topgallant sails, haul down flying-jib, haul -up the mainsail, and clew down the mizzen topsail. When you are before -the wind, clew down the topsail yards, and haul out the reef-tackles. -You may run before the squall until it moderates, or furl the light -sails, bring by the wind, and reef. - -A MAN OVERBOARD.[5]--The moment the cry is heard, put the helm down and -bring her up into the wind, whether she is on the wind or free, and -deaden her headway. Throw overboard instantly life buoys, or, if there -are none at hand, take a grating, the carpenter's bench, or any pieces -of plank or loose spars there may be about decks; and let two or three -hands clear away a quarter boat. The best plan is, if the vessel was on -the wind, to haul the mainsail up and brace aback the after yards and -raise the head sheets; then, having her main yard aback, she will drift -down directly toward the man. Keep your head sails full to steady her, -while the after ones stop her headway. - - [5] See Totten's Naval Text Book, Letter XX. - -If you are sailing free, with studdingsails set, clew up the lower -studdingsail, brace up the head yards, haul forward the fore tack, and -keep the head yards full, while you luff up to back the after ones. -Lower away the boat as soon as it is safe, and, as the vessel will have -turned nearly round, direct the boat with reference to her position -when the accident happened and her progress since. - -COLLISION.--If two vessels approach one another, both having a free -wind, each keeps to the right. That is, the one with her starboard -tacks aboard keeps on or luffs; and the other, if it is necessary to -alter her course, keeps off. So, if two vessels approach one another -close-hauled on different tacks, and it is doubtful which is to -windward, the vessel on the starboard tack keeps on her course, and the -other gives way and keeps off. That is, each goes to the right, and the -vessel with her starboard tacks aboard has the preference. The only -exception to this is, that if the vessel on the larboard tack is so -much to windward that in case both persist the vessel on the starboard -tack will strike her to leeward and abaft the beam; then the vessel on -the starboard tack must give way, as she can do it more easily than the -other. - -Another rule is that if one vessel is going dead before the wind and -the other going free on the starboard tack, the latter must luff and go -under the stern of the former. - - - - -CHAPTER XIV. - -HEAVING-TO BY COUNTER-BRACING. SPEAKING. SOUNDING. HEAVING THE LOG. - - -COUNTER-BRACING.--This is done whenever, with a breeze, a vessel wishes -to remain stationary, for the purpose of speaking another vessel, -sounding, lowering a boat, or the like. If you do not wish to stop your -way entirely, haul up the mainsail, square the main yards aback, -keeping the fore and cross-jack yards full, and the foresail, spanker -and jib set. If you wish to stop her way still more, back the -cross-jack yards also, haul up the foresail, and put the helm a-lee. -She will then fall off and come to, which you may regulate by the jib -and spanker sheets; and she may be ranged a little ahead, or deadened, -by filling or backing the cross-jack yards. - -You may, on the other hand, back the head yards and fill the after -yards. The former method is called heaving-to with the maintopsail to -the mast, and the latter, with the foretopsail to the mast. - -SPEAKING.--When two vessels speak at sea, the one to windward heaves -her maintopsail to the mast, and the one to leeward her fore. This is -in order that the weather one may the more readily fill without falling -off so as to run afoul of the other, and that the lee one may box her -head off and keep clear of the ship to windward. The weather one either -throws all aback and drops astern, or fills her after yards and shoots -ahead. The lee one shivers her after yards and boxes off. - -If the weather ship comes too near the lee one, before the latter has -time to wear, the weather ship squares her head yards, drops her -mainsail, braces her cross-jack yards sharp aback, and puts her helm -a-weather. This gives her sternway, and the after sails and helm keep -her to the wind. - -If three vessels communicate at sea, the weather and middle ones back -their main topsails, and the lee one her fore; then, in case of -necessity, the weather one fills her after yards and shoots ahead, the -middle one throws all aback and drops astern, and the lee one shivers -her after sails and falls off. - -SOUNDING.--The marks upon the lead-lines have been given previously, at -page 17. To sound with the hand-lead, a man stands in the weather main -channels with a breast-rope secured to the rigging, and throws the lead -forward, while the vessel has headway on. If the depth corresponds with -the marks upon the line, as if it is 5, 7, or 10 fathoms, he calls out, -"By the _mark five_!" &c. If it is a depth the fathoms of which have no -mark upon the line, as 6, 8, or 9, he calls out, "By the _deep six_!" -&c. If he judges the depth to be a quarter or a half more than a -particular fathom, as, for instance, 5, he calls out, "And a quarter," -or, "And a half, five!" &c. If it is 5 and three quarters, he would -say, "Quarter less six!" and so on. - -TO SOUND BY THE DEEP-SEA-LEAD.--Have the line coiled down in a tub or -rack, clear for running, abreast of the main rigging. Carry the end of -the line forward on the weather side, outside of everything, to the -cat-head or the spritsail yard-arm, and bend it to the lead, which must -be armed with tallow. One man holds the lead for heaving, and the -others range themselves along the side, at intervals, each with a coil -of the line in his hand. An officer, generally the chief mate, should -stand by to get the depth. All being ready, the word is given, "_Stand -by! Heave!_" As soon as the man heaves the lead, he calls out, "_Watch, -ho! Watch!_" and each man, as the last fake of the coil goes out of his -hand, repeats, "_Watch, ho! Watch!_" The line then runs out until it -brings up by the lead's being on bottom, or until there is enough out -to show that there is no bottom to be reached. The officer notes the -depth by the line, which is then snatched, and the men haul it aboard, -and coil it away fair. If the lead has been on the bottom, the arming -of tallow will bring up some of it; by which the character of the -soundings may be ascertained. - -The soundings, however, cannot be taken until the vessel's way has been -stopped or deadened. For this purpose, before heaving the lead, either -luff up and keep all shaking, or brace aback the main or mizzen -topsail, or both, according to your headway, keeping the head yards -full. If you are going free with studdingsails set, you may clew up the -lower and boom-end the topmast studdingsails, bring her up to the wind, -and keep the sails lifting, without getting them aback. - -It has been laid down as a rule, that if the vessel sags much to -leeward, as when under short sail in a gale of wind, pass the line from -the weather side round the stern, clear of everything, and heave the -lead from the lee side; otherwise she would leave the lead too far to -windward for measurement, or for recovering it again. But in this mode -there is great danger of the line getting caught on the bottom or at -the rudder-heel. It must be very deep water if a vessel cannot be -managed so as to get soundings to windward. - -HEAVING THE LOG.--One man holds the log-reel, upon which the log-line -is wound, another holds the glass, and the officer squares the chip; -and, having coiled up a little of the stray line, he throws the chip -overboard astern, or from the lee quarter. As he throws the chip, he -calls out, "Watch!" To which the man with the glass answers, "Watch." -As soon as the mark for the stray-line goes off the reel, he calls out, -"Turn!" and the man turns the glass, answering, "Turn," or "Done." The -instant the sand has run out, he calls, "Out!" or "Stop!" and the -officer stops the line and notes the marks. It is then wound up again -on the reel. - - - - -CHAPTER XV. - -COMING TO ANCHOR. - -Getting ready for port. Coming to anchor,--close-hauled--free. Mooring. -Flying moor. Clearing hawse. To anchor with a slip-rope. Slipping a -cable. Coming-to at a slipped cable. - - -GETTING READY FOR PORT.--Get your anchors off the bows, and let them -hang by the cat-stoppers and shank-painters. Bend your cables and -overhaul a few ranges forward of the windlass, according to the depth -of the anchorage and the strength of the tide or wind, and range the -remainder that you expect to use along the decks, abaft the windlass. -Have the boats ready for lowering, and a spare hawser, with some stout -rope for kedging or warping, at hand, coiled on the hatches. - -COMING TO ANCHOR.--If you have the wind free and all sail set, take in -your studdingsails, make them up and stow them away, rig in the booms -and coil away the gear, and have all ready in good season. You may -then, as you draw in toward the anchorage, take in your royals and -flying jib, furling the royals if you have time. The topgallant sails -are next taken in, and the foresail hauled up. The topgallant sails may -be furled or not, according to the strength of the wind and the number -of hands. If you are before the wind, your mainsail will be hauled up, -or, if the sheet is aft, haul up the lee clew-garnet. Get your ship -under her topsails, jib and spanker. When near the ground, clew up the -fore and main topsails, put the helm down, haul down the jib and -flatten in the spanker. If you have too much headway, back the mizzen -topsail. Cock-bill your anchor and stream the buoy. When she has lost -her headway, let go the anchor. Let hands stand by to give her chain, -as she needs it. - -If you come into anchoring ground close-hauled, haul in the weather -fore and main braces, and clew up. If the wind is light, you may square -the fore and main yards before clewing up. This will deaden her way. If -the wind is fresh, it would make it difficult to clew up the sails. -Haul down the jib, and come to by the spanker, or mizzen topsail and -spanker. If the wind is light, she may need the mizzen topsail; if not, -it may be taken in, and she may be brought to by the spanker. If she -has too much headway or there is a tide setting her in, throw all -aback. - -MOORING.--A vessel is said to be moored when she rides with more than -one anchor, in different directions. The common method of mooring is, -when you have come to with one anchor, to pay out chain and let her -drop astern until you have out double the scope you intend to ride by. -Then let go your other anchor. Slack up the cable of the latter anchor, -and heave in on that of the first, until you have the same scope to -each anchor. You may also moor by lowering the anchor and lashing it to -the stern of the long boat, and coiling away the full scope in the -bottom of the boat. You may then pull off and pick out your own berth, -and let go. - -If you wish to drop your second anchor in any other place than directly -to leeward of the first, you may, without using your long boat, warp -the vessel over the berth intended for your second anchor. - -You should always moor so that you may ride with an open hawse in the -direction from which you are liable to the strongest winds. If you have -chain cables, you may moor with both cables bent to a swivel just clear -of the hawse hole, one chain coming in-board. In moderate weather, and -where you are not in a strong tide-way, it will generally be sufficient -to let go one anchor, since, if you have out a good scope of chain, you -will ride by the bight of it, and it will require a very heavy blow to -bring a strain upon the anchor. - -In mooring, you should always have a shackle near the hawse-hole, for -clearing hawse. If it is just abaft the windlass, it will be convenient -in case you wish to slip your cable. - -A FLYING MOOR--sometimes called a RUNNING MOOR.--Have both anchors -ready for letting go, with double the scope of chain you intend to ride -by ranged for the weather anchor, and the riding scope of the lee -chain. There are two ways of making a flying moor. One is to clew up -everything and let go the first anchor while she has sufficient headway -to run out the whole double range. When it is all out, or just before, -luff sharp up, brace aback to stop her way, and let go the other -anchor. Then heave in on the first and light out on the second, until -there is the same scope to each. This mode is almost impracticable in a -merchant vessel, where there is but one deck, and where the chain may -have to be paid out over a windlass, since the headway would in most -cases be soon stopped. - -The other mode is, to lay all flat aback, and the moment the headway -ceases, let go your first anchor, paying out chain as she drops astern, -until double your riding scope is out. Then let go your second anchor -and heave in on the first. - -CLEARING HAWSE.--When a vessel is moored she may swing so as to get a -_foul hawse_; that is, so as to bring one cable across the other. If -one cable lies over the other, it is called _a cross_. When they make -another cross, it is called an _elbow_. Three crosses make a _round -turn_. The turns may be kept out of a cable by tending the vessel when -she swings, and casting her stern one side or the other, by the helm, -jib and spanker. To clear hawse, trice the slack cable up by a line or -a whip purchase and hook, below the turns. Lash the two cables together -just below the lowest turn. Pass a line round the cable from outside, -following each turn, and in through the hawse-hole of the slack cable, -and bend it to the shackle. Unshackle and bend a line to the end. Rouse -the cable out through the hawse-hole, slacking up on the end line, and -tricing up if necessary. Take out the turns by the first line passed -in, and haul in again on the end line. Shackle the chain again, heave -taut, and cast off the lashings. - -TO ANCHOR WITH A SLIP-ROPE.--This is necessary when you are lying in an -open road-stead, where you must stand out to sea upon a gale coming up, -without taking time to get your anchor. You must ride at one anchor. -Having come to, take a hawser round from the quarter on the same side -with your anchor, outside of everything, and bend its end to the cable -just below the hawse-hole. Have a buoy triced up forward, clear of -everything and carry the buoy-rope in through the hawse-hole, and round -the windlass, with three turns, (the first turn being _outside_ the -others,) and bend it to the shackle which is to be cast off when the -cable is slipped. Have another buoy bent to the end of the hawser which -is to be used for the slip-rope. - -TO SLIP A CABLE.--When ready to slip, everything having been prepared -as above, unshackle the chain abaft the windlass, and hoist the -topsails, reefed, if necessary. Stream the buoy for the end of the -chain, and that at the end of the slip-rope aft. Take good turns with -the slip-rope round the timber-heads, at the quarter. Hoist the fore -topmast staysail and back the fore topsail, hauling in the braces on -the same side with the cable, so that she may cast to the opposite -side. Fill the after yards, and let go the end of the cable. Hold on to -the slip-rope aft, until her head is fairly off; then let go, brace -full the head yards, and set the spanker. - -COMING-TO AT A SLIPPED CABLE.--Keep a lookout for your buoys. Having -found them, heave-to to windward of them, send a boat with a strong -warp and bend it to the slip-rope buoy, take the other end to the -capstan and walk the ship up to the buoy. Take the slip-rope through -the chock, forward, and heave on it until you get the chain, where the -slip-rope was bent to it, under foot. Make well fast the slip-rope, -then fish the buoy at the end of the chain, haul up on that buoy-rope, -and get the end of the chain. Rouse it in through the hawse-hole and -shackle it. Heave taut, until the bend of the slip-rope is above the -water, then take the other end round aft and make it fast at the -quarter-port again. Pass in the buoy-rope for the end of the chain, and -you are all ready for slipping again. - - - - -CHAPTER XVI. - -GETTING UNDER WAY. - -To unmoor. Getting under way from a single anchor. To cat and fish. To -get under way with a wind blowing directly out, and riding head to -it;--with a rock or shoal close astern;--when riding head to wind and -tide, and to stand out close-hauled;--wind-rode, with a weather -tide;--tide-rode, casting to windward;--tide-rode, wearing round. - - -UNMOOR.--Pay out on your riding cable, heaving in the slack of the -other. When the other is short, trip it, cat and fish, and heave in on -your riding cable. Instead of this method, the anchor which you are not -riding by may be weighed, if it is a small one, by the long boat. Send -the long boat out over the anchor, take aboard the buoy-rope, carrying -it over the roller in the boat's stern, or through the end of a davit, -clap the watch-tackle to it, and weigh it out of the ground. This done, -and the buoy-rope and tackle secured to the boat, heave in on the chain -on board, which will bring the anchor alongside, the boat approaching -at the same time. When under the bow, cast off the fasts to the boat, -heave up the anchor, cat and fish. - -GETTING UNDER WAY FROM A SINGLE ANCHOR.--It is the duty of the chief -mate to see all ready forward for getting under way; the rigging fair -for making sail, the cat and fish-tackles rove, and the fish-davit at -hand. Heave short on your chain and pawl the windlass. Loose all the -sails, if the wind is light, and sheet home and hoist up topsails, -topgallant sails, and royals. If there is a stiff breeze, set topsails -alone, whole or reefed. You should always, if it will answer, cast on -the opposite side from your anchor; that is, if you are riding by your -starboard anchor, cast to port. Brace your head yards aback and your -after yards full, for the tack you mean to cast upon. The sails being -set, man the windlass again, give her a sheer with the helm, and trip -your anchor. The mate reports when it is away. As soon as it is away, -hoist the jib. The fore topsail aback will pay her head off. Put the -helm for stern-board. When her head is off enough, fill away the head -yards and haul out the spanker, shifting the helm for headway. Trim the -yards for your course, and make sail on her. If the wind is light and -the sea smooth, you may cat and fish your anchor after you get under -way; but it is best in a rough sea to keep the vessel hove-to until the -anchor is catted and fished. - -TO CAT AND FISH AN ANCHOR.--When the anchor is lifted and brought under -foot, pawl the windlass, keeping a good hold on the chain. Overhaul -down the cat-block and hook it to the ring of the anchor. Stretch along -the cat-fall and let all hands tally on. Set taut on the cat-tackle and -pay out a little chain. Hoist away the anchor to the cat-head, and -belay the fall. Pass the cat-stopper through the ring of the anchor, -through the chock, belay it to the cat-tail, and seize it to its own -part. Overhaul down the fish-tackle, hook the lower block to the -pennant, and hook the fish-hook to the inner fluke of the anchor. Rig -out your fish-davit across the forecastle, and put the bight of the -pennant into the sheave-hole. Get a guy over it, near the outer end, to -keep it down, and another at the inner end, to keep it out. Get the -shoe over the side, to fend off the bill of the anchor. Hoist the fluke -well up, pass the shank-painter under the inner arm and shank, bring it -inboard, and belay and stop it to the timber-heads. Rig in the davit, -unreeve the cat-fall and fish-tackle. - -A vessel may sometimes be got under way to advantage with the jib and -spanker; particularly if the wind is blowing directly out of the -harbor. Heave the anchor up at once. When it has broken ground, hoist -the jib, and, as she pays off, haul out the spanker. Keep her under -this sail until the anchor is catted and fished, then make sail and -stand out. - -TO GET UNDER WAY, WITH A WIND BLOWING DIRECTLY OUT, AND RIDING HEAD TO -IT.--Suppose the ship to have her starboard anchor down. Heave short -and clear away the jib, and put the helm to port. Heave again until the -anchor is up to the bows. Cat and fish. When the anchor is a-weigh, -hoist the jib. Let her pay off under the jib. When she gathers headway, -shift the helm, and let fall the sails. When she gets before it, sheet -home and hoist the topsails, set the foresail, and haul down the jib. -Make sail aloft. - -TO GET UNDER WAY, RIDING HEAD TO THE WIND, WITH A ROCK OR SHOAL CLOSE -ASTERN.--Suppose you wish to cast the ship on the starboard tack. Heave -in a safe scope on the chain, and run out a kedge with a hawser from -the starboard bow. Cast off the yard-arm gaskets and mast-head the -topsails, keeping the bunts fast. Heave taut on the hawser, and brace -the yards up for the starboard tack fore and aft, hauling the jib sheet -to windward. Heave up the anchor, taking in the slack of the hawser, -cat it, pass the stopper, and have all ready for letting go. Haul ahead -on the hawser, and as soon as the kedge is short a-peak or comes home, -sheet home the topsails, run up the jib, and put the helm a-starboard. -As soon as the jib fills, run the kedge up and take it in. When the -topsails take and she gathers headway, draw the jib, set the spanker, -board fore and main tacks, haul aft sheets, and right the helm. If she -falls off too rapidly when the topsails take, give her the spanker and -mainsail, easing off the jib sheet. When she comes to, haul aft the jib -sheet and board the fore tack. If, when the kedge is a-weigh, she falls -off on the wrong side, let go the anchor. - -TO GET UNDER WAY, RIDING HEAD TO WIND AND TIDE, AND TO STAND OUT -CLOSE-HAULED.--Suppose you wish to cast to port. Heave short, keeping -the helm a-starboard. Set the topsails. Brace up the after yards for -the starboard tack, and back the head yards. Man the windlass and heave -up the anchor. When the anchor is a-weigh, hoist the jib. When she has -payed off sufficiently, fill away the head yards, shift the helm for -headway, set the spanker, and make sail. Cat and fish, either before or -after filling away. - -If you have no room to cast on either side, but have a vessel on each -quarter, heave short, set the topsails, jib, and spanker, brace all the -yards half up for the starboard tack, weigh the anchor, and put the -helm to port. The tide acting on the rudder will sheer her head to -starboard. When the sails take aback and give her sternway, the rudder -and after sails will act against the head sails, and she will drift -fairly down between the two vessels. Keep her off or to, by the spanker -and jib. When you are clear, cast to port; or, haul up the spanker, -shiver the after yards, and let her go off before it. - -TO GET UNDER WAY WIND-RODE, WITH A WEATHER TIDE; that is, a tide -setting to windward.--Suppose you wish to cast to port. Heave short, -loose the sails, and set the topsails. Square the after yards, and haul -in the starboard head-braces. Heave again, and, when you are a-weigh, -put the helm to port and hoist the jib. When she has payed off enough, -fill away the head yards and shift the helm for headway. - -TO GET UNDER WAY, TIDE-RODE, CASTING TO WINDWARD.--Suppose the wind to -be a little on the starboard bow, and you wish to cast to starboard, -standing out on the larboard tack. Having hove short and set the -topsails, brace up the after yards for the larboard tack, and brace the -head yards aback. Weigh the anchor, keeping your helm to port, and -hauling the spanker boom well over to starboard. When she comes head to -the wind, hoist the jib, with the sheet to port. Shift the helm for -sternway. As she falls off, draw the jib, fill the head yards, and -shift the helm for headway. - -TO GET UNDER WAY, TIDE-RODE, WEARING ROUND.--Suppose you have the wind -on your starboard quarter, and are obliged to wear her round and stand -out on the larboard tack. Set the topsails, square the head yards, and -shiver the after yards. When the anchor is a-weigh, put the helm hard -a-starboard, and give her the foresail, if necessary. Having headway, -she will go round on her keel, and you may proceed as in wearing. - -If a vessel is in a confined situation, without room to cast by her -sails or by the tide, she may be cast by a spring upon her cable, -leading in at that which will be the weather quarter. The spring may be -bent to the ring of the anchor before it is let go, or it may be seized -to the cable just outside the hawse-hole. - -It will be remembered that when a vessel is riding head to the tide, -the helm is to be put as though she had headway; and when the tide sets -from astern, as though she had sternway. But you should be reminded -that when you have the wind and tide both ahead, if the vessel, after -you weigh your anchor, goes astern faster than the current, the helm -must be used as for stern-board. - - - - -DICTIONARY OF SEA TERMS. - - -ABACK. The situation of the sails when the wind presses their surfaces -against the mast, and tends to force the vessel astern. - -ABAFT. Toward the stern of a vessel. - -ABOARD. Within a vessel. - -ABOUT. On the other tack. - -ABREAST. Alongside of. Side by side. - -ACCOMMODATION. (See LADDER.) - -A-COCK-BILL. The situation of the yards when they are topped up at an -angle with the deck. The situation of an anchor when it hangs to the -cathead by the ring only. - -ADRIFT. Broken from moorings or fasts. Without fasts. - -AFLOAT. Resting on the surface of the water. - -AFORE. Forward. The opposite of abaft. - -AFT--AFTER. Near the stern. - -AGROUND. Touching the bottom. - -AHEAD. In the direction of the vessel's head. _Wind ahead_ is from the -direction toward which the vessel's head points. - -A-HULL. The situation of a vessel when she lies with all her sails -furled and her helm lashed a-lee. - -A-LEE. The situation of the helm when it is put in the opposite -direction from that in which the wind blows. - -ALL-ABACK. When all the sails are aback. - -ALL HANDS. The whole crew. - -ALL IN THE WIND. When all the sails are shaking. - -ALOFT. Above the deck. - -ALOOF. At a distance. - -AMAIN. Suddenly. At once. - -AMIDSHIPS. In the centre of the vessel; either with reference to her -length or to her breadth. - -ANCHOR. The machine by which, when dropped to the bottom, the vessel is -held fast. - -ANCHOR-WATCH. (See WATCH.) - -AN-END. When a mast is perpendicular to the deck. - -A-PEEK. When the cable is hove taut so as to bring the vessel nearly -over her anchor. The _yards_ are _a-peek_ when they are topped up by -contrary lifts. - -APRON. A piece of timber fixed behind the lower part of the stem, just -above the fore end of the keel. A covering to the vent or lock of a -cannon. - -ARM. YARD-ARM. The extremity of a yard. Also, the lower part of an -anchor, crossing the shank and terminating in the flukes. - -ARMING. A piece of tallow put in the cavity and over the bottom of a -lead-line. - -A-STERN. In the direction of the stern. The opposite of ahead. - -A-TAUNT. (See TAUNT.) - -ATHWART. Across. - -_Athwart-ships._ Across the line of the vessel's keel. - -_Athwart-hawse._ Across the direction of a vessel's head. Across her -cable. - -ATHWART-SHIPS. Across the length of a vessel. In opposition to -fore-and-aft. - -A-TRIP. The situation of the anchor when it is raised clear of the -ground. The same as a-weigh. - -AVAST, or 'VAST. An order to stop; as, "Avast heaving!" - -A-WEATHER. The situation of the helm when it is put in the direction -from which the wind blows. - -A-WEIGH. The same as a-trip. - -AWNING. A covering of canvass over a vessel's deck, or over a boat, to -keep off sun or rain. - - -BACK. _To back an anchor_, is to carry out a smaller one ahead of the -one by which the vessel rides, to take off some of the strain. - -_To back a sail_, is to throw it aback. - -_To back and fill_, is alternately to back and fill the sails. - -BACKSTAYS. Stays running from a masthead to the vessel's side, slanting -a little aft. (See STAYS.) - -BAGPIPE. _To bagpipe the mizzen_, is to lay it aback by bringing the -sheet to the weather mizzen rigging. - -BALANCE-REEF. A reef in a spanker or fore-and-aft mainsail, which runs -from the outer head-earing, diagonally, to the tack. It is the closest -reef, and makes the sail triangular, or nearly so. - -BALE. _To bale a boat_, is to throw water out of her. - -BALLAST. Heavy material, as iron, lead, or stone, placed in the bottom -of the hold, to keep a vessel from upsetting. - -_To freshen ballast_, is to shift it. Coarse gravel is called _shingle -ballast_. - -BANK. A boat is _double banked_ when two oars, one opposite the other, -are pulled by men seated on the same thwart. - -BAR. A bank or shoal at the entrance of a harbor. - -_Capstan-bars_ are heavy pieces of wood by which the capstan is hove -round. - -BARE-POLES. The condition of a ship when she has no sail set. - -BARGE. A large double-banked boat, used by the commander of a vessel, -in the navy. - -BARK, OR BARQUE. (See PLATE 4.) A three-masted vessel, having her fore -and main masts rigged like a ship's, and her mizzen mast like the main -mast of a schooner, with no sail upon it but a spanker, and gaff -topsail. - -BARNACLE. A shell-fish often found on a vessel's bottom. - -BATTENS. Thin strips of wood put around the hatches, to keep the -tarpaulin down. Also, put upon rigging to keep it from chafing. A large -batten widened at the end, and put upon rigging, is called a -_scotchman_. - -BEACON. A post or buoy placed over a shoal or bank to warn vessels off. -Also as a signal-mark on land. - -BEAMS. Strong pieces of timber stretching across the vessel, to support -the decks. - -_On the weather or lee beam_, is in a direction to windward or leeward, -at right angles with the keel. - -_On beam-ends._ The situation of a vessel when turned over so that her -beams are inclined toward the vertical. - -BEAR. An object _bears_ so and so, when it is in such a direction from -the person looking. - -_To bear down_ upon a vessel, is to approach her from the windward. - -_To bear up_, is to put the helm up and keep a vessel off from her -course, and move her to leeward. - -_To bear away_, is the same as to _bear up_; being applied to the -vessel instead of to the tiller. - -_To bear-a-hand._ To make haste. - -BEARING. The direction of an object from the person looking. The -_bearings_ of a vessel, are the widest part of her below the -plank-shear. That part of her hull which is on the water-line when she -is at anchor and in her proper trim. - -BEATING. Going toward the direction of the wind, by alternate tacks. - -BECALM. To intercept the wind. A vessel or highland to windward is said -to _becalm_ another. So one sail _becalms_ another. - -BECKET. A piece of rope placed so as to confine a spar or another rope. -A handle made of rope, in the form of a circle, (as the handle of a -chest,) is called a _becket_. - -BEES. Pieces of plank bolted to the outer end of the bowsprit, to reeve -the foretopmast stays through. - -BELAY. To make a rope fast by turns round a pin or coil, without -hitching or seizing it. - -BEND. To make fast. - -_To bend a sail_, is to make it fast to the yard. - -_To bend a cable_, is to make it fast to the anchor. - -_A bend_, is a knot by which one rope is made fast to another. - -BENDS. (See PLATE 3.) The strongest part of a vessel's side, to which -the beams, knees, and foot-hooks are bolted. The part between the -water's edge and the bulwarks. - -BENEAPED. (See NEAPED.) - -BENTICK SHROUDS. Formerly used, and extending from the futtock-staves -to the opposite channels. - -BERTH. The place where a vessel lies. The place in which a man sleeps. - -BETWEEN-DECKS. The space between any two decks of a ship. - -BIBBS. Pieces of timber bolted to the hounds of a mast, to support the -trestle-trees. - -BIGHT. The double part of a rope when it is folded; in -contradistinction from the ends. Any part of a rope may be called the -bight, except the ends. Also, a bend in the shore, making a small bay -or inlet. - -BILGE. That part of the floor of a ship upon which she would rest if -aground; being the part near the keel which is more in a horizontal -than a perpendicular line. - -_Bilge-ways._ Pieces of timber bolted together and placed under the -bilge, in launching. - -_Bilged._ When the bilge is broken in. - -_Bilge Water._ Water which settles in the bilge. - -_Bilge._ The largest circumference of a cask. - -BILL. The point at the extremity of the fluke of an anchor. - -BILLET-HEAD. (See HEAD.) - -BINNACLE. A box near the helm, containing the compass. - -BITTS. Perpendicular pieces of timber going through the deck, placed to -secure anything to. The cables are fastened to them, if there is no -windlass. There are also _bitts_ to secure the windlass, and on each -side of the heel of the bowsprit. - -BITTER, or BITTER-END. That part of the cable which is abaft the bitts. - -BLACKWALL HITCH. (See PLATE 5 and page 49.) - -BLADE. The flat part of an oar, which goes into the water. - -BLOCK. A piece of wood with sheaves, or wheels, in it, through which -the running rigging passes, to add to the purchase. (See page 53.) - -BLUFF. A _bluff-bowed_ or _bluff-headed_ vessel is one which is full -and square forward. - -BOARD. The stretch a vessel makes upon one tack, when she is beating. - -_Stern-board._ When a vessel goes stern foremost. - -_By the board._ Said of masts, when they fall over the side. - -BOAT-HOOK. An iron hook with a long staff, held in the hand, by which a -boat is kept fast to a wharf, or vessel. - -BOATSWAIN. (Pronounced _bo-s'n_.) A warrant officer in the navy, who -has charge of the rigging, and calls the crew to duty. - -BOBSTAYS. Used to confine the bowsprit down to the stem or cutwater. - -BOLSTERS. Pieces of soft wood, covered with canvass, placed on the -trestle-trees, for the eyes of the rigging to rest upon. - -BOLTS. Long cylindrical bars of iron or copper, used to secure or unite -the different parts of a vessel. - -BOLT-ROPE. The rope which goes round a sail, and to which the canvass -is sewed. - -BONNET. An additional piece of canvass attached to the foot of a jib, -or a schooner's foresail, by lacings. Taken off in bad weather. - -BOOM. A spar used to extend the foot of a fore-and-aft sail or -studdingsail. - -_Boom-irons._ Iron rings on the yards, through which the studdingsail -booms traverse. - -BOOT-TOPPING. Scraping off the grass, or other matter, which may be on -a vessel's bottom, and daubing it over with tallow, or some mixture. - -BOUND. _Wind-bound._ When a vessel is kept in port by a head wind. - -BOW. The rounded part of a vessel, forward. - -BOWER. A working anchor, the cable of which is bent and reeved through -the hawse-hole. - -_Best bower_ is the larger of the two bowers. (See page 16.) - -BOW-GRACE. A frame of old rope or junk, placed round the bows and sides -of a vessel, to prevent the ice from injuring her. - -BOWLINE. (Pronounced _bo-lin_.) A rope leading forward from the leech -of a square sail, to keep the leech well out when sailing close-hauled. -A vessel is said to be _on a bowline_, or _on a taut bowline_, when she -is close-hauled. - -_Bowline-bridle._ The span on the leech of the sail to which the -bowline is toggled. - -_Bowline-knot._ (See PLATE 5 and page 49.) - -BOWSE. To pull upon a tackle. - -BOWSPRIT. (Pronounced _bo-sprit_.) A large and strong spar, standing -from the bows of a vessel. (See PLATE 1.) - -BOX-HAULING. Wearing a vessel by backing the head sails. (See page 75.) - -BOX. _To box the compass_, is to repeat the thirty-two points of the -compass in order. - -BRACE. A rope by which a yard is turned about. - -_To brace a yard_, is to turn it about horizontally. - -_To brace up_, is to lay the yard more fore-and-aft. - -_To brace in_, is to lay it nearer square. - -_To brace aback._ (See ABACK.) - -_To brace to_, is to brace the head yards a little aback, in tacking or -wearing. - -BRAILS. Ropes by which the foot or lower corners of fore-and-aft sails -are hauled up. - -BRAKE. The handle of a ship's pump. - -BREAK. _To break bulk_, is to begin to unload. - -_To break ground_, is to lift the anchor from the bottom. - -_To break shear_, is when a vessel, at anchor, in tending, is forced -the wrong way by the wind or current, so that she does not lie so well -for keeping herself clear of her anchor. - -BREAKER. A small cask containing water. - -BREAMING. Cleaning a ship's bottom by burning. - -BREAST-FAST. A rope used to confine a vessel sideways to a wharf, or to -some other vessel. - -BREAST-HOOKS. Knees placed in the forward part of a vessel, across the -stem, to unite the bows on each side. (See PLATE 3.) - -BREAST-ROPE. A rope passed round a man in the chains, while sounding. - -BREECH. The outside angle of a knee-timber. The after end of a gun. - -BREECHING. A strong rope used to secure the breech of a gun to the -ship's side. - -BRIDLE. Spans of rope attached to the leeches of square sails, to which -the bowlines are made fast. - -_Bridle-port._ The foremost port, used for stowing the anchors. - -BRIG. A square-rigged vessel, with two masts. An _hermaphrodite brig_ -has a brig's foremast and a schooner's mainmast. (See PLATE 4.) - -BROACH-TO. To fall off so much, when going free, as to bring the wind -round on the other quarter and take the sails aback. - -BROADSIDE. The whole side of a vessel. - -BROKEN-BACKED. The state of a vessel when she is so loosened as to -droop at each end. - -BUCKLERS. Blocks of wood made to fit in the hawse-holes, or holes in -the half-ports, when at sea. Those in the hawse-holes are sometimes -called _hawse-blocks_. - -BULGE. (See BILGE.) - -BULK. The whole cargo when stowed. - -_Stowed in bulk_, is when goods are stowed loose, instead of being -stowed in casks or bags. (See BREAK BULK.) - -BULK HEAD. Temporary partitions of boards to separate different parts -of a vessel. - -BULL. A sailor's term for a small keg, holding a gallon or two. - -BULL'S EYE. (See page 53.) A small piece of stout wood with a hole in -the centre for a stay or rope to reeve through, without any sheave, and -with a groove round it for the strap, which is usually of iron. Also, a -piece of thick glass inserted in the deck to let light below. - -BULWARKS. The wood work round a vessel, above her deck, consisting of -boards fastened to stanchions and timber-heads. - -BUM-BOATS. Boats which lie alongside a vessel in port with provisions -and fruit to sell. - -BUMPKIN. Pieces of timber projecting from the vessel, to board the fore -tack to; and from each quarter, for the main brace-blocks. - -BUNT. The middle of a sail. - -BUNTINE. (Pronounced _buntin_.) Thin woollen stuff of which a ship's -colors are made. - -BUNTLINES. Ropes used for hauling up the body of a sail. - -BUOY. A floating cask, or piece of wood, attached by a rope to an -anchor, to show its position. Also, floated over a shoal, or other -dangerous place as a beacon. - -_To stream a buoy_, is to drop it into the water before letting go the -anchor. - -A buoy is said to _watch_, when it floats upon the surface of the -water. - -BURTON. A tackle, rove in a particular manner. - -_A single Spanish burton_ has three single blocks, or two single blocks -and a hook in the bight of one of the running parts. - -_A double Spanish burton_ has three double blocks. (See page 54.) - -BUTT. The end of a plank where it unites with the end of another. - -_Scuttle-butt._ A cask with a hole cut in its bilge, and kept on deck -to hold water for daily use. - -BUTTOCK. That part of the convexity of a vessel abaft, under the stern, -contained between the counter above and the after part of the bilge -below, and between the quarter on the side and the stern-post. (See -PLATE 3.) - -BY. _By the head._ Said of a vessel when her head is lower in the water -than her stern. If her stern is lower, she is _by the stern_. - -_By the lee._ (See LEE. See RUN.) - - -CABIN. The after part of a vessel, in which the officers live. - -CABLE. A large, strong rope, made fast to the anchor, by which the -vessel is secured. It is usually 120 fathoms in length. - -CABLE-TIER. (See TIER.) - -CABOOSE. A house on deck, where the cooking is done. Commonly called -the _Galley_. - -CALK. (See CAULK.) - -CAMBERED. When the floor of a vessel is higher at the middle than -towards the stem and stern. - -CAMEL. A machine used for lifting vessels over a shoal or bar. - -CAMFERING. Taking off an angle or edge of a timber. - -CAN-HOOKS. Slings with flat hooks at each end, used for hoisting -barrels or light casks, the hooks being placed round the chimes, and -the purchase hooked to the centre of the slings. Small ones are usually -wholly of iron. - -CANT-PIECES. Pieces of timber fastened to the angles of fishes and -side-trees, to supply any part that may prove rotten. - -CANT-TIMBERS. Timbers at the two ends of a vessel, raised obliquely -from the keel. - -_Lower Half Cants._ Those parts of frames situated forward and abaft -the square frames, or the floor timbers which cross the keel. - -CANVASS. The cloth of which sails are made. No. 1 is the coarsest and -strongest. - -CAP. A thick, strong block of wood with two holes through it, one -square and the other round, used to confine together the head of one -mast and the lower part of the mast next above it. (See PLATE 1.) - -CAPSIZE. To overturn. - -CAPSTAN. A machine placed perpendicularly in the deck, and used for a -strong purchase in heaving or hoisting. Men-of-war weigh their anchors -by capstans. Merchant vessels use a windlass. (See BAR.) - -CAREEN. To heave a vessel down upon her side by purchases upon the -masts. To lie over, when sailing on the wind. - -CARLINGS. Short and small pieces of timber running between the beams. - -CARRICK-BEND. A kind of knot. (See PLATE 5 and page 50.) - -_Carrick-bitts_ are the windlass bitts. - -CARRY-AWAY. To break a spar, or part a rope. - -CAST. To pay a vessel's head off, in getting under way, on the tack she -is to sail upon. - -CAT. The tackle used to hoist the anchor up to the cat-head. - -_Cat-block_, the block of this tackle. - -CAT-HARPIN. An iron leg used to confine the upper part of the rigging -to the mast. - -CAT-HEAD. Large timbers projecting from the vessel's side, to which the -anchor is raised and secured. - -CAT'S-PAW. A kind of hitch made in a rope. (See PLATE 5 and page 50.) A -light current of air seen on the surface of the water during a calm. - -CAULK. To fill the seams of a vessel with oakum. - -CAVIL. (See KEVEL.) - -CEILING. The inside planking of a vessel. - -CHAFE. To rub the surface of a rope or spar. - -_Chafing-gear_ is the stuff put upon the rigging and spars to prevent -their chafing. - -CHAINS. (See PLATE 1.) Strong links or plates of iron, the lower ends -of which are bolted through the ship's side to the timbers. Their upper -ends are secured to the bottom of the dead-eyes in the channels. Also, -used familiarly for the CHANNELS, which see. The chain cable of a -vessel is called familiarly her _chain_. - -_Rudder-chains_ lead from the outer and upper end of the rudder to the -quarters. They are hung slack. - -CHAIN-PLATES. Plates of iron bolted to the side of a ship, to which the -chains and dead-eyes of the lower rigging are connected. - -CHANNELS. Broad pieces of plank bolted edgewise to the outside of a -vessel. Used for spreading the lower rigging. (See CHAINS.) - -CHAPELLING. Wearing a ship round, when taken aback, without bracing the -head yards. (See page 80.) - -CHECK. A term sometimes used for slacking off a little on a brace, and -then belaying it. - -CHEEKS. The projections on each side of a mast, upon which the -trestle-trees rest. The sides of the shell of a block. - -CHEERLY! Quickly, with a will. - -CHESS-TREES. Pieces of oak, fitted to the sides of a vessel, abaft the -fore chains, with a sheave in them, to board the main tack to. Now out -of use. - -CHIMES. The ends of the staves of a cask, where they come out beyond -the head of the cask. - -CHINSE. To thrust oakum into seams with a small iron. - -CHOCK. A wedge used to secure anything with, or for anything to rest -upon. The long boat rests upon two large _chocks_, when it is stowed. - -_Chock-a-block._ When the lower block of a tackle is run close up to -the upper one, so that you can hoist no higher. This is also called -hoisting up _two-blocks_. - -CISTERN. An apartment in the hold of a vessel, having a pipe leading -out through the side, with a cock, by which water may be let into her. - -CLAMPS. Thick planks on the inside of vessels, to support the ends of -beams. Also, crooked plates of iron fore-locked upon the trunnions of -cannon. Any plate of iron made to turn, open, and shut so as to confine -a spar or boom, as, a studdingsail boom, or a boat's mast. - -CLASP-HOOK. (See CLOVE-HOOK.) - -CLEAT. A piece of wood used in different parts of a vessel to belay -ropes to. - -CLEW. The lower corner of square sails, and the after corner of a -fore-and-aft sail. - -_To clew up_, is to haul up the clew of a sail. - -CLEW-GARNET. A rope that hauls up the clew of a foresail or mainsail in -a square-rigged vessel. - -CLEWLINE. A rope that hauls up the clew of a square sail. The -clew-garnet is the clewline of a course. - -CLINCH. A half-hitch, stopped to its own part. - -CLOSE-HAULED. Applied to a vessel which is sailing with her yards -braced up so as to get as much as possible to windward. The same as _on -a taut bowline_, _full and by_, _on the wind_, &c. - -CLOVE-HITCH. Two half-hitches round a spar or other rope. (See PLATE 5 -and page 48.) - -CLOVE-HOOK. An iron clasp, in two parts, moving upon the same pivot, -and overlapping one another. Used for bending chain sheets to the clews -of sails. - -CLUB-HAUL. To bring a vessel's head round on the other tack, by letting -go the lee anchor and cutting or slipping the cable. (See page 76.) - -CLUBBING. Drifting down a current with an anchor out. (See page 77.) - -COAKING. Uniting pieces of spar by means of tabular projections, formed -by cutting away the solid of one piece into a hollow, so as to make a -projection in the other, in such a manner that they may correctly fit, -the butts preventing the pieces from drawing asunder. - -_Coaks_ are fitted into the beams and knees of vessels to prevent their -drawing. - -COAL TAR. Tar made from bituminous coal. - -COAMINGS. Raised work round the hatches, to prevent water going down -into the hold. - -COAT. _Mast-Coat_ is a piece of canvass, tarred or painted, placed -round a mast or bowsprit, where it enters the deck. - -COCK-BILL. To cock-bill a yard or anchor. (See A-COCK-BILL.) - -COCK-PIT. An apartment in a vessel of war, used by the surgeon during -an action. - -CODLINE. An eighteen thread line. - -COXSWAIN. (Pronounced _cox'n_.) The person who steers a boat and has -charge of her. - -COIL. To lay a rope up in a ring, with one turn or fake over another. - -_A coil_ is a quantity of rope laid up in that manner. - -COLLAR. An eye in the end or bight of a shroud or stay, to go over the -mast-head. - -COME. _Come home_, said of an anchor when it is broken from the ground -and drags. - -_To come up_ a rope or tackle, is to slack it off. - -COMPANION. A wooden covering over the staircase to a cabin. - -_Companion-way_, the staircase to the cabin. - -_Companion-ladder._ The ladder leading from the poop to the main deck. - -COMPASS. The instrument which tells the course of a vessel. - -_Compass-timbers_ are such as are curved or arched. - -CONCLUDING-LINE. A small line leading through the centre of the steps -of a rope or Jacob's ladder. - -CONNING, or CUNNING. Directing the helmsman in steering a vessel. - -COUNTER. (See PLATE 3.) That part of a vessel between the bottom of the -stern and the wing-transom and buttock. - -_Counter-timbers_ are short timbers put in to strengthen the counter. - -_To counter-brace_ yards, is to brace the head-yards one way and the -after-yards another. - -COURSES. The common term for the sails that hang from a ship's lower -yards. The foresail is called the _fore course_ and the mainsail the -_main course_. - -CRANES. Pieces of iron or timber at the vessel's sides, used to stow -boats or spars upon. A machine used at a wharf for hoisting. - -CRANK. The condition of a vessel when she is inclined to lean over a -great deal and cannot bear much sail. This may be owing to her -construction or to her stowage. - -CREEPER. An iron instrument, like a grapnell, with four claws, used for -dragging the bottom of a harbor or river, to find anything lost. - -CRINGLE. A short piece of rope with each end spliced into the bolt-rope -of a sail, confining an iron ring or thimble. - -CROSS-BARS. Round bars of iron, bent at each end, used as levers to -turn the shank of an anchor. - -CROSS-CHOCKS. Pieces of timber fayed across the dead-wood amidships, to -make good the deficiency of the heels of the lower futtocks. - -CROSS-JACK. (Pronounced _croj-jack_.) The cross-jack yard is the lower -yard on the mizzen mast. (See PLATE 1.) - -CROSS-PAWLS. Pieces of timber that keep a vessel together while in her -frames. - -CROSS-PIECE. A piece of timber connecting two bitts. - -CROSS-SPALES. Pieces of timber placed across a vessel, and nailed to -the frames, to keep the sides together until the knees are bolted. - -CROSS-TREES. (See PLATE 1.) Pieces of oak supported by the cheeks and -trestle-trees, at the mast-heads, to sustain the tops on the lower -mast, and to spread the topgallant rigging at the topmast-head. - -CROW-FOOT. A number of small lines rove through the uvrou to suspend an -awning by. - -CROWN of an anchor, is the place where the arms are joined to the -shank. - -_To crown a knot_, is to pass the strands over and under each other -above the knot. (See PLATE 5, page 46.) - -CRUTCH. A knee or piece of knee-timber, placed inside of a vessel, to -secure the heels of the cant-timbers abaft. Also, the chock upon which -the spanker-boom rests when the sail is not set. - -CUCKOLD'S NECK. A knot by which a rope is secured to a spar, the two -parts of the rope crossing each other, and seized together. - -CUDDY. A cabin in the fore part of a boat. - -CUNTLINE. The space between the bilges of two casks, stowed side by -side. Where one cask is set upon the cuntline between two others, they -are stowed _bilge and cuntline_. - -CUT-WATER. The foremost part of a vessel's prow, which projects forward -of the bows. - -CUTTER. A small boat. Also, a kind of sloop. - - -DAGGER. A piece of timber crossing all the puppets of the bilge-ways to -keep them together. - -_Dagger-knees._ Knees placed obliquely, to avoid a port. - -DAVITS. Pieces of timber or iron, with sheaves or blocks at their ends, -projecting over a vessel's sides or stern, to hoist boats up to. Also, -a spar with a roller or sheave at its end, used for fishing the anchor, -called a _fish-davit_. - -DEAD-EYE. A circular block of wood, with three holes through it, for -the lanyards of rigging to reeve through, without sheaves, and with a -groove round it for an iron strap. (See page 59.) - -DEAD-FLAT. One of the bends, amidships. - -DEAD-LIGHTS. Ports placed in the cabin windows in bad weather. - -DEAD RECKONING. A reckoning kept by observing a vessel's courses and -distances by the log, to ascertain her position. - -DEAD-RISING, OR RISING-LINE. Those parts of a vessel's floor, -throughout her whole length, where the floor-timber is terminated upon -the lower futtock. - -DEAD-WATER. The eddy under a vessel's counter. - -DEAD-WOOD. Blocks of timber, laid upon each end of the keel, where the -vessel narrows. - -DECK. The planked floor of a vessel, resting upon her beams. - -DECK-STOPPER. A stopper used for securing the cable forward of the -windlass or capstan, while it is overhauled. (See STOPPER.) - -DEEP-SEA-LEAD. (Pronounced _dipsey_.) (See page 17.) The lead used in -sounding at great depths. - -DEPARTURE. The easting or westing made by a vessel. The bearing of an -object on the coast from which a vessel commences her dead reckoning. - -DERRICK. A single spar, supported by stays and guys, to which a -purchase is attached, used to unload vessels, and for hoisting. - -DOG. A short iron bar, with a fang or teeth at one end, and a ring at -the other. Used for a purchase, the fang being placed against a beam or -knee, and the block of a tackle hooked to the ring. - -DOG-VANE. A small vane, made of feathers or buntin, to show the -direction of the wind. - -DOG-WATCHES. Half watches of two hours each, from 4 to 6, and from 6 to -8, P.M. (See WATCH.) - -DOLPHIN. A rope or strap round a mast to support the puddening, where -the lower yards rest in the slings. Also, a spar or buoy with a large -ring in it, secured to an anchor, to which vessels may bend their -cables. - -DOLPHIN-STRIKER. The martingale. (See PLATE I.) - -DOUSE. To lower suddenly. - -DOWELLING. A method of coaking, by letting pieces into the solid, or -uniting two pieces together by tenons. - -DOWNHAUL. A rope used to haul down jibs, staysails, and studdingsails. - -DRABLER. A piece of canvass laced to the bonnet of a sail, to give it -more drop. - -DRAG. A machine with a bag net, used for dragging on the bottom for -anything lost. - -DRAUGHT. The depth of water which a vessel requires to float her. - -DRAW. A sail _draws_ when it is filled by the wind. - -_To draw a jib_, is to shift it over the stay to leeward, when it is -aback. - -DRIFTS. Those pieces in the sheer-draught where the rails are cut off. - -DRIVE. To scud before a gale, or to drift in a current. - -DRIVER. A spanker. - -DROP. The depth of a sail, from head to foot, amidships. - -DRUM-HEAD. The top of the capstan. - -DUB. To reduce the end of a timber. - -DUCK. A kind of cloth, lighter and finer than canvass; used for small -sails. - -DUNNAGE. Loose wood or other matters, placed on the bottom of the hold, -above the ballast, to stow cargo upon. - - -EARING. A rope attached to the cringle of a sail, by which it is bent -or reefed. - -EIKING. A piece of wood fitted to make good a deficiency in length. - -ELBOW. Two crosses in a hawse. (See page 89.) - -ESCUTCHEON. The part of a vessel's stern where her name is written. - -EVEN-KEEL. The situation of a vessel when she is so trimmed that she -sits evenly upon the water, neither end being down more than the other. - -EUVROU. A piece of wood, by which the legs of the crow-foot to an -awning are extended. (See UVROU.) - -EYE. The circular part of a shroud or stay, where it goes over a mast. - -_Eye-bolt._ A long iron bar, having an eye at one end, driven through a -vessel's deck or side into a timber or beam, with the eye remaining -out, to hook a tackle to. If there is a ring through this eye, it is -called a _ring-bolt_. - -_An Eye-splice_ is a certain kind of splice made with the end of a -rope. (See PLATE 5 and page 45.) - -_Eyelet-hole._ A hole made in a sail for a cringle or roband to go -through. - -_The Eyes of a vessel._ A familiar phrase for the forward part. - - -FACE-PIECES. Pieces of wood wrought on the fore part of the knee of the -head. - -FACING. Letting one piece of timber into another with a rabbet. - -FAG. A rope is _fagged_ when the end is untwisted. - -FAIR-LEADER. A strip of board or plank, with holes in it, for running -rigging to lead through. Also, a block or thimble used for the same -purpose. - -FAKE. One of the circles or rings made in coiling a rope. - -FALL. That part of a tackle to which the power is applied in hoisting. - -FALSE KEEL. Pieces of timber secured under the main keel of vessels. - -FANCY-LINE. A line rove through a block at the jaws of a gaff, used as -a downhaul. Also, a line used for cross-hauling the lee topping-lift. - -FASHION-PIECES. The aftermost timbers, terminating the breadth and -forming the shape of the stern. - -FAST. A rope by which a vessel is secured to a wharf. There are _bow_ -or _head_, _breast_, _quarter_, and _stern_ fasts. - -FATHOM. Six feet. - -FEATHER. _To feather an oar_ in rowing, is to turn the blade -horizontally with the top aft as it comes out of the water. - -FEATHER-EDGED. Planks which have one side thicker than another. - -FENDERS. Pieces of rope or wood hung over the side of a vessel or boat, -to protect it from chafing. The fenders of a neat boat are usually made -of canvass and stuffed. - -FID. A block of wood or iron, placed through the hole in the heel of a -mast, and resting on the trestle-trees of the mast below. This supports -the mast. Also, a wooden pin, tapered, used in splicing large ropes, in -opening eyes, &c. - -FIDDLE-BLOCK. A long shell, having one sheave over the other, and the -lower smaller than the upper. - -FIDDLE-HEAD. (See HEAD.) - -FIFE-RAIL. The rail going round a mast. - -FIGURE-HEAD. A carved head or full-length figure, over the cut-water. - -FILLINGS. Pieces of timber used to make the curve fair for the -mouldings, between the edges of the fish-front and the sides of the -mast. - -FILLER. (See MADE MAST.) - -FINISHING. Carved ornaments of the quarter-galley, below the second -counter, and above the upper lights. - -FISH. To raise the flukes of an anchor upon the gunwale. Also, to -strengthen a spar when sprung or weakened, by putting in or fastening -on another piece. - -_Fish-front_, _Fishes-sides_. (See MADE MAST.) - -FISH-DAVIT. The davit used for fishing an anchor. - -FISH-HOOK. A hook with a pennant, to the end of which the fish-tackle -is hooked. - -FISH-TACKLE. The tackle used for fishing an anchor. - -FLARE. When the vessel's sides go out from the perpendicular. In -opposition to _falling-home_ or _tumbling-in_. - -FLAT. A sheet is said to be hauled _flat_, when it is hauled down -close. - -_Flat-aback_, when a sail is blown with its after surface against the -mast. - -FLEET. To come up a tackle and draw the blocks apart, for another pull, -after they have been hauled _two-blocks_. - -_Fleet ho!_ The order given at such times. Also, to shift the position -of a block or fall, so as to haul to more advantage. - -FLEMISH COIL. (See FRENCH-FAKE.) - -FLEMISH-EYE. A kind of eye-splice. (See PLATE 5 and page 45.) - -FLEMISH-HORSE. An additional foot-rope at the ends of topsail yards. - -FLOOR. The bottom of a vessel, on each side of the keelson. - -FLOOR TIMBERS. Those timbers of a vessel which are placed across the -keel. (See PLATE 3.) - -FLOWING SHEET. When a vessel has the wind free, and the lee clews eased -off. - -FLUKES. The broad triangular plates at the extremity of the arms of an -anchor, terminating in a point called the _bill_. - -FLY. That part of a flag which extends from the Union to the extreme -end. (See UNION.) - -FOOT. The lower end of a mast or sail. (See FORE-FOOT.) - -FOOT-ROPE. The rope stretching along a yard, upon which men stand when -reefing or furling, formerly called _horses_. - -FOOT-WALING. The inside planks or lining of a vessel, over the -floor-timbers. - -FORE. Used to distinguish the forward part of a vessel, or things in -that direction; as, _fore mast_, _fore hatch_, in opposition to _aft_ -or _after_. - -FORE-AND-AFT. Lengthwise with the vessel. In opposition to -_athwart-ships_. (See SAILS.) - -FORECASTLE. That part of the upper deck forward of the fore mast; or, -as some say, forward of the after part of the fore channels. (See PLATE -1.) Also, the forward part of the vessel, under the deck, where the -sailors live, in merchant vessels. - -FORE-FOOT. A piece of timber at the forward extremity of the keel, upon -which the lower end of the stem rests. (See PLATE 3.) - -FORE-GANGER. A short piece of rope grafted on a harpoon, to which the -line is bent. - -FORE-LOCK. A flat piece of iron, driven through the end of a bolt, to -prevent its drawing. - -FORE MAST. The forward mast of all vessels. (See PLATE 1.) - -FOREREACH. To shoot ahead, especially when going in stays. - -FORE-RUNNER. A piece of rag, terminating the stray-line of the -log-line. - -FORGE. _To forge ahead_, to shoot ahead; as, in coming to anchor, after -the sails are furled. (See FOREREACH.) - -FORMERS. Pieces of wood used for shaping cartridges or wads. - -FOTHER, or FODDER. To draw a sail, filled with oakum, under a vessel's -bottom, in order to stop a leak. - -FOUL. The term for the opposite of clear. - -FOUL ANCHOR. When the cable has a turn round the anchor. - -FOUL HAWSE. When the two cables are crossed or twisted, outside the -stem. - -FOUNDER. A vessel _founders_, when she fills with water and sinks. - -FOX. (See page 52.) Made by twisting together two or more rope-yarns. - -_A Spanish fox_ is made by untwisting a single yarn and laying it up -the contrary way. - -FRAP. To pass ropes round a sail to keep it from blowing loose. Also, -to draw ropes round a vessel which is weakened, to keep her together. - -FREE. A vessel is going _free_, when she has a fair wind and her yards -braced in. A vessel is said to be _free_, when the water has been -pumped out of her. - -FRESHEN. To relieve a rope, by moving its place; as, to _freshen the -nip_ of a stay, is to shift it, so as to prevent its chafing through. - -_To freshen ballast_, is to alter its position. - -FRENCH-FAKE. To coil a rope with each fake outside of the other, -beginning in the middle. If there are to be riding fakes, they begin -outside and go in; and so on. This is called a _Flemish coil_. - -FULL-AND-BY. Sailing close-hauled on a wind. - -_Full-and-by!_ The order given to the man at the helm to keep the sails -full and at the same time close to the wind. - -FURL. To roll a sail up snugly on a yard or boom, and secure it. - -FUTTOCK-PLATES. Iron plates crossing the sides of the top-rim -perpendicularly. The dead-eyes of the topmast rigging are fitted to -their upper ends, and the futtock-shrouds to their lower ends. - -FUTTOCK-SHROUDS. Short shrouds, leading from the lower ends of the -futtock-plates to a bend round the lower mast, just below the top. - -FUTTOCK-STAFF. A short piece of wood or iron, seized across the upper -part of the rigging, to which the catharpin legs are secured. - -FUTTOCK-TIMBERS. (See PLATE 3.) Those timbers between the floor and -naval timbers, and the top-timbers. There are two--the _lower_, which -is over the floor, and the _middle_, which is over the naval timber. -The naval timber is sometimes called the _ground futtock_. - - -GAFF. A spar, to which the head of a fore-and-aft sail is bent. (See -PLATE 1.) - -GAFF-TOPSAIL. A light sail set over a gaff, the foot being spread by -it. - -GAGE. The depth of water of a vessel. Also, her position as to another -vessel, as having the _weather_ or _lee gage_. - -GALLEY. The place where the cooking is done. - -GALLOWS-BITTS. A strong frame raised amidships, to support spare spars, -&c., in port. - -GAMMONING. (See PLATE 1.) The lashing by which the bowsprit is secured -to the cut-water. - -GANG-CASKS. Small casks, used for bringing water on board in boats. - -GANGWAY. (See PLATE 1.) That part of a vessel's side, amidships, where -people pass in and out of the vessel. - -GANTLINE. (See GIRTLINE.) - -GARBOARD-STREAK. (See PLATE 3.) The range of planks next to the keel, -on each side. - -GARLAND. A large rope, strap or grommet, lashed to a spar when hoisting -it inboard. - -GARNET. A purchase on the main stay, for hoisting cargo. - -GASKETS. Ropes or pieces of plated stuff, used to secure a sail to the -yard or boom when it is furled. They are called a _bunt_, _quarter_, or -_yard-arm gasket_, according to their position on the yard. - -GIMBLET. To turn an anchor round by its stock. To turn anything round -on its end. - -GIRT. The situation of a vessel when her cables are too taut. - -GIRTLINE. A rope rove through a single block aloft, making a whip -purchase. Commonly used to hoist rigging by, in fitting it. - -GIVE WAY! An order to men in a boat to pull with more force, or to -begin pulling. The same as, _Lay out on your oars!_ or, _Lay out!_ - -GLUT. A piece of canvass sewed into the centre of a sail near the head. -It has an eyelet-hole in the middle for the bunt-jigger or becket to go -through. - -GOB-LINE, or GAUB-LINE. A rope leading from the martingale inboard. The -same as _back-rope_. - -GOODGEON. (See GUDGEON.) - -GOOSE-NECK. An iron ring fitted to the end of a yard or boom, for -various purposes. - -GOOSE-WINGED. The situation of a course when the buntlines and lee clew -are hauled up, and the weather clew down. - -GORES. The angles at one or both ends of such cloths as increase the -breadth or depth of a sail. - -GORING-CLOTHS. Pieces cut obliquely and put in to add to the breadth of -a sail. - -GRAFTING. (See page 52.) A manner of covering a rope by weaving -together yarns. - -GRAINS. An iron with four or more barbed points to it, used for -striking small fish. - -GRAPNEL. A small anchor with several claws, used to secure boats. - -GRAPPLING IRONS. Crooked irons, used to seize and hold fast another -vessel. - -GRATING. Open lattice work of wood. Used principally to cover hatches -in good weather. - -GREAVE. To clean a ship's bottom by burning. - -GRIPE. The outside timber of the fore-foot, under water, fastened to -the lower stem-piece. (See PLATE 3.) A vessel _gripes_ when she tends -to come up into the wind. - -GRIPES. Bars of iron, with lanyards, rings and clews, by which a large -boat is lashed to the ring-bolts of the deck. Those for a quarter-boat -are made of long strips of matting, going round her and set taut by a -lanyard. - -GROMMET. (See PLATE 5 and page 46.) A ring formed of rope, by laying -round a single strand. - -GROUND TACKLE. General term for anchors, cables, warps, springs, &c.; -everything used in securing a vessel at anchor. - -GROUND-TIER. The lowest tier of casks in a vessel's hold. - -GUESS-WARP, or GUESS-ROPE. A rope fastened to a vessel or wharf, and -used to tow a boat by; or to haul it out to the swinging-boom-end, when -in port. - -GUN-TACKLE PURCHASE. A purchase made by two single blocks. (See page -54.) - -GUNWALE. (Pronounced _gun-nel_.) The upper rail of a boat or vessel. - -GUY. A rope attaching to anything to steady it, and bear it one way and -another in hoisting. - -GYBE. (Pronounced _jibe_.) To shift over the boom of a fore-and-aft -sail. - - -HAIL. To speak or call to another vessel, or to men in a different part -of a ship. - -HALYARDS. Ropes or tackles used for hoisting and lowering yards, gaffs, -and sails. - -HALF-HITCH. (See PLATE 5 and page 48.) - -HAMMOCK. A piece of canvass, hung at each end, in which seamen sleep. - -HAND. To _hand_ a sail is to _furl_ it. - -_Bear-a-hand_; make haste. - -_Lend-a-hand_; assist. - -_Hand-over-hand_; hauling rapidly on a rope, by putting one hand before -the other alternately. - -HAND-LEAD. (See page 17.) A small lead, used for sounding in rivers and -harbors. - -HANDSOMELY. Slowly, carefully. Used for an order, as, "Lower -handsomely!" - -HANDSPIKE. A long wooden bar, used for heaving at the windlass. - -HANDY BILLY. A watch-tackle. - -HANKS. Rings or hoops of wood, rope, or iron, round a stay, and seized -to the luff of a fore-and-aft sail. - -HARPINGS. The fore part of the wales, which encompass the bows of a -vessel, and are fastened to the stem. (See PLATE 3.) - -HARPOON. A spear used for striking whales and other fish. - -HATCH, or HATCHWAY. An opening in the deck to afford a passage up and -down. The coverings over these openings are also called _hatches_. - -_Hatch-bar_ is an iron bar going across the hatches to keep them down. - -HAUL. _Haul her wind_, said of a vessel when she comes up close upon -the wind. - -HAWSE. The situation of the cables before a vessel's stem, when moored. -Also, the distance upon the water a little in advance of the stem; as, -a vessel sails _athwart the hawse_, or anchors _in the hawse_ of -another. - -_Open hawse._ When a vessel rides by two anchors, without any cross in -her cables. - -HAWSE-HOLE. The hole in the bows through which the cable runs. - -HAWSE-PIECES. Timbers through which the hawse-holes are cut. - -HAWSE-BLOCK. A block of wood fitted into a hawse-hole at sea. - -HAWSER. A large rope used for various purposes, as warping, for a -spring, &c. - -HAWSER-LAID, or CABLE-LAID rope, is rope laid with nine strands against -the sun. (See PLATE 5 and page 43.) - -HAZE. A term for punishing a man by keeping him unnecessarily at work -upon disagreeable or difficult duty. - -HEAD. The work at the prow of a vessel. If it is a carved figure, it is -called a _figure-head_; if simple carved work, bending over and out, a -_billet-head_; and if bending in, like the head of a violin, a -_fiddle-head_. Also, the upper end of a mast, called a _mast-head_. -(See BY-THE-HEAD. See FAST.) - -HEAD-LEDGES. Thwartship pieces that frame the hatchways. - -HEAD-SAILS. A general name given to all sails that set forward of the -fore-mast. - -HEART. A block of wood in the shape of a heart, for stays to reeve -through. - -HEART-YARNS. The centre yarns of a strand. - -HEAVE SHORT. To heave in on the cable until the vessel is nearly over -her anchor. - -HEAVE-TO. To put a vessel in the position of lying-to. (See LIE-TO.) - -HEAVE IN STAYS. To go about in tacking. - -HEAVER. A short wooden bar, tapering at each end. Used as a purchase. - -HEEL. The after part of the keel. Also, the lower end of a mast or -boom. Also, the lower end of the stern-post. - -_To heel_, is to lie over on one side. - -HEELING. The square part of the lower end of a mast, through which the -fid-hole is made. - -HELM. The machinery by which a vessel is steered, including the rudder, -tiller, wheel, &c. Applied more particularly, perhaps, to the tiller. - -HELM-PORT. The hole in the counter through which the rudder-head -passes. - -HELM-PORT-TRANSOM. A piece of timber placed across the lower counter, -inside, at the height of the helm-port, and bolted through every -timber, for the security of that port. (See PLATE 3.) - -HIGH AND DRY. The situation of a vessel when she is aground, above -water mark. - -HITCH. A peculiar manner of fastening ropes. (See PLATE 5 and page 48.) - -HOG. A flat, rough broom, used for scrubbing the bottom of a vessel. - -HOGGED. The state of a vessel when, by any strain, she is made to droop -at each end, bringing her centre up. - -HOLD. The interior of a vessel, where the cargo is stowed. - -HOLD WATER. To stop the progress of a boat by keeping the oar-blades in -the water. - -HOLY-STONE. A large stone, used for cleaning a ship's decks. - -HOME. The sheets of a sail are said to be _home_, when the clews are -hauled chock out to the sheave-holes. An anchor _comes home_ when it is -loosened from the ground and is hove in toward the vessel. - -HOOD. A covering for a companion hatch, skylight, &c. - -HOOD-ENDS, or HOODING-ENDS, or WHOODEN-ENDS. Those ends of the planks -which fit into the rabbets of the stem or stern-post. - -HOOK-AND-BUTT. The scarfing, or laying the ends of timbers over each -other. - -HORNS. The jaws of booms. Also, the ends of cross-trees. - -HORSE. (See FOOT-ROPE.) - -HOUNDS. Those projections at the mast-head serving as shoulders for the -top or trestle-trees to rest upon. - -HOUSE. To _house_ a mast, is to lower it about half its length, and -secure it by lashing its heel to the mast below. (See page 37.) - -_To house a gun_, is to run it in clear of the port and secure it. - -HOUSING, or HOUSE-LINE. (Pronounced _houze-lin_.) A small cord made of -three small yarns, and used for seizings. - -HULL. The body of a vessel. (See A-HULL.) - - -IN-AND-OUT. A term sometimes used for the scantline of the timbers, the -moulding way, and particularly for those bolts that are driven into the -hanging and lodging knees, through the sides, which are called -_in-and-out bolts_. - -INNER-POST. A piece brought on at the fore side of the main-post, and -generally continued as high as the wing-transom, to seat the other -transoms upon. - -IRONS. A ship is said to be _in irons_, when, in working, she will not -cast one way or the other. - - -JACK. A common term for the _jack-cross-trees_. (See UNION.) - -JACK-BLOCK. A block used in sending topgallant masts up and down. - -JACK-CROSS-TREES. (See PLATE 1.) Iron cross-trees at the head of long -topgallant masts. - -JACK-STAFF. A short staff, raised at the bowsprit cap, upon which the -Union Jack is hoisted. - -JACK-STAYS. Ropes stretched taut along a yard to bend the head of the -sail to. Also, long strips of wood or iron, used now for the same -purpose. - -JACK-SCREW. A purchase, used for stowing cotton. - -JACOB'S LADDER. A ladder made of rope, with wooden steps. - -JAWS. The inner ends of booms or gaffs, hollowed in. - -JEERS. Tackles for hoisting the lower yards. - -JEWEL-BLOCKS. Single blocks at the yard-arms, through which the -studdingsail halyards lead. - -JIB. (See PLATE 2.) A triangular sail set on a stay, forward. - -_Flying-jib_ sets outside of the jib; and the _jib-o'-jib_ outside of -that. - -JIB-BOOM. (See PLATE 1.) The boom, rigged out beyond the bowsprit, to -which the tack of the jib is lashed. - -JIGGER. A small tackle, used about decks or aloft. - -JOLLY-BOAT. A small boat, usually hoisted at the stern. - -JUNK. Condemned rope, cut up and used for making mats, swabs, oakum, -&c. - -JURY-MAST. A temporary mast, rigged at sea, in place of one lost. - - -KECKLING. Old rope wound round cables, to keep them from chafing. (See -ROUNDING.) - -KEDGE. A small anchor, with an iron stock, used for warping. - -_To kedge_, is to warp a vessel ahead by a kedge and hawser. - -KEEL. (See PLATE 3.) The lowest and principal timber of a vessel, -running fore-and-aft its whole length, and supporting the whole frame. -It is composed of several pieces, placed lengthwise, and scarfed and -bolted together. (See FALSE KEEL.) - -KEEL-HAUL. To haul a man under a vessel's bottom, by ropes at the -yard-arms on each side. Formerly practised as a punishment in ships of -war. - -KEELSON. (See PLATE 3.) A timber placed over the keel on the -floor-timbers, and running parallel with it. - -KENTLEDGE. Pig-iron ballast, laid each side of the keelson. - -KEVEL, or CAVIL. A strong piece of wood, bolted to some timber or -stanchion, used for belaying large ropes to. - -KEVEL-HEADS. Timber-heads, used as kevels. - -KINK. A twist in a rope. - -KNEES. (See PLATE 3.) Crooked pieces of timber, having two arms, used -to connect the beams of a vessel with her timbers. (See DAGGER.) - -_Lodging-knees_, are placed horizontally, having one arm bolted to a -beam, and the other across two of the timbers. - -_Knee of the head_, is placed forward of the stem, and supports the -figure-head. - -KNIGHT-HEADS, or BOLLARD-TIMBERS. The timbers next the stem on each -side, and continued high enough to form a support for the bowsprit. -(See PLATE 3.) - -KNITTLES, or NETTLES. (See page 51.) The halves of two adjoining yarns -in a rope, twisted up together, for pointing or grafting. Also, small -line used for seizings and for hammock-clews. - -KNOCK-OFF! An order to leave off work. - -KNOT. A division on the log-line, answering to a mile of distance. (See -page 17.) - - -LABOR. A vessel is said to labor when she rolls or pitches heavily. - -LACING. Rope used to lash a sail to a gaff, or a bonnet to a sail. -Also, a piece of compass or knee timber, fayed to the back of the -figure-head and the knee of the head, and bolted to each. - -LAND-FALL. The making land after being at sea. - -_A good land-fall_, is when a vessel makes the land as intended. - -LAND HO! The cry used when land is first seen. - -LANYARDS. Ropes rove through dead-eyes for setting up rigging. Also, a -rope made fast to anything to secure it, or as a handle, is called a -_lanyard_. - -LARBOARD. The left side of a vessel, looking forward. - -LARBOWLINES. The familiar term for the men in the larboard watch. - -LARGE. A vessel is said to be going _large_, when she has the wind -free. - -LATCHINGS. Loops on the head rope of a bonnet, by which it is laced to -the foot of the sail. - -LAUNCH. A large boat. The LONG-BOAT. - -LAUNCH HO! High enough! - -LAY. To come or to go; as, _Lay aloft!_ _Lay forward!_ _Lay aft!_ Also, -the direction in which the strands of a rope are twisted; as, from left -to right, or from right to left. - -LEACH. (See LEECH.) - -LEACHLINE. A rope used for hauling up the leach of a sail. - -LEAD. A piece of lead, in the shape of a cone or pyramid, with a small -hole at the base, and a line attached to the upper end, used for -sounding. (See HAND-LEAD, DEEP-SEA-LEAD.) - -LEADING-WIND. A fair wind. More particularly applied to a wind abeam or -quartering. - -LEAK. A hole or breach in a vessel, at which the water comes in. - -LEDGES. Small pieces of timber placed athwart-ships under the decks of -a vessel, between the beams. - -LEE. The side opposite to that from which the wind blows; as, if a -vessel has the wind on her starboard side, that will be the _weather_, -and the larboard will be the _lee_ side. - -_A lee shore_ is the shore upon which the wind is blowing. - -_Under the lee_ of anything, is when you have that between you and the -wind. - -_By the lee._ The situation of a vessel, going free, when she has -fallen off so much as to bring the wind round her stern, and to take -her sails aback on the other side. - -LEE-BOARD. A board fitted to the lee side of flat-bottomed boats, to -prevent their drifting to leeward. - -LEE-GAGE. (See GAGE.) - -LEEWAY. What a vessel loses by drifting to leeward. When sailing -close-hauled with all sail set, a vessel should make no leeway. If the -topgallant sails are furled, it is customary to allow one point; under -close-reefed topsails, two points; when under one close-reefed sail, -four or five points. - -LEECH, or LEACH. The border or edge of a sail, at the sides. - -LEEFANGE. An iron bar, upon which the sheets of fore-and-aft sails -traverse. Also, a rope rove through the cringle of a sail which has a -bonnet to it, for hauling in, so as to lace on the bonnet. Not much -used. - -LEEWARD. (Pronounced _lu-ard_.) The lee side. In a direction opposite -to that from which the wind blows, which is called _windward_. The -opposite of _lee_ is _weather_, and of _leeward_ is _windward_; the two -first being adjectives. - -LIE-TO, is to stop the progress of a vessel at sea, either by -counter-bracing the yards, or by reducing sail so that she will make -little or no headway, but will merely come to and fall off by the -counteraction of the sails and helm. - -LIFE-LINES. Ropes carried along yards, booms, &c., or at any part of -the vessel, for men to hold on by. - -LIFT. A rope or tackle, going from the yard-arms to the mast-head, to -support and move the yard. Also, a term applied to the sails when the -wind strikes them on the leeches and raises them slightly. - -LIGHT. To move or lift anything along; as, to "_Light_ out to -windward!" that is, haul the sail over to windward. The _light sails_ -are all above the topsails, also the studdingsails and flying jib. - -LIGHTER. A large boat, used in loading and unloading vessels. - -LIMBERS, or LIMBER-HOLES. Holes cut in the lower part of the -floor-timbers, next the keelson, forming a passage for the water -fore-and-aft. - -_Limber-boards_ are placed over the limbers, and are movable. - -_Limber-rope._ A rope rove fore-and-aft through the limbers, to clear -them if necessary. - -_Limber-streak._ The streak of foot-waling nearest the keelson. - -LIST. The inclination of a vessel to one side; as, a _list_ to port, or -a _list_ to starboard. - -LIZARD. A piece of rope, sometimes with two legs, and one or more iron -thimbles spliced into it. It is used for various purposes. One with two -legs, and a thimble to each, is often made fast to the topsail tye, for -the buntlines to reeve through. A single one is sometimes used on the -swinging-boom topping-lift. - -LOCKER. A chest or box, to stow anything away in. - -_Chain-locker._ Where the chain cables are kept. - -_Boatswain's locker._ Where tools and small stuff for working upon -rigging are kept. - -LOG, or LOG-BOOK. A journal kept by the chief officer, in which the -situation of the vessel, winds, weather, courses, distances, and -everything of importance that occurs, is noted down. - -_Log._ A line with a piece of board, called the _log-chip_, attached to -it, wound upon a reel, and used for ascertaining the ship's rate of -sailing. (See page 17.) - -LONG-BOAT. The largest boat in a merchant vessel. When at sea, it is -carried between the fore and main masts. - -LONGERS. The longest casks, stowed next the keelson. - -LONG-TIMBERS. Timbers in the cant-bodies, reaching from the dead-wood -to the head of the second futtock. - -LOOF. That part of a vessel where the planks begin to bend as they -approach the stern. - -LOOM. That part of an oar which is within the row-lock. Also, to appear -above the surface of the water; to appear larger than nature, as in a -fog. - -LUBBER'S HOLE. A hole in the top, next the mast. - -LUFF. To put the helm so as to bring the ship up nearer to the wind. -_Spring-a-luff!_ _Keep your luff!_ &c. Orders to luff. Also, the -roundest part of a vessel's bow. Also, the forward leech of -fore-and-aft sails. - -LUFF-TACKLE. A purchase composed of a double and single block. (See -page 54.) - -_Luff-upon-luff._ A luff tackle applied to the fall of another. - -LUGGER. A small vessel carrying lug-sails. - -_Lug-sail._ A sail used in boats and small vessels, bent to a yard -which hangs obliquely to the mast. - -LURCH. The sudden rolling of a vessel to one side. - -LYING-TO. (See LIE-TO.) - - -MADE. A _made mast_ or _block_ is one composed of different pieces. A -ship's lower mast is a made spar, her topmast is a whole spar. - -MALL, or MAUL. (Pronounced _mawl_.) A heavy iron hammer used in driving -bolts. (See TOP-MAUL.) - -MALLET. A small maul, made of wood; as, _caulking-mallet_; also, -_serving-mallet_, used in putting service on a rope. - -MANGER. A coaming just within the hawse hole. Not much in use. - -MAN-ROPES. Ropes used in going up and down a vessel's side. - -MARL. To wind or twist a small line or rope round another. - -MARLINE. (Pronounced _mar-lin_.) Small two-stranded stuff, used for -marling. A finer kind of spunyarn. - -MARLING-HITCH. A kind of hitch used in marling. - -MARLINGSPIKE. An iron pin, sharpened at one end, and having a hole in -the other for a lanyard. Used both as a fid and a heaver. - -MARRY. To join ropes together by a worming over both. - -MARTINGALE. A short, perpendicular spar, under the bowsprit-end, used -for guying down the head-stays. (See DOLPHIN-STRIKER.) - -MAST. A spar set upright from the deck, to support rigging, yards and -sails. Masts are whole or _made_. - -MAT. Made of strands of old rope, and used to prevent chafing. - -MATE. An officer under the master. - -MAUL. (See MALL.) - -MEND. _To mend service_, is to add more to it. - -MESHES. The places between the lines of a netting. - -MESS. Any number of men who eat or lodge together. - -MESSENGER. A rope used for heaving in a cable by the capstan. - -MIDSHIPS. The timbers at the broadest part of the vessel. (See -AMIDSHIPS.) - -MISS-STAYS. To fail of going about from one tack to another. (See page -74.) - -MIZZEN-MAST. The aftermost mast of a ship. (See PLATE 1.) The spanker -is sometimes called the _mizzen_. - -MONKEY BLOCK. A small single block strapped with a swivel. - -MOON-SAIL. A small sail sometimes carried in light winds, above a sky -sail. - -MOOR. To secure by two anchors. (See page 88.) - -MORTICE. A _morticed block_ is one made out of a whole block of wood -with a hole cut in it for the sheave; in distinction from a _made -block_. (See page 53.) - -MOULDS. The patterns by which the frames of a vessel are worked out. - -MOUSE. To put turns of rope yarn or spunyarn round the end of a hook -and its standing part, when it is hooked to anything, so as to prevent -its slipping out. - -MOUSING. A knot or puddening, made of yarns, and placed on the outside -of a rope. - -MUFFLE. Oars are muffled by putting mats or canvass round their looms -in the row-locks. - -MUNIONS. The pieces that separate the lights in the galleries. - - -NAVAL HOODS, or HAWSE BOLSTERS. Plank above and below the hawse-holes. - -NEAP TIDES. Low tides, coming at the middle of the moon's second and -fourth quarters. (See SPRING TIDES.) - -NEAPED, or BENEAPED. The situation of a vessel when she is aground at -the height of the spring tides. - -NEAR. Close to wind. "Near!" the order to the helmsman when he is too -near the wind. - -NETTING. Network of rope or small lines. Used for stowing away sails or -hammocks. - -NETTLES. (See KNITTLES.) - -NINEPIN BLOCK. A block in the form of a ninepin, used for a -_fair-leader_ in the rail. - -NIP. A short turn in a rope. - -NIPPERS. A number of yarns marled together, used to secure a cable to -the messenger. - -NOCK. The forward upper end of a sail that sets with a boom. - -NUN-BUOY. A buoy tapering at each end. - -NUT. Projections on each side of the shank of an anchor, to secure the -stock to its place. - - -OAKUM. Stuff made by picking rope-yarns to pieces. Used for caulking, -and other purposes. - -OAR. A long wooden instrument with a flat blade at one end, used for -propelling boats. - -OFF-AND-ON. To stand on different tacks towards and from the land. - -OFFING. Distance from the shore. - -ORLOP. The lower deck of a ship of the line; or that on which the -cables are stowed. - -OUT-HAUL. A rope used for hauling out the clew of a boom sail. - -OUT-RIGGER. A spar rigged out to windward from the tops or cross-trees, -to spread the breast-backstays. (See page 25.) - -OVERHAUL. _To overhaul a tackle_, is to let go the fall and pull on the -leading parts so as to separate the blocks. - -_To overhaul a rope_, is generally to pull a part through a block so as -to make slack. - -_To overhaul rigging_, is to examine it. - -OVER-RAKE. Said of heavy seas which come over a vessel's head when she -is at anchor, head to the sea. - - -PAINTER. A rope attached to the bows of a boat, used for making her -fast. - -PALM. A piece of leather fitted over the hand, with an iron for the -head of a needle to press against in sewing upon canvass. Also, the -fluke of an anchor. - -PANCH. (See PAUNCH.) - -PARBUCKLE. To hoist or lower a spar or cask by single ropes passed -round it. - -PARCEL. (See page 44.) To wind tarred canvass, (called _parcelling_,) -round a rope. - -PARCELLING. (See PARCEL.) - -PARLIAMENT-HEEL. The situation of a vessel when she is careened. - -PARRAL. The rope by which a yard is confined to a mast at its centre. - -PART. To break a rope. - -PARTNERS. A frame-work of short timber fitted to the hole in a deck, to -receive the heel of a mast or pump, &c. - -PAZAREE. A rope attached to the clew of the foresail and rove through a -block on the swinging boom. Used for guying the clews out when before -the wind. - -PAUNCH MAT. A thick mat, placed at the slings of a yard or elsewhere. - -PAWL. A short bar of iron, which prevents the capstan or windlass from -turning back. - -_To pawl_, is to drop a pawl and secure the windlass or capstan. - -PAY-OFF. When a vessel's head falls off from the wind. - -_To pay._ To cover over with tar or pitch. - -_To pay out._ To slack up on a cable and let it run out. - -PEAK. The upper outer corner of a gaff-sail. - -PEAK. (See A-PEAK.) - -A _stay-peak_ is when the cable and fore stay form a line. - -A _short stay-peak_ is when the cable is too much in to form this line. - -PENDANT, or PENNANT. A long narrow piece of bunting, carried at the -mast-head. - -_Broad pennant_, is a square piece, carried in the same way, in a -commodore's vessel. - -_Pennant._ A rope to which a purchase is hooked. A long strap fitted at -one end to a yard or mast-head, with a hook or block at the other end, -for a brace to reeve through, or to hook a tackle to. - -PILLOW. A block which supports the inner end of the bowsprit. - -PIN. The axis on which a sheave turns. Also, a short piece of wood or -iron to belay ropes to. - -PINK-STERN. A high, narrow stern. - -PINNACE. A boat, in size between the launch and a cutter. - -PINTLE. A metal bolt, used for hanging a rudder. - -PITCH. A resin taken from pine, and used for filling up the seams of a -vessel. - -PLANKS. Thick, strong boards, used for covering the sides and decks of -vessels. - -PLAT. A braid of foxes. (See FOX.) - -PLATE. (See CHAIN-PLATE.) - -PLUG. A piece of wood, fitted into a hole in a vessel or boat, so as to -let in or keep out water. - -POINT. To take the end of a rope and work it over with knittles. (See -page 51. See REEF-POINTS.) - -POLE. Applied to the highest mast of a ship, usually painted; as, -_skysail pole_. - -POOP. A deck raised over the after part of the spar deck. A vessel is -_pooped_ when the sea breaks over her stern. - -POPPETS. Perpendicular pieces of timber fixed to the fore-and-aft part -of the bilge-ways in launching. - -PORT. Used instead of _larboard_. - -_To port the helm_, is to put it to the larboard. - -PORT, or PORT-HOLE. Holes in the side of a vessel, to point cannon out -of. (See BRIDLE.) - -PORTOISE. The gunwale. The yards are _a-portoise_ when they rest on the -gunwale. - -PORT-SILLS. (See SILLS.) - -PREVENTER. An additional rope or spar, used as a support. - -PRICK. A quantity of spunyarn or rope laid close up together. - -PRICKER. A small marlinspike, used in sail-making. It generally has a -wooden handle. - -PUDDENING. A quantity of yarns, matting or oakum, used to prevent -chafing. - -PUMP-BRAKE. The handle to the pump. - -PURCHASE. A mechanical power which increases the force applied. - -_To purchase_, is to raise by a purchase. - - -QUARTER. The part of a vessel's side between the after part of the main -chains and the stern. The _quarter_ of a yard is between the slings and -the yard-arm. - -The wind is said to be _quartering_, when it blows in a line between -that of the keel and the beam and abaft the latter. - -QUARTER-BLOCK. A block fitted under the quarters of a yard on each side -the slings, for the clewlines and sheets to reeve through. - -QUARTER-DECK. That part of the upper deck abaft the main-mast. - -QUARTER-MASTER. A petty officer in a man-of-war, who attends the helm -and binnacle at sea, and watches for signals, &c., when in port. - -QUICK-WORK. That part of a vessel's side which is above the chain-wales -and decks. So called in ship-building. - -QUILTING. A coating about a vessel, outside, formed of ropes woven -together. - -QUOIN. A wooden wedge for the breech of a gun to rest upon. - - -RACE. A strong, rippling tide. - -RACK. To seize two ropes together, with cross-turns. Also, a -_fair-leader_ for running rigging. - -RACK-BLOCK. A course of blocks made from one piece of wood, for -fair-leaders. - -RAKE. The inclination of a mast from the perpendicular. - -RAMLINE. A line used in mast-making to get a straight middle line on a -spar. - -RANGE OF CABLE. A quantity of cable, more or less, placed in order for -letting go the anchor or paying out. - -RATLINES. (Pronounced _rat-lins_.) Lines running across the shrouds, -horizontally, like the rounds of a ladder, and used to step upon in -going aloft. - -RATTLE DOWN RIGGING. To put ratlines upon rigging. It is still called -rattling _down_, though they are now rattled _up_; beginning at the -lowest. (See page 23.) - -RAZEE. A vessel of war which has had one deck cut down. - -REEF. To reduce a sail by taking in upon its head, if a square sail, -and its foot, if a fore-and-aft sail. - -REEF-BAND. A band of stout canvass sewed on the sail across, with -points in it, and earings at each end for reefing. - -A _reef_ is all of the sail that is comprehended between the head of -the sail and the first reef-band, or between two reef-bands. - -REEF-TACKLE. A tackle used to haul the middle of each leech up toward -the yard, so that the sail may be easily reefed. - -REEVE. To pass the end of a rope through a block, or any aperture. - -RELIEVING TACKLE. A tackle hooked to the tiller in a gale of wind, to -steer by in case anything should happen to the wheel or tiller-ropes. - -RENDER. To pass a rope through a place. A rope is said to _render_ or -not, according as it goes freely through any place. - -RIB-BANDS. Long, narrow, flexible pieces of timber nailed to the -outside of the ribs, so as to encompass the vessel lengthwise. - -RIBS. A figurative term for a vessel's timbers. - -RIDE AT ANCHOR. To lie at anchor. Also, to bend or bear down by main -strength and weight; as, to _ride down_ the main tack. - -RIDERS. Interior timbers placed occasionally opposite the principal -ones, to which they are bolted, reaching from the keelson to the beams -of the lower deck. Also, casks forming the second tier in a vessel's -hold. - -RIGGING. The general term for all the ropes of a vessel. (See RUNNING, -STANDING.) Also, the common term for the shrouds with their ratlines; -as, the _main rigging_, _mizzen rigging_, &c. - -RIGHT. To _right_ the helm, is to put it amidships. - -RIM. The edge of a top. - -RING. The iron ring at the upper end of an anchor, to which the cable -is bent. - -RING-BOLT. An eye-bolt with a ring through the eye. (See EYE-BOLT.) - -RING-TAIL. A small sail, shaped like a jib, set abaft the spanker in -light winds. - -ROACH. A curve in the foot of a square sail, by which the clews are -brought below the middle of the foot. The _roach_ of a fore-and-aft -sail is in its forward leech. - -ROAD, or ROADSTEAD. An anchorage at some distance from the shore. - -ROBANDS. (See ROPE-BANDS.) - -ROLLING TACKLE. Tackles used to steady the yards in a heavy sea. - -ROMBOWLINE. Condemned canvass, rope, &c. - -ROPE-BANDS, or ROBANDS. Small pieces of two or three yarn spunyarn or -marline, used to confine the head of the sail to the yard or gaff. - -Rope-yarn. A thread of hemp, or other stuff, of which a rope is made. -(See page 43.) - -ROUGH-TREE. An unfinished spar. - -ROUND IN. To haul in on a rope, especially a weather-brace. - -ROUND UP. To haul up on a tackle. - -ROUNDING. A service of rope, hove round a spar or larger rope. - -ROWLOCKS, or ROLLOCKS. Places cut in the gunwale of a boat for the oar -to rest in while pulling. - -ROYAL. A light sail next above a topgallant sail. (See PLATE 2.) - -ROYAL YARD. The yard from which the royal is set. The fourth from the -deck. (See PLATE 1.) - -RUBBER. A small instrument used to rub or flatten down the seams of a -sail in sail-making. - -RUDDER. The machine by which a vessel or boat is steered. - -RUN. The after part of a vessel's bottom, which rises and narrows in -approaching the stern-post. - -_By the run._ To let go _by the run_, is to let go altogether, instead -of slacking off. - -RUNG-HEADS. The upper ends of the floor-timbers. - -RUNNER. A rope used to increase the power of a tackle. It is rove -through a single block which you wish to bring down, and a tackle is -hooked to each end, or to one end, the other being made fast. - -RUNNING RIGGING. The ropes that reeve through blocks, and are pulled -and hauled, such as braces, halyards, &c.; in opposition to the -_standing rigging_, the ends of which are securely seized, such as -stays, shrouds, &c. (See page 43.) - - -SADDLES. Pieces of wood hollowed out to fit on the yards to which they -are nailed, having a hollow in the upper part for the boom to rest in. - -SAG. To _sag to leeward_, is to drift off bodily to leeward. - -SAILS are of two kinds: _square sails_, which hang from yards, their -foot lying across the line of the keel, as the courses, topsails, &c.; -and _fore-and-aft sails_, which set upon gaffs, or on stays, their foot -running with the line of the keel, as jib, spanker, &c. - -SAIL HO! The cry used when a sail is first discovered at sea. - -SAVE-ALL. A small sail sometimes set under the foot of a lower -studdingsail. (See WATER SAIL.) - -SCANTLING. A term applied to any piece of timber, with regard to its -breadth and thickness, when reduced to the standard size. - -SCARF. To join two pieces of timber at their ends by shaving them down -and placing them over-lapping. - -SCHOONER. (See PLATE 4.) A small vessel with two masts and no tops. - -A _fore-and-aft schooner_ has only fore-and-aft sails. - -A _topsail schooner_ carries a square fore topsail, and frequently, -also, topgallant sail and royal. There are some schooners with three -masts. They also have no tops. - -A _main-topsail schooner_ is one that carries square topsails, fore and -aft. - -SCORE. A groove in a block or dead-eye. - -SCOTCHMAN. A large batten placed over the turnings-in of rigging. (See -BATTEN.) - -SCRAPER. A small, triangular iron instrument, with a handle fitted to -its centre, and used for scraping decks and masts. - -SCROWL. A piece of timber bolted to the knees of the head, in place of -a figure-head. - -SCUD. To drive before a gale, with no sail, or only enough to keep the -vessel ahead of the sea. Also, low, thin clouds that fly swiftly before -the wind. - -SCULL. A short oar. - -_To scull_, is to impel a boat by one oar at the stern. - -SCUPPERS. Holes cut in the water-ways for the water to run from the -decks. - -SCUTTLE. A hole cut in a vessel's deck, as, a hatchway. Also, a hole -cut in any part of a vessel. - -_To scuttle_, is to cut or bore holes in a vessel to make her sink. - -SCUTTLE-BUTT. (See BUTT.) - -SEAMS. The intervals between planks in a vessel's deck or side. - -SEIZE. To fasten ropes together by turns of small stuff. - -SEIZINGS. (See page 51.) The fastenings of ropes that are seized -together. - -SELVAGEE. A skein of rope-yarns or spunyarn, marled together. Used as a -neat strap. (See page 50.) - -SEND. When a ship's head or stern pitches suddenly and violently into -the trough of the sea. - -SENNIT, or SINNIT. (See page 52.) A braid, formed by plaiting -rope-yarns or spunyarn together. Straw, plaited in the same way for -hats, is called sennit. - -SERVE. (See page 44.) To wind small stuff, as rope-yarns, spunyarn, -&c., round a rope, to keep it from chafing. It is wound and hove round -taut by a serving-board or mallet. - -SERVICE, is the stuff so wound round. - -SET. To _set up rigging_, is to tauten it by tackles. The seizings are -then put on afresh. - -SHACKLES. Links in a chain cable which are fitted with a movable bolt -so that the chain can be separated. - -SHAKES. The staves of hogsheads taken apart. - -SHANK. The main piece in an anchor, at one end of which the stock is -made fast, and at the other the arms. - -SHANK-PAINTER. A strong rope by which the lower part of the shank of an -anchor is secured to the ship's side. - -SHARP UP. Said of yards when braced as near fore-and-aft as possible. - -SHEATHING. A casing or covering on a vessel's bottom. - -SHEARS. Two or more spars, raised at angles and lashed together near -their upper ends, used for taking in masts. (See page 52.) - -SHEAR HULK. An old vessel fitted with shears, &c., and used for taking -out and putting in the masts of other vessels. - -SHEAVE. The wheel in a block upon which the rope works. - -_Sheave-hole_, the place cut in a block for the ropes to reeve through. - -SHEEP-SHANK. A kind of hitch or bend, used to shorten a rope -temporarily. (See PLATE 5 and page 50.) - -SHEER, or SHEER-STRAKE. The line of plank on a vessel's side, running -fore-and-aft under the gunwale. Also, a vessel's position when riding -by a single anchor. - -SHEET. A rope used in setting a sail, to keep the clew down to its -place. With square sails, the sheets run through each yard-arm. With -boom sails, they haul the boom over one way and another. They keep down -the inner clew of a studdingsail and the after clew of a jib. (See -HOME.) - -SHEET ANCHOR. A vessel's largest anchor: not carried at the bow. - -SHELL. The case of a block. - -SHINGLE. (See BALLAST.) - -SHIP. A vessel with three masts, with tops and yards to each. (See -PLATE 4.) To enter on board a vessel. To fix anything in its place. - -SHIVER. To shake the wind out of a sail by bracing it so that the wind -strikes upon the leech. - -SHOE. A piece of wood used for the bill of an anchor to rest upon, to -save the vessel's side. Also, for the heels of shears, &c. - -SHOE-BLOCK. A block with two sheaves, one above the other, the one -horizontal and the other perpendicular. - -SHORE. A prop or stanchion, placed under a beam. To _shore_, to prop -up. - -SHROUDS. A set of ropes reaching from the mast-heads to the vessel's -sides, to support the masts. - -SILLS. Pieces of timber put in horizontally between the frames to form -and secure any opening; as, for ports. - -SISTER BLOCK. A long piece of wood with two sheaves in it, one above -the other, with a score between them for a seizing, and a groove around -the block, lengthwise. - -SKIDS. Pieces of timber placed up and down a vessel's side, to bear any -articles off clear that are hoisted in. - -SKIN. The part of a sail which is outside and covers the rest when it -is furled. Also, familiarly, the sides of the hold; as, an article is -said to be stowed _next the skin_. - -SKYSAIL. A light sail next above the royal. (See PLATE 2.) - -SKY-SCRAPER. A name given to a _skysail_ when it is triangular. - -SLABLINE. A small line used to haul up the foot of a course. - -SLACK. The part of a rope or sail that hangs down loose. - -_Slack in stays_, said of a vessel when she works slowly in tacking. - -SLEEPERS. The knees that connect the transoms to the after timbers on -the ship's quarter. - -SLING. To set a cask, spar, gun, or other article, in ropes, so as to -put on a tackle and hoist or lower it. - -SLINGS. The ropes used for securing the centre of a yard to the mast. - -_Yard-slings_ are now made of iron. Also, a large rope fitted so as to -go round any article which is to be hoisted or lowered. - -SLIP. To let a cable go and stand out to sea. (See page 90.) - -SLIP-ROPE. A rope bent to the cable just outside the hawse-hole, and -brought in on the weather quarter, for slipping. (See page 90.) - -SLOOP. A small vessel with one mast. (See PLATE 4.) - -SLOOP OF WAR. A vessel of any rig, mounting between 18 and 32 guns. - -SLUE. To turn anything round or over. - -SMALL STUFF. The term for spunyarn, marline, and the smallest kinds of -rope, such as ratline-stuff, &c. - -SNAKE. To pass small stuff across a seizing, with marling hitches at -the outer turns. - -SNATCH-BLOCK. A single block, with an opening in its side below the -sheave, or at the bottom, to receive the bight of a rope. - -SNOTTER. A rope going over a yard-arm, with an eye, used to bend a -tripping-line to in sending down topgallant and royal yards in vessels -of war. - -SNOW. A kind of brig, formerly used. - -SNUB. To check a rope suddenly. - -SNYING. A term for a circular plank edgewise, to work in the bows of a -vessel. - -SO! An order to 'vast hauling upon anything when it has come to its -right position. - -SOLE. A piece of timber fastened to the foot of the rudder, to make it -level with the false keel. - -SOUND. To get the depth of water by a lead and line. (See page 85.) The -pumps are _sounded_ by an iron _sounding rod_, marked with a scale of -feet and inches. - -SPAN. A rope with both ends made fast, for a purchase to be hooked to -its bight. - -SPANKER. The after sail of a ship or bark. It is a fore-and-aft sail, -setting with a boom and gaff. (See PLATE 2.) - -SPAR. The general term for all masts, yards, booms, gaffs, &c. - -SPELL. The common term for a portion of time given to any work. - -_To spell_, is to relieve another at his work. - -_Spell ho!_ An exclamation used as an order or request to be relieved -at work by another. - -SPENCER. A fore-and-aft sail, set with a gaff and no boom, and hoisting -from a small mast called a _spencer-mast_, just abaft the fore and main -masts. (See PLATES 2 and 4.) - -SPILL. To shake the wind out of a sail by bracing it so that the wind -may strike its leech and shiver it. - -SPILLING LINE. A rope used for spilling a sail. Rove in bad weather. - -SPINDLE. An iron pin upon which the capstan moves. Also, a piece of -timber forming the diameter of a made mast. Also, any long pin or bar -upon which anything revolves. - -SPIRKETING. The planks from the water-ways to the port-sills. - -SPLICE. (See PLATE 5 and page 44.) To join two ropes together by -interweaving their strands. - -SPOON-DRIFT. Water swept from the tops of the waves by the violence of -the wind in a tempest, and driven along before it, covering the surface -of the sea. - -SPRAY. An occasional sprinkling dashed from the top of a wave by the -wind, or by its striking an object. - -SPRING. To crack or split a mast. - -_To spring a leak_, is to begin to leak. - -_To spring a luff_, is to force a vessel close to the wind, in sailing. - -SPRING-STAY. A preventer-stay, to assist the regular one. (See STAY.) - -SPRING TIDES. The highest and lowest course of tides, occurring every -new and full moon. - -SPRIT. A small boom or gaff, used with some sails in small boats. The -lower end rests in a becket or snotter by the foot of the mast, and the -other end spreads and raises the outer upper corner of the sail, -crossing it diagonally. A sail so rigged in a boat is called a -_sprit-sail_. - -SPRIT-SAIL-YARD. (See PLATE 1.) A yard lashed across the bowsprit or -knight-heads, and used to spread the guys of the jib and flying -jib-boom. There was formerly a sail bent to it called a _sprit-sail_. - -SPUNYARN. (See page 44.) A cord formed by twisting together two or -three rope-yarns. - -SPURLING LINE. A line communicating between the tiller and tell-tale. - -SPURS. Pieces of timber fixed on the bilge-ways, their upper ends being -bolted to the vessel's sides above the water. Also, curved pieces of -timber, serving as half beams, to support the decks where whole beams -cannot be placed. - -SPUR-SHOES. Large pieces of timber that come abaft the pump-well. - -SQUARE. Yards are _squared_ when they are horizontal and at right -angles with the keel. Squaring by the lifts makes them horizontal; and -by the braces, makes them at right angles with the vessel's line. Also, -the proper term for the length of yards. A vessel has square yards when -her yards are unusually long. A sail is said to be very square on the -head when it is long on the head. - -_To square a yard_, in working ship, means to bring it in square by the -braces. - -SQUARE-SAIL. A temporary sail, set at the fore-mast of a schooner or -sloop when going before the wind. (See SAIL.) - -STABBER. A PRICKER. - -STAFF. A pole or mast, used to hoist flags upon. - -STANCHIONS. (See PLATE 3.) Upright posts of wood or iron, placed so as -to support the beams of a vessel. Also, upright pieces of timber, -placed at intervals along the sides of a vessel, to support the -bulwarks and rail, and reaching down to the bends, by the side of the -timbers, to which they are bolted. Also, any fixed, upright support; as -to an awning, or for the man-ropes. - -STAND BY! An order to be prepared. - -STANDARD. An inverted knee, placed above the deck instead of beneath -it; as, _bitt-standard_, &c. - -STANDING. The _standing part_ of a rope is that part which is fast, in -opposition to the part that is hauled upon; or the main part, in -opposition to the end. - -The _standing part_ of a tackle is that part which is made fast to the -blocks and between that and the next sheave, in opposition to the -hauling and leading parts. - -STANDING RIGGING. (See page 43.) That part of a vessel's rigging which -is made fast and not hauled upon. (See RUNNING.) - -STARBOARD. The right side of a vessel, looking forward. - -STARBOWLINES. The familiar term for the men in the starboard watch. - -START. To _start a cask_, is to open it. - -STAY. To tack a vessel, or put her about, so that the wind, from being -on one side, is brought upon the other, round the vessel's head. (See -TACK, WEAR.) - -_To stay a mast_, is to incline it forward or aft, or to one side or -the other, by the stays and backstays. Thus, a mast is said to be -_stayed_ too much forward or aft, or too much to port, &c. - -_Stays._ Large ropes, used to support masts, and leading from the head -of some mast down to some other mast, or to some part of the vessel. -Those which lead forward are called _fore-and-aft stays_; and those -which lead down to the vessel's sides, _backstays_. (See BACKSTAYS.) - -_In stays_, or _hove in stays_, the situation of a vessel when she is -_staying_, or going about from one tack to the other. - -STAYSAIL. A sail which hoists upon a stay. - -STEADY! An order to keep the helm as it is. - -STEERAGE. That part of the between-decks which is just forward of the -cabin. - -STEEVE. A bowsprit _steeves_ more or less, according as it is raised -more or less from the horizontal. - -The _steeve_ is the angle it makes with the horizon. Also, a long, -heavy spar, with a place to fit a block at one end, and used in stowing -certain kinds of cargo, which need be driven in close. - -STEM. (See PLATE 3.) A piece of timber reaching from the forward end of -the keel, to which it is scarfed, up to the bowsprit, and to which the -two sides of the vessel are united. - -STEMSON. A piece of compass-timber, fixed on the after part of the -apron inside. The lower end is scarfed into the keelson, and receives -the scarf of the stem, through which it is bolted. - -STEP. A block of wood secured to the keel, into which the heel of the -mast is placed. - -_To step a mast_, is to put it in its step. - -STERN. (See PLATE 3.) The after end of a vessel. (See BY THE STERN.) - -STERN-BOARD. The motion of a vessel when going stern foremost. - -STERN-FRAME. The frame composed of the stern-post transom and the -fashion-pieces. - -STERN-POST. (See PLATE 3.) The aftermost timber in a ship, reaching -from the after end of the keel to the deck. The stem and stern-post are -the two extremes of a vessel's frame. - -_Inner stern-post._ A post on the inside, corresponding to the -_stern-post_. - -STERN-SHEETS. The after part of a boat, abaft the rowers, where the -passengers sit. - -STIFF. The quality of a vessel which enables it to carry a great deal -of sail without lying over much on her side. The opposite to _crank_. - -STIRRUPS. Ropes with thimbles at their ends, through which the -foot-ropes are rove, and by which they are kept up toward the yards. - -STOCK. A beam of wood, or a bar of iron, secured to the upper end of -the shank of an anchor, at right angles with the arms. An iron stock -usually goes with a key, and unships. - -STOCKS. The frame upon which a vessel is built. - -STOOLS. Small channels for the dead-eyes of the backstays. - -STOPPER. A stout rope with a knot at one end, and sometimes a hook at -the other, used for various purposes about decks; as, making fast a -cable, so as to overhaul. (See CAT STOPPER, DECK STOPPER.) - -STOPPER BOLTS. Ring-bolts to which the deck stoppers are secured. - -STOP. A fastening of small stuff. Also, small projections on the -outside of the cheeks of a lower mast, at the upper parts of the -hounds. - -STRAND. (See page 43.) A number of rope-yarns twisted together. Three, -four or nine strands twisted together form a rope. - -A rope is _stranded_ when one of its strands is parted or broken by -chafing or by a strain. - -A vessel is _stranded_ when she is driven on shore. - -STRAP. A piece of rope spliced round a block to keep its parts well -together. Some blocks have iron straps, in which case they are called -_iron bound_. - -STREAK, or STRAKE. A range of planks running fore and aft on a vessel's -side. - -STREAM. The _stream anchor_ is one used for warping, &c., and sometimes -as a lighter anchor to moor by, with a hawser. It is smaller than the -_bowers_, and larger than the _kedges_. - -_To stream a buoy_, is to drop it into the water. - -_Stretchers._ Pieces of wood placed across a boat's bottom, inside, for -the oarsmen to press their feet against, in rowing. Also, cross pieces -placed between a boat's sides to keep them apart when hoisted up and -griped. - -STRIKE. To lower a sail or colors. - -STUDDINGSAILS. (See PLATE 2.) Light sails set outside the square sails, -on booms rigged out for that purpose. They are only carried with a fair -wind and in moderate weather. - -SUED, or SEWED. The condition of a ship when she is high and dry on -shore. If the water leaves her two feet, she sues, or is sued, two -feet. - -SUPPORTERS. The knee-timbers under the cat-heads. - -SURF. The breaking of the sea upon the shore. - -SURGE. A large, swelling wave. - -To _surge_ a rope or cable, is to slack it up suddenly where it renders -round a pin, or round the windlass or capstan. - -_Surge ho!_ The notice given when a cable is to be _surged_. - -SWAB. A mop, formed of old rope, used for cleaning and drying decks. - -SWEEP. To drag the bottom for an anchor. Also, large oars, used in -small vessels to force them ahead. - -SWIFT. To bring two shrouds or stays close together by ropes. - -SWIFTER. The forward shroud to a lower-mast. Also, ropes used to -confine the capstan bars to their places when shipped. - -SWIG. A term used by sailors for the mode of hauling off upon the bight -of a rope when its lower end is fast. - -SWIVEL. A long link of iron, used in chain cables, made so as to turn -upon an axis and keep the turns out of a chain. - -SYPHERING. Lapping the edges of planks over each other for a bulkhead. - - -TABLING. Letting one beam-piece into another. (See SCARFING.) Also, the -broad hem on the borders of sails, to which the bolt-rope is sewed. - -TACK. To put a ship about, so that from having the wind on one side, -you bring it round on the other by the way of her head. The opposite of -_wearing_. - -A vessel is on the _starboard tack_, or has her _starboard tacks on -board_, when she has the wind on her starboard side. - -The rope or tackle by which the weather clew of a course is hauled -forward and down to the deck. - -The _tack_ of a fore-and-aft sail is the rope that keeps down the lower -forward clew; and of a studdingsail, the lower outer clew. The tack of -the lower studdingsail is called the _outhaul_. Also, that part of a -sail to which the tack is attached. - -TACKLE. (Pronounced _tay-cle_.) A purchase, formed by a rope rove -through one or more blocks. - -TAFFRAIL, or TAFFEREL. The rail round a ship's stern. - -TAIL. A rope spliced into the end of a block and used for making it -fast to rigging or spars. Such a block is called a _tail-block_. - -A ship is said to _tail_ up or down stream, when at anchor, according -as her stern swings up or down with the tide; in opposition to -_heading_ one way or another, which is said of a vessel when under way. - -TAIL-TACKLE. A watch-tackle. (See page 54.) - -TAIL ON! or TALLY ON! An order given to take hold of a rope and pull. - -TANK. An iron vessel placed in the hold to contain the vessel's water. - -TAR. A liquid gum, taken from pine and fir trees, and used for -caulking, and to put upon yarns in rope-making, and upon standing -rigging, to protect it from the weather. - -TARPAULIN. A piece of canvass, covered with tar, used for covering -hatches, boats, &c. Also, the name commonly given to a sailor's hat -when made of tarred or painted cloth. - -TAUT. Tight. - -TAUNT. High or tall. Commonly applied to a vessel's masts. - -_All-a-taunt-o._ Said of a vessel when she has all her light and tall -masts and spars aloft. - -TELL-TALE. A compass hanging from the beams of the cabin, by which the -heading of a vessel may be known at any time. Also, an instrument -connected with the barrel of the wheel, and traversing so that the -officer may see the position of the tiller. - -TEND. To watch a vessel at anchor at the turn of tides, and cast her by -the helm, and some sail if necessary, so as to keep turns out of her -cables. - -TENON. The heel of a mast, made to fit into the step. - -THICK-AND-THIN BLOCK. A block having one sheave larger than the other. -Sometimes used for quarter-blocks. - -THIMBLE. An iron ring, having its rim concave on the outside for a rope -or strap to fit snugly round. - -THOLE-PINS. Pins in the gunwale of a boat, between which an oar rests -when pulling, instead of a rowlock. - -THROAT. The inner end of a gaff, where it widens and hollows in to fit -the mast. (See JAWS.) Also, the hollow part of a knee. - -The _throat_ brails, halyards, &c., are those that hoist or haul up the -gaff or sail near the throat. Also, the angle where the arm of an -anchor is joined to the shank. - -THRUM. To stick short strands of yarn through a mat or piece of -canvass, to make a rough surface. - -THWARTS. The seats going across a boat, upon which the oarsmen sit. - -THWARTSHIPS. (See ATHWARTSHIPS.) - -TIDE. To _tide up or down_ a river or harbor, is to work up or down -with a fair tide and head wind or calm, coming to anchor when the tide -turns. - -TIDE-RODE. The situation of a vessel, at anchor, when she swings by the -force of the tide. In opposition to _wind-rode_. - -TIER. A range of casks. Also, the range of the fakes of a cable or -hawser. - -The _cable tier_ is the place in a hold or between decks where the -cables are stowed. - -TILLER. A bar of wood or iron, put into the head of the rudder, by -which the rudder is moved. - -TILLER-ROPES. Ropes leading from the tiller-head round the barrel of -the wheel, by which a vessel is steered. - -TIMBER. A general term for all large pieces of wood used in -ship-building. Also, more particularly, long pieces of wood in a curved -form, bending outward, and running from the keel up, on each side, -forming the _ribs_ of a vessel. The keel, stem, stern-posts and timbers -form a vessel's outer frame. (See PLATE 3.) - -TIMBER-HEADS. (See PLATE 3.) The ends of the timbers that come above -the decks. Used for belaying hawsers and large ropes. - -TIMENOGUY. A rope carried taut between different parts of the vessel, -to prevent the sheet or tack of a course from getting foul, in working -ship. - -TOGGLE. A pin placed through the bight or eye of a rope, block-strap, -or bolt, to keep it in its place, or to put the bight or eye of another -rope upon, and thus to secure them both together. - -TOMPION. A bung or plug placed in the mouth of a cannon. - -TOP. A platform, placed over the head of a lower mast, resting on the -trestle-trees, to spread the rigging, and for the convenience of men -aloft. (See PLATE 1.) - -To _top_ up a yard or boom, is to raise up one end of it by hoisting on -the lift. - -TOP-BLOCK. A large iron-bound block, hooked into a bolt under the lower -cap, and used for the top-rope to reeve through in sending up and down -topmasts. - -TOP-LIGHT. A signal lantern carried in the top. - -TOP-LINING. A lining on the after part of sails, to prevent them from -chafing against the top-rim. - -TOPMAST. (See PLATE 1.) The second mast above the deck. Next above the -lower mast. - -TOPGALLANT MAST. (See PLATE 1.) The third mast above the deck. - -TOP-ROPE. The rope used for sending topmasts up and down. - -TOPSAIL. (See PLATE 2.) The second sail above the deck. - -TOPGALLANT SAIL. (See PLATE 2.) The third sail above the deck. - -TOPPING-LIFT. (See PLATE 1.) A lift used for topping up the end of a -boom. - -TOP TIMBERS. The highest timbers on a vessel's side, being above the -futtocks. (See PLATE 3.) - -TOSS. To throw an oar out of the rowlock, and raise it perpendicularly -on its end, and lay it down in the boat, with its blade forward. - -TOUCH. A sail is said to _touch_, when the wind strikes the leech so as -to shake it a little. - -_Luff and touch her!_ The order to bring the vessel up and see how near -she will go to the wind. - -TOW. To draw a vessel along by means of a rope. - -TRAIN-TACKLE. The tackle used for running guns in and out. - -TRANSOMS. (See PLATE 3.) Pieces of timber going across the stern-post, -to which they are bolted. - -TRANSOM-KNEES. Knees bolted to the transoms and after timbers. - -TRAVELLER. An iron ring, fitted so as to slip up and down a rope. - -TREENAILS, or TRUNNELS. Long wooden pins, used for nailing a plank to a -timber. - -TREND. The lower end of the shank of an anchor, being the same distance -on the shank from the throat that the arm measures from the throat to -the bill. - -TRESTLE-TREES. Two strong pieces of timber, placed horizontally and -fore-and-aft on opposite sides of a mast-head, to support the -cross-trees and top, and for the fid of the mast above to rest upon. - -TRIATIC STAY. A rope secured at each end to the heads of the fore and -main masts, with thimbles spliced into its bight, to hook the stay -tackles to. - -TRICE. To haul up by means of a rope. - -TRICK. The time allotted to a man to stand at the helm. - -TRIM. The condition of a vessel, with reference to her cargo and -ballast. A vessel is _trimmed_ by the head or by the stern. - -_In ballast trim_, is when she has only ballast on board. - -Also, to arrange the sails by the braces with reference to the wind. - -TRIP. To raise an anchor clear of the bottom. - -TRIPPING LINE. A line used for tripping a topgallant or royal yard in -sending it down. - -TRUCK. A circular piece of wood, placed at the head of the highest mast -on a ship. It has small holes or sheaves in it for signal halyards to -be rove through. Also, the wheel of a gun-carriage. - -TRUNNIONS. The arms on each side of a cannon by which it rests upon the -carriage, and on which, as an axis, it is elevated or depressed. - -TRUSS. The rope by which the centre of a lower yard is kept in toward -the mast. - -TRYSAIL. A fore-and-aft sail, set with a boom and gaff, and hoisting on -a small mast abaft the lower mast, called a _trysail-mast_. This name -is generally confined to the sail so carried at the mainmast of a -full-rigged brig; those carried at the foremast and at the mainmast of -a ship or bark being called _spencers_, and those that are at the -mizzenmast of a ship or bark, _spankers_. - -TUMBLING HOME. Said of a ship's sides when they fall in above the -bends. The opposite of _wall-sided_. - -TURN. Passing a rope once or twice round a pin or kevel, to keep it -fast. Also, two crosses in a cable. - -_To turn in_ or _turn out_, nautical terms for going to rest in a berth -or hammock, and getting up from them. - -_Turn up!_ The order given to send the men up from between decks. - -TYE. A rope connected with a yard, to the other end of which a tackle -is attached for hoisting. - - -UNBEND. To cast off or untie. (See BEND.) - -UNION. The upper inner corner of an ensign. The rest of the flag is -called the _fly_. The _union_ of the U.S. ensign is a blue field with -white stars, and the _fly_ is composed of alternate white and red -stripes. - -_Union-down._ The situation of a flag when it is hoisted upside down, -bringing the union down instead of up. Used as a signal of distress. - -_Union-jack._ A small flag, containing only the union, without the fly, -usually hoisted at the bowsprit-cap. - -UNMOOR. To heave up one anchor so that the vessel may ride at a single -anchor. (See _Moor_.) - -UNSHIP. (See SHIP.) - -UVROU. (See EUVROU.) - - -VANE. A fly worn at the mast-head, made of feathers or buntine, -traversing on a spindle, to show the direction of the wind. (See DOG -VANE.) - -VANG. (See PLATE 1.) A rope leading from the peak of the gaff of a -fore-and-aft sail to the rail on each side, and used for steadying the -gaff. - -'VAST. (See AVAST.) - -VEER. Said of the wind when it changes. Also, to slack a cable and let -it run out. (See PAY.) - -_To veer and haul_, is to haul and slack alternately on a rope, as in -warping, until the vessel or boat gets headway. - -VIOL, or VOYAL. A larger messenger sometimes used in weighing an anchor -by a capstan. Also, the block through which the messenger passes. - - -WAIST. That part of the upper deck between the quarter-deck and -forecastle. - -_Waisters._ Green hands, or broken-down seamen, placed in the waist of -a man-of-war. - -WAKE. The track or path a ship leaves behind her in the water. - -WALES. Strong planks in a vessel's sides, running her whole length fore -and aft. - -WALL. A knot put on the end of a rope. (See PLATE 5 and page 46.) - -WALL-SIDED. A vessel is _wall-sided_ when her sides run up -perpendicularly from the bends. In opposition to _tumbling-home_ or -_flaring out_. - -WARD-ROOM. The room in a vessel of war in which the commissioned -officers live. - -WARE, or WEAR. To turn a vessel round, so that, from having the wind on -one side, you bring it upon the other, carrying her stern round by the -wind. In _tacking_, the same result is produced by carrying a vessel's -head round by the wind. - -WARP. To move a vessel from one place to another by means of a rope -made fast to some fixed object, or to a kedge. - -A _warp_ is a rope used for warping. If the warp is bent to a kedge -which is let go, and the vessel is hove ahead by the capstan or -windlass, it would be called _kedging_. - -WASH-BOARDS. Light pieces of board placed above the gunwale of a boat. - -WATCH. (See page 167.) A division of time on board ship. There are -seven watches in a day, reckoning from 12 M. round through the 24 -hours, five of them being of four hours each, and the two others, -called _dog watches_, of two hours each, viz., from 4 to 6, and from 6 -to 8, P.M. (See DOG WATCH.) Also, a certain portion of a ship's -company, appointed to stand a given length of time. In the merchant -service all hands are divided into two watches, larboard and starboard, -with a mate to command each. - -A _buoy_ is said to _watch_ when it floats on the surface. - -WATCH-AND-WATCH. The arrangement by which the watches are alternated -every other four hours. In distinction from keeping all hands during -one or more watches. (See page 167.) - -_Anchor watch_, a small watch of one or two men, kept while in port. - -WATCH HO! WATCH! The cry of the man that heaves the deep-sea-lead. - -WATCH-TACKLE. (See page 54.) A small luff purchase with a short fall, -the double block having a tail to it, and the single one a hook. Used -for various purposes about decks. - -WATER SAIL. A _save-all_, set under the swinging-boom. - -WATER-WAYS. Long pieces of timber, running fore and aft on both sides, -connecting the deck with the vessel's sides. The _scuppers_ are made -through them to let the water off. (See PLATE 3.) - -WEAR. (See WARE.) - -WEATHER. In the direction from which the wind blows. (See WINDWARD, -LEE.) - -A ship carries a _weather helm_ when she tends to come up into the -wind, requiring you to put the helm up. - -_Weather gage._ A vessel has the _weather gage_ of another when she is -to windward of her. - -A _weatherly ship_, is one that works well to windward, making but -little leeway. - -WEATHER-BITT. To take an additional turn with a cable round the -windlass-end. - -WEATHER ROLL. The roll which a ship makes to windward. - -WEIGH. To lift up; as, to weigh an anchor or a mast. - -WHEEL. The instrument by which a ship is steered; being a barrel, -(round which the tiller-ropes go,) and a wheel with spokes. - -WHIP. (See page 54.) A purchase formed by a rope rove through a single -block. - -_To whip_, is to hoist by a whip. Also, to secure the end of a rope -from fagging by a seizing of twine. - -_Whip-upon-whip._ One whip applied to the fall of another. - -WINCH. A purchase formed by a horizontal spindle or shaft with a wheel -or crank at the end. A small one with a wheel is used for making ropes -or spunyarn. - -WINDLASS. The machine used in merchant vessels to weigh the anchor by. - -WIND-RODE. The situation of a vessel at anchor when she swings and -rides by the force of the wind, instead of the tide or current. (See -TIDE-RODE.) - -WING. That part of the hold or between-decks which is next the side. - -WINGERS. Casks stowed in the wings of a vessel. - -WING-AND-WING. The situation of a fore-and-aft vessel when she is going -dead before the wind, with her foresail hauled over on one side and her -mainsail on the other. - -WITHE, or WYTHE. An iron instrument fitted on the end of a boom or -mast, with a ring to it, through which another boom or mast is rigged -out and secured. - -WOOLD. To wind a piece of rope round a spar, or other thing. - -WORK UP. To draw the yarns from old rigging and make them into -spunyarn, foxes, sennit, &c. Also, a phrase for keeping a crew -constantly at work upon needless matters, and in all weathers, and -beyond their usual hours, for punishment. - -WORM. (See page 44.) To fill up between the lays of a rope with small -stuff wound round spirally. Stuff so wound round is called _worming_. - -WRING. To bend or strain a mast by setting the rigging up too taut. - -WRING-BOLTS. Bolts that secure the planks to the timbers. - -WRING-STAVES. Strong pieces of plank used with the wring-bolts. - - -YACHT. (Pronounced _yot_.) A vessel of pleasure or state. - -YARD. (See PLATE 1.) A long piece of timber, tapering slightly toward -the ends, and hung by the centre to a mast, to spread the square sails -upon. - -YARD-ARM. The extremities of a yard. - -YARD-ARM AND YARD-ARM. The situation of two vessels, lying alongside -one another, so near that their yard-arms cross or touch. - -YARN. (See ROPE-YARN.) - -YAW. The motion of a vessel when she goes off from her course. - -YEOMAN. A man employed in a vessel of war to take charge of a -storeroom; as, boatswain's yeoman, the man that has charge of the -stores, of rigging, &c. - -YOKE. A piece of wood placed across the head of a boat's rudder, with a -rope attached to each end, by which the boat is steered. - - - - -PART II. - - - - -CHAPTER I. - -THE MASTER. - -Beginning of the voyage. Shipping the crew. Outfit. Provisions. -Watches. Navigation. Log-book. Observations. Working ship. Day's work. -Discipline. - - -In the third part of this work, it will be seen that the shipmaster is -a person to whom, both by the general marine law of all commercial -nations and by the special statutes of the United States, great powers -are confided, and upon whom heavy responsibilities rest. The shipmaster -will find there what are his legal rights, duties and remedies as to -owner, ship and crew, and the various requirements as to the papers -with which he is to furnish his ship, and the observances of revenue -and other regulations. - -It is proposed to give here, rather more, perhaps, for the information -of others than of the master himself, the ordinary and every-day duties -of his office, and the customs which long usage has made almost as -binding as laws. - -There is a great difference in different ports, and among the various -owners, as to the part the master is to take in supplying and manning -the vessel. In many cases, the owner puts on board all the stores for -the ship's use and for the crew, and gives the master particular -directions, sometimes in writing, as to the manner in which he is to -dispense them. These directions are more or less liberal, according to -the character of the owner; and, in some cases, the dispensing of the -stores is left to the master's discretion. In other instances, the -master makes out an inventory of all the stores he thinks it expedient -to have put on board, and they are accordingly supplied by the owner's -order. - -In the manner of shipping the crew, there is as great a difference as -in that of providing the stores. Usually, the whole thing is left to -shipping-masters, who are paid so much a head for each of the crew, and -are responsible for their appearance on board at the time of sailing. -When this plan is adopted, neither the master nor owner, except by -accident, knows anything of the crew before the vessel goes to sea. The -shipping-master opens the articles at his office, procures the men, -sees that they sign in due form, pays them their advance, takes care -that they, or others in their place, are on board at the time of -sailing, and sends in a bill for the whole to the owner. In other -cases, the master selects his crew, and occasionally the owner does it, -if he has been at sea himself and understands seamen; though a -shipping-master is still employed, to see them on board, and for other -purposes. In the ordinary course of short voyages, where crews are -shipped frequently, and there is not much motive for making a -selection, the procuring a crew may be left entirely to the agency of a -faithful shipping-master; but upon long voyages, the comfort and -success of which may depend much upon the character of a crew, the -master or owner should interest himself to select able-bodied and -respectable men, to explain to them the nature and length of the voyage -they are going upon, what clothing they will want, and the work that -will be required of them, and should see that they have proper and -sufficient accommodations and provisions for their comfort. The master -or owner should also, though this duty is often neglected, go to the -forecastle and see that it is cleaned out, whitewashed, or painted, put -in a proper habitable condition, and furnished with every reasonable -convenience. It would seem best that the master should have something -to do with the selection of the provisions for his men, as he will -usually be more interested in securing their good-will and comfort than -the owner would be. - -By the master or owner's thus interesting himself for the crew, a great -deal of misunderstanding, complaint, and ill-will may be avoided, and -the beginning, at least, of the voyage be made under good auspices. - -Unless the master is also supercargo, his duties, before sailing, are -mostly confined to looking after the outfit of the vessel, and seeing -that she is in sea order. - -Everything being in readiness, the customhouse and other regulations -complied with, and the crew on board, the vessel is put under the -charge of the pilot to be carried out clear of the land. While the -pilot is on board, the master has little else to do than to see that -everything is in order, and that the commands of the pilot are -executed. As soon as the pilot leaves the ship, the entire control and -responsibility is thrown upon the master. When the vessel is well clear -of the land, and things are put into some order, it is usual for the -master to call all hands aft, and say something to them about the -voyage upon which they have entered. After this, the crew are divided -into watches. The watches are the divisions of the crew into two equal -portions. The periods of time occupied by each part of the crew, while -on duty, are also called watches. - -There are two watches,--the larboard, commanded by the chief mate, and -the starboard, by the second mate. The master himself stands no watch, -but comes and goes at all times, as he chooses. The starboard is -sometimes called the captain's watch, probably from the fact that in -the early days of the service, when vessels were smaller, there was -usually but one mate, and the master stood his own watch; and now, in -vessels which have no second mate, the master keeps the starboard -watch. In dividing into watches, the master usually allows the officers -to choose the men, one by one, alternately; but sometimes makes the -division himself, upon consulting with his officers. The men are -divided as equally as possible, with reference to their qualities as -able seamen, ordinary seamen, or boys, (as all green hands are called, -whatever their age may be;) but if the number is unequal, the larboard -watch has the odd one, since the chief mate does not go aloft and do -other duty in his watch, as the second mate does in his. The cook -always musters with the larboard watch, and the steward with the -starboard. If there is a carpenter, and the larboard watch is the -largest, he generally goes aloft with the starboard watch; otherwise, -with the larboard. - -As soon as the division is made, if the day's work is over, one watch -is set, and the other is sent below. Among the numerous customs of the -ocean, which can hardly be accounted for, it is one that on the first -night of the outward passage the starboard watch should take the first -four hours on deck, and on the first night of the homeward passage the -larboard should do the same. The sailors explain this by the old -phrase, that the master takes the ship out and the mate takes her home. - -The master takes the bearing and distance of the last point of -departure upon the land, and from that point the ship's reckoning -begins, and is regularly kept in the log-book. The chief mate keeps the -log-book, but the master examines and corrects the reckoning every day. -The master also attends to the chronometer, and takes all the -observations, with the assistance of his officers, if necessary. Every -day, a few minutes before noon, if there is any prospect of being able -to get the sun, the master comes upon deck with his quadrant or -sextant, and the chief mate also usually takes his. The second mate -does not, except upon a Sunday, or when there is no work going forward. -As soon as the sun crosses the meridian, eight bells are struck, and a -new sea day begins. The reckoning is then corrected by the observation, -under the master's superintendence. - -The master also takes the lunar observations, usually with the -assistance of both his officers; in which case, the master takes the -angle of the moon with the star or sun, the chief mate takes the -altitude of the sun or star, and the second mate the altitude of the -moon. - -In regulating the hours of duty and sleep, the meal times, the food, -&c., the master has absolute power; yet the customs are very nearly the -same in all vessels. The hour of breakfast is seven bells in the -morning, (half after seven,) dinner at noon, and supper whenever the -day's work is over. If the voyage is a long one, the crew are usually -put upon an allowance of bread, beef, and water. The dispensing of the -stores and regulating of the allowance lies, of course, with the -master, though the duty of opening the casks, weighing, measuring, &c., -falls upon the second mate. The chief mate enters in the log-book every -barrel or cask of provisions that is broached. The steward takes charge -of all the provisions for the use of the cabin, and keeps them in the -pantry, over which he has the direct control. The average of allowance, -in merchant vessels, is six pounds of bread a week, and three quarts of -water, and one pound and a half of beef, or one and a quarter of pork, -a day, to each man. - -The entire control of the navigation and working of the ship lies with -the master. He gives the course and general directions to the officer -of the watch, who enters upon a slate, at the end of the watch, the -course made, and the number of knots, together with any other -observations. The officer of the watch is at liberty to trim the yards, -to make alterations in the upper sails, to take in and set royals, -topgallant sails, &c.; but no important alteration can be made, as, for -instance, reefing a topsail, without the special order of the master, -who, in such cases, always comes upon deck and takes command in person. -When on deck, the weather side of the quarter-deck belongs to him, and -as soon as he appears, the officer of the watch will always leave it, -and go over to leeward, or forward into the waist. If the alteration to -be made is slight, the master usually tells the officer to take in or -set such a sail, and leaves to him the particular ordering as to the -braces, sheets, &c., and the seeing all things put in place. The -principal manoeuvres of the vessel, as tacking, wearing, reefing -topsails, getting under way, and coming to anchor, require all hands. -In these cases, the master takes command and gives his orders in -person, standing upon the quarter-deck. The chief mate superintends the -forward part of the vessel, under the master, and the second mate -assists in the waist. The master never goes aloft, nor does any work -with his hands, unless for his own pleasure. If the officer of the -watch thinks it necessary to reef the topsails, he calls the master, -who, upon coming on deck, takes command, and, if he thinks proper, -orders all hands to be called. The crew, officers and all, then take -their stations, and await the orders of the master, who works the ship -in person, giving all the commands, even the most minute, and looks out -for trimming the yards and laying the ship for reefing. The chief mate -commands upon the forecastle, under the master, and does not go aloft. -The second mate goes aloft with the crew. - -In tacking and wearing, the master gives all the orders, as to trimming -the yards, &c., though the chief mate is expected to look out for the -head yards. So, in getting under way, and in coming to anchor, the -master takes the entire personal control of everything, the officers -acting under him in their several stations. - -In the ordinary day's work, however, which is carried on in a vessel, -the state of things is somewhat different. This the master does not -superintend personally; but gives general instructions to the chief -mate, whose duty it is to see to their execution. To understand this -distinction, the reader will bear in mind that there are two great -divisions of duty and labor on shipboard. One, the _working and -navigating of the vessel_: that is, the keeping and ascertaining the -ship's position, and directing her course, the making and taking in -sail, trimming the sails to the wind, and the various nautical -manoeuvres and evolutions of a vessel. The other branch is, the work -done upon the hull and rigging, to keep it in order, such as the making -and fitting of new rigging, repairing of old, &c.; all which, together -with making of small stuffs to be used on board, constitute the _day's -work and jobs_ of the crew. As to the latter, the master usually -converses with the chief mate upon the state of the vessel and rigging, -and tells him, more or less particularly, what he wishes to have done. -It then becomes the duty of this officer to see the thing accomplished. -If, for instance, the master tells the chief mate to stay the topmasts -more forward, the chief mate goes upon the forecastle, sets the men to -work, one upon one thing and another upon another, sees that the stays -and backstays are come up with, has tackles got upon the rigging, -sights the mast, &c. If the master sees anything which he disapproves -of, and has any preferences in the modes of doing the work, he should -call the officer aft and speak to him; and if, instead of this, he were -to go forward and give orders to the men, it would be considered an -interference, and indeed an insult to the officer. So with any other -work doing upon the ship or rigging, as rattling down, turning in and -setting up rigging, bending and unbending sails, and all the knotting, -splicing, serving, &c., and the making of small stuffs, which -constitute the _day's work and jobs_ of a vessel. If the chief officer -is a competent man, the master is not expected to trouble himself with -the details of any of these things; and, indeed, if he were to do so to -a great extent, it would probably lead to difficulty. - -Where there are passengers, as in regular line of packet ships (or, as -they are familiarly called, _liners_,) between New York and Liverpool -or Havre, for instance, the master has even less to do with the day's -work; since the navigation and working of the ship, with proper -attention to his passengers, is as much as can reasonably be required -of him. - -The master has the entire control of the cabin. The mates usually live -in a state room by themselves, or, if they live in the cabin, they yet -feel that the master is the head of the house, and are unwilling to -interfere with his hours and occupations. The chief mate dines with the -master, and the second mate looks out for the ship while they are -below, and dines at the second table. In the _liners_, however, the -mates usually dine together; the master looks out for the ship while -they are at dinner, and dines with his passengers at a later hour. - -As the master stands no watch, he comes and goes as he pleases, and -takes his own hours for rest. In fine weather, he is not necessarily -much on deck, but should be ready at all times, especially in bad -weather, to be up at a moment's notice. - -Everything of importance that occurs, as the seeing a sail or land, or -the like, must be immediately reported to the master. And in heaving-to -for speaking, the master takes the entire charge of working the vessel, -and speaks the other sail in person. - -As will be found in the third part of this book, the master has the -entire control of the discipline of the ship, and no subordinate -officer has authority to punish a seaman, or to use force, without the -master's order, except in cases of necessity not admitting of delay. He -has also the complete direction of the internal arrangements and -economy of the vessel, and upon his character, and upon the course of -conduct he pursues, depend in a great measure the character of the ship -and the conduct of both officers and men. He has a power and influence, -both direct and indirect, which may be the means of much good or much -evil. If he is profane, passionate, tyrannical, indecent, or -intemperate, more or less of the same qualities will spread themselves -or break out among officers and men, which, perhaps would have been -checked, if not in some degree removed, had the head of the ship been a -man of high personal character. He may make his ship almost anything he -chooses, and may render the lives and duties of his officers and men -pleasant and profitable to them, or may introduce disagreements, -discontent, tyranny, resistance, and, in fact, make the situation of -all on board as uncomfortable as that in which any human beings can -well be placed. Every master of a vessel who will lay this to heart, -and consider his great responsibility, may not only be a benefactor to -the numbers whom the course of many years will bring under his command, -but may render a service to the whole class, and do much to raise the -character of the calling. - - - - -CHAPTER II. - -THE CHIEF MATE. - -Care of rigging and ship's furniture. Day's work. Working ship. Coming -to anchor. Getting under way. Reefing. Furling. Duties in port. Account -of cargo. Stowage. Station. Log-book. Navigation. - - -The chief mate, or, as he is familiarly called on board ship, _the -mate_, is the active superintending officer. In the previous chapter, -upon the duties of the master, it will be seen that, in all matters -relating to the care of and work done upon the ship and rigging, the -master gives general orders to the mate, who attends personally to -their execution in detail. Indeed, in the _day's work_ on board ship, -the chief mate is the only officer who appears in command. The second -mate works like a common seaman, and the men seldom know what is to be -done until they receive their orders in detail from the chief mate. It -is his duty to carry on the work, to find every man something to do, -and to see that it is done. He appoints the second mate his work, as -well as the common seamen theirs; and if the master is dissatisfied -with anything, or wishes a change, he should speak to the chief mate, -and let him make the change, and not interfere with the men -individually. It is also the duty of this officer to examine all parts -of the rigging, report anything of importance to the master and take -his orders, or, if it be a small and common matter, he will have the -repairs or changes made at his own pleasure, as a thing of course. He -must also see that there is a supply of small stuffs for the work, and -have them made up when necessary, and also that there are instruments -ready for every kind of labor, or for any emergency. In bad weather, he -must have spare rope, blocks, tackles, sennit, earings, &c., on hand; -or rather, see that they are provided, the more immediate care of these -things, when provided, belonging to the second mate. - -From this description of a chief mate's duty, it will be seen that he -ought always to be not only a vigilant and active man, but also well -acquainted with all kinds of seaman's work, and a good judge of -rigging. - -In the working of the ship, when all hands are called and the master is -on deck, the chief mate's place is on the forecastle, where, under the -general direction of the master, who never need leave the quarter-deck, -he commands the forward part of the vessel, and is the organ of -communication with the men aloft. In getting under way and coming to -anchor, it is his duty to attend to the ground tackle, and see -everything ready forward. The master, for instance, tells him to have -the ship ready for getting under way, and to heave short on the cable. -He then goes forward, orders all hands to be called, sees everything -secured about decks, tackles got up and boats hoisted in and lashed, -fish and cat tackles, pennant, davit, &c., and spare hawsers and rope, -in readiness, orders the men to the windlass, (the second mate taking a -handspike with the rest,) and stationing himself between the -knight-heads, looks out for the cable, ordering and encouraging the -men. When the cable is hove short, he informs the master, and, at the -word from him, orders the men aloft to loose the sails, and gives -particular directions to them when aloft, as to the sails, gaskets, -overhauling rigging, &c. The sails being loosed, he awaits the order -from the master, which would be addressed to him rather than to the -men, and has the windlass manned and the anchor hove up, giving notice -to the master as soon as it is a-weigh. When the vessel is under way, -the master begins to take more immediate control, ordering the yards to -be braced and filled, sail to be set, and the like. The chief mate also -sees to the catting and fishing of the anchors, to having the decks -cleared up and everything secured. - -In coming to anchor, very nearly the same duty falls upon the chief -officer. He must see the anchors and cables ready for letting go, the -master ordering how much chain is to be overhauled. He must look out -that the boats are ready for lowering, the rigging clear for letting -go, hauling and clewing, and that spare hawsers, kedges, warps, &c., -are at hand. If anything goes wrong forward, he alone is looked to for -an explanation. As the vessel draws in toward her anchoring ground, the -master gives all the orders as to trimming the yards and taking in -sail; and at all times, when on deck, has the entire charge of the man -at the helm, it being the mate's duty only to see that a good seaman is -there, and that the helm is relieved. As to the sails, the master will, -for instance, order--"Clew up the fore and main topsails!" The chief -mate then gives the particular orders as to lowering and letting go the -halyards, clewing down and up, overhauling rigging, &c. If both -topsails were taken in at once, the second mate would attend to the -main, unless the master should choose to look out for it himself. All -being ready for letting go, the master gives the order--"Let go the -anchor!" and the chief mate sees that it is done, has the chain payed -out, reports how much is out, sees that the buoys _watch_, and the -like. In furling the sails, the whole superintendence comes upon the -mate, as the master would probably only tell him to have them furled. -He has the rigging hauled taut, sends the men aloft, and, remaining on -deck and forward, he gives his orders to them while on the yards, as to -the manner of furling, and has the ropes hauled taut or let go on deck, -as may be necessary. - -These instances may serve to show the distinctions between the duties -of master and mate in the principal evolutions of a vessel. While in -port, the chief mate has much more the control of the vessel than when -at sea. As there is no navigating or working of the vessel to be done, -the master has little to engage him, except transactions with merchants -and others on shore, and the necessary general directions to the mate, -as to the care of the ship. Beside the work upon the ship and rigging -while in port, the chief mate has the charge of receiving, discharging, -stowing and breaking out the cargo. In this he has the entire control, -under the general directions of the master. It is his duty to keep an -account of all the cargo, as it goes in and comes out of the vessel, -and, as he generally gives receipts, he is bound to great care and -accuracy. When cargo is coming in and going out, the chief mate will -stand in the gangway, to keep an account, and the second mate will be -down in the hold with some of the crew, breaking out, or stowing. The -stowage, however, should still be somewhat under the chief mate's -directions. While the master is on shore, the chief mate is necessarily -commander of the ship, for the time, and though the law will extend his -power proportionably for cases of necessity, yet, except in instances -which will not admit of delay, he must not attempt to exercise any -unusual powers, but should refer everything to the master's decision. -It will be seen, by the laws, that the mate has no right to punish a -man during the master's absence, unless it be a case in which delay -would lead to serious consequences. - -While in port, the chief mate stands no watch at night, but he should -always be the first to be called in the morning, and should be up early -and order the calling of all hands. In cleaning the ship, as washing -down decks, &c., which is done the first thing in the morning, each -mate, while at sea, takes charge of it in his watch, in turn, as one or -the other has the morning watch; but in port, the second mate oversees -the washing down of the decks, under the chief mate's general orders. - -While at sea, in tacking, wearing, reefing topsails, &c., and in every -kind of "all hands work," when the master is on deck, the chief mate's -place, as I have said, is forward. To give a further notion of the -manner of dividing the command, I will describe the evolution of -tacking ship. The master finds that the ship will not lay her course, -and tells the chief mate to 'see all clear for stays,' or 'ready -about.' Upon this, the chief mate goes forward, sends all hands to -their stations, and sees everything clear and ready on the forecastle. -The master asks, "All ready forward?" and being answered, "Ay, ay, -sir!" motions the man at the helm to put the wheel down, and calls out, -"Helm's a-lee!" The mate, answering immediately, "Helm's a-lee," to let -the master know he is heard and understood, sees that the head sheets -are let go. At "Raise tacks and sheets!" from the master, the mate, and -the men with him, let go the fore tack, while he looks after the -overhauling of the other tack and sheet. He also sees to letting go the -bowlines for "Let go and haul," and to getting down the head sheets -when the ship is about, and trims the head yards, calling out to the -men at the braces the usual orders, "Well the fore yard!" "Topsail -yard, a small pull!" "Topgallant yard, well!" &c. The master usually -trims the after yards. - -In reefing topsails, the chief mate should not go aloft, but should -keep his place forward, and look out for the men on the yards. I am -aware that it has been the custom in some classes of vessels, as in the -New York liners, for the chief mate to take the weather earing of a -course, especially if a topsail or the other course were reefing at the -same time; yet this practice has never generally prevailed, and is now -going out of date. I think I may say it is the opinion of all, masters, -officers, and men, that it is better for the chief mate to remain on -deck. There is always a good deal to be looked after, ropes to be let -go or hauled, rigging to be cleared, and the like, beside the -importance of having some one to oversee the men on the different -yards; which the mate, standing at a little distance, can easily do. He -is also the organ of communication between the yards and the deck, and -can look after the reefing to more advantage than the master can upon -the quarter-deck, where he must stay to watch the helm and sails. - -The chief mate is not required to work with his hands, like the second -mate and the seamen. He will, of course, let go and belay ropes, and -occasionally pull and haul with the men when working ship; but if there -is much work to be done, his time and attention are sufficiently taken -up with superintending and giving orders. - -As to his duties as a watch-officer, it will be necessary to repeat the -explanations partly given in the chapter upon the master's duties. The -crew are divided equally into two watches, the larboard and starboard; -the larboard commanded by the chief mate, and the starboard by the -second mate. These watches divide the day between them, being on and -off duty every other four hours. This is the theory of the time, but in -fact, in nearly all merchant vessels, all hands are kept on deck and at -work throughout the afternoon, from one o'clock until sundown; and -sometimes, if there is a great deal to be done, as immediately before -making port, or after an accident, all hands may be kept throughout the -day. This is, however, justly considered hard usage, if long continued, -since it gives the men but little time for sleep, and none for reading, -or taking care of their clothes. Although all hands may be on deck and -at work during a day or a half day, yet the division of time is still -kept up. For instance, if it is the mate's watch from 8 A.M. to 12; -although all hands should be up from 12 to 5 or 6, yet from 12 to 4 the -starboard watch would be considered as 'the watch on deck,' and the -larboard again after 4; and so on; and during those hours the wheel -will always be taken by men belonging to the watch on deck, and if any -particular duty is ordered to be done by 'the watch,' that watch which -has a man at the helm, and which would have been the only one on deck -had not all hands been kept, would do the duty. But though this -division is kept up as to the crew and the helmsman, it is not so as to -the officers; for when all hands are on deck, the chief mate is always -the officer in command, to whichever watch the hour may properly -belong. He accordingly looks out for the ship, takes in and makes sail, -and trims the yards, when all hands are on deck at work, as much in the -hours of one watch as in those of the other, and he generally calls -upon the men of either watch indifferently to pull and haul. But if -only the starboard watch is on deck, though the chief mate should be on -deck also, yet he will not interfere with the duties of that watch, but -would leave the command of the vessel, and the weather side of the -quarter-deck, to the second mate. Of course, whenever the master comes -on deck, as I have said, in whosever watch it may be, or if all hands -are up, he takes the weather side of the quarter-deck, and is -considered as having charge of the ship; and the officer of the watch -would then give no order with reference to the helm, trimming the -yards, making sail, or the like, without a direction from the master. - -It will be necessary to make some explanations as to the stations of -the chief and second mate. I have said that when all hands are called, -the chief mate's place is the forecastle, and the second mate's -amidships, or at the braces on the quarter-deck. This is only in -working ship with all hands; that is, in tacking, wearing, reefing, -coming to anchor, getting under way, &c. Whenever the work is done, and -the necessity for the officers' presence at these parts of the vessel -ceases, they return to their proper places on the quarter-deck. In a -man-of-war there is always a lieutenant of the watch on the weather -side of the quarter-deck, whatever work may be going forward, except in -the single case of all hands being called to work ship; but it is not -so in the merchant service. When the ordinary day's work is going -forward, the mates must be about the decks or aloft, like the petty -officers of a man-of-war; and it is only while no work is going -forward, as in bad weather, on Sundays, or at night, that the officer -of the watch keeps the quarter-deck. At these times he does so, and, if -the master is not on deck, does not leave it, except for a short time, -and for some necessary duty forward. - -It will be seen in the third part of this book, that the law looks upon -the chief mate as standing in a different relation to the master from -that of the second mate or the men. He is considered a confidential -person, to whom the owners, shippers and insurers look, in some -measure, for special duties and qualifications. The master, therefore, -cannot remove him from office, except under very peculiar -circumstances, and then must be able to prove a justifiable cause. One -of these duties which the law throws upon him, is keeping the log-book. -This is a very important trust, as the log-book is the depository of -the evidence of everything that may occur during the voyage; and the -position of the ship, the sail she was under, the wind, &c., at any one -moment, may become matters of great consequence to all concerned. So it -is with reference to anything that may occur between the master or -officers and the crew. As to the manner of keeping the log, it is the -custom for each officer at the end of his watch to enter upon the -log-slate, which usually lies on the cabin table, the courses, -distances, wind and weather during his watch, and anything worthy of -note that may have occurred. Once in twenty-four hours the mate copies -from this slate into the log-book; the master, however, first seeing -the slate, examining it, and making any corrections or observations he -may choose. This practice of copying from the slate, which is first -submitted to the master, has led, in too many instances, to the mate's -becoming the mere clerk of the master, to enter on the log-book -whatever the latter may dictate. This is wrong. It is very proper that -the master should examine the slate, and suggest alterations as to the -ship's reckoning, &c., if necessary, but it is important to all -concerned, both to the owners, shippers and insurers, on shore, and the -crew of the vessel, that the independence of the mate, as the -journalist of the voyage, should be preserved. The master, from the -power of his office, can at all times make the situation of a mate who -has displeased him extremely disagreeable, and from this cause has -great indirect influence over him; the law and the custom should -therefore be strictly adhered to which rightly make the chief officer, -in this respect, in a manner the umpire between the master and the -crew, as well as between all on board and the parties interested on -shore. - -The law also makes the chief mate the successor to the master, in case -the latter should die, or be unable to perform the duties of his -office; and this without any action on the part of the crew. It is -always important, therefore, that, to the practical seamanship and -activity necessary for the discharge of the proper duties of his -office, the mate should add a sufficient knowledge of navigation to be -able to carry the ship on her voyage in case anything should happen to -the master. Indeed, it has been doubted whether a vessel of the largest -class, upon a long voyage, would be seaworthy with no navigator on -board but the master. - -Both the chief and second mates are always addressed by their surnames, -with _Mr._ prefixed, and are answered with the addition of _Sir_. This -is a requirement of ship's duty, and an intentional omission of it is -an offence against the rules and understanding of the service. - - - - -CHAPTER III. - -SECOND AND THIRD MATES. - -SECOND MATE.--Navigation. Station. Watch duties. Day's work. Working -ship. Reefing. Furling. Duties aloft. Care of ship's furniture. Stores. -Duties in port. - -THIRD MATE.--Working ship. Day's work. Duties aloft--in port. Boating. -Stores. - - -The duties of the second mate are, to command the starboard watch when -the master is not on deck, and to lead the crew in their work. It is -not necessary that he should be a navigator, or even be able to keep a -journal, though he should know enough of navigation to keep the courses -and distances during his watch, and to report them correctly on the -slate. There are also many advantages in his being acquainted with -navigation and able to keep the log, as, in case of the chief mate's -meeting with any accident, or being removed from office. The second -mate, however, does not, by law, necessarily succeed to the office of -chief mate, as the chief mate does to that of master; but it lies with -the master for the time being to appoint whom he chooses to the office -of chief mate: yet, if the second mate is capable of performing the -duties of the office, he would ordinarily be appointed, as a matter of -course. - -When the starboard watch alone is on deck, and the master is below, the -second mate has charge of the ship. When both watches are on deck, the -chief mate is officer of the deck, to whichever watch the time may -belong, according to the division of the hours. When the master is on -deck, he commands, in one watch as well as in the other. But the second -mate does not give up the charge of the vessel to the chief mate, if he -should happen to be on deck during the starboard watch, unless all -hands are up. While he has charge of the vessel in his watch, his -duties are the common ones of a watch officer; that is, to have an eye -to the helm, watch the weather, keep a general lookout round the -horizon, see to the trimming of the yards and making and taking in of -the light sails, give the master notice of anything important that -occurs, heave the log and keep an account of the winds, courses, rate -of sailing, &c., and enter the same on the slate at the end of the -watch. In these things the chief mate has no right to interfere, when -it is not his watch on deck. But in all matters connected with the -day's work and jobs, the second mate acts under the chief mate in his -own watch, as that department belongs peculiarly to the chief mate. In -working days, when the crew are employed about the ship and rigging, it -is usual for the chief mate to tell the second mate what to do in his -watch, and sometimes he remains on deck a few minutes to see to the -commencement of the work. And while day's work is going forward, during -the time that the chief mate has a watch below, as the second mate is -expected to do jobs like a common seaman, it is the custom for the -master to be on deck a good deal in the starboard watch and look after -the vessel. While work is going forward, the second mate is about decks -and aloft; but at other times, as at night, or on Sunday, or during bad -weather, when day's work cannot be kept up, his place is on the -quarter-deck; though still, he leaves it whenever anything is to be -done forward or aloft which requires the presence of a whole watch, as, -setting or taking in a lower or topmast studding-sail, or any of the -heavy sails. - -When all hands are called to work ship, as in reefing, tacking, -wearing, getting under way, coming to anchor, &c., the second mate's -place is aft, at the fore and main braces and main and mizzen rigging; -and generally, in all ship's duty, the chief mate and larboard watch -belong forward, and the second mate and starboard watch aft. In tacking -ship, the second mate looks out for the lee fore and main braces, sees -them belayed to one pin and clear for letting go, lets go the main -braces at "Mainsail haul!" and the fore at "Let go and haul!" He also -steadies the weather braces as the yards come up. He then sees to -getting down the main tack, hauling out the main and mizzen bowlines, -hauling aft the main sheet, and, in short, has charge of all the duty -to be done upon the quarterdeck and in the waist. - -In getting under way, the second mate takes a handspike at the windlass -with the men, the place which custom has assigned him being the -windlass-end. If anything is to be done with the braces while the men -are heaving at the windlass, it is his duty to attend to it, as the -chief mate must be looking out for the ground tackle. - -In reefing, the second mate goes aloft with the men, and takes his -place at the weather earing. This is his proper duty, and he will never -give it up, unless he is a youngster, and not strong enough or -sufficiently experienced to lead the men on the yard. As soon as the -order is given to clew down for reefing, and the halyards are let go, -if there are hands enough to haul out the reef-tackles, he should go -aloft, see that the yard is well down by the lifts, and then lay out to -the weather yard-arm, and get his earing rove by the time the men are -upon the yard. He then hauls it out and makes fast. If both topsails -are reefed at once, he goes to the main; but if one sail is reefed at a -time, he goes with the men from one to the other, taking the weather -earing of each. He also goes aloft to reef a course, and takes the -weather earing of that, in the same manner. He is not expected to go -upon the mizzen topsail yard, as the mizzen topsail is a small sail, -and can be reefed by a few men, or by the light hands. - -In furling sails, the second mate goes aloft to the topsails and -courses, and takes the bunt, as that is the most important place in -that duty. He is not expected to go upon the mizzen topsail yard for -any service, and though in bad weather, and in case of necessity, he -would do so, yet it would be out of the usual course. He might also, in -heavy weather, assist in furling a large jib, or in taking the bonnet -off; but he never furls a topgallantsail, royal, or flying jib. In -short, the fore or main topsail and the courses are the only sails -which the second mate is expected to handle, either in reefing or -furling. And, as I said before, if the sails are reefed or furled by -the watch, he leads the starboard watch on the main and maintopsail -yards, and the best man in the larboard watch leads them at the fore. - -Although the proper place for the second mate on a yard, is the bunt in -furling, and the weather earing in reefing, and it is the custom to -give him a chance at them at first, yet he cannot retain them by virtue -of his office; and if he has not the necessary strength or skill for -the stations, it is no breach of duty in a seaman to take them from -him; on the contrary, he must always expect, in such a case, to give -them up to a smarter man. If the second mate is a youngster, as is -sometimes the case, being put forward early for the sake of promotion, -or if he is not active and ambitious, he will not attempt to take the -bunt or weather earing. - -In the ordinary day's work done on shipboard, the second mate works -with his hands like a common seaman. Indeed, he ought to be the best -workman on board, and to be able to take upon himself the nicest and -most difficult jobs, or to show the men how to do them. Among the -various pieces of work constantly going forward on the vessel and -rigging, there are some that require more skill and are less -disagreeable than others. The assignment of all the work belongs to the -chief mate, and if the second mate is a good seaman, (by which sailors -generally understand a good workman upon rigging,) he will have the -best and most important of these allotted to him; as, for instance, -fitting, turning in and setting up rigging, rattling down, and making -the neater straps, coverings, graftings, pointings, &c.; but if he is -not a good workman, he will have to employ himself upon the inferior -jobs, such as are usually assigned to ordinary seamen and boys. -Whatever may be his capacity, however, he 'carries on the work,' when -his watch alone is on deck, under directions previously received from -the chief mate. - -It is a common saying among seamen that a man does not get his hands -out of the tar bucket by becoming second mate. The meaning of this is, -that as a great deal of tar is used in working upon rigging, and it is -always put on by hand, the second mate is expected to put his hands to -it as the others do. If the chief mate were to take hold upon a piece -of work, and it should be necessary to put any tar on it, he might call -some one to tar it for him, as all labor by hand is voluntary with him; -but the second mate would be expected to do it for himself, as a part -of his work. These matters, small in themselves, serve to show the -different lights in which the duties of the officers are regarded by -all sea-faring men. There are, however, some inferior services, such as -slushing down masts, sweeping decks, &c., which the second mate takes -no part in; and if he were ordered to do so, it would be considered as -punishment, and might lead to a difficulty. - -In working ship, making and taking in sail, &c., the second mate pulls -and hauls about decks with the rest of the men. Indeed, in all the work -he is expected to join in, he should be the first man to take hold, -both leading the men and working himself. In one thing, however, he -differs from the seamen; that is, he never takes the helm. Neither -master nor mates ever take the wheel, but it is left to the men, who -steer the vessel under the direction of the master or officer of the -deck. He is also not expected to go aloft to reeve and unreeve rigging, -or rig in and out booms, when making or taking in sail, if there are -men enough; but, as I have said, under ordinary circumstances, only -goes aloft to reef or furl a topsail or course. In case, however, of -any accident, as carrying away a mast or yard, or if any unusual work -is going on aloft, as the sending up or down of topmasts or topsail -yards, or getting rigging over the mast-head, sending down or bending a -heavy sail in a gale of wind, or the like, then the second mate should -be aloft to take charge of the work there, and to be the organ of -communication between the men aloft and the chief mate, who should -remain on deck, since he must superintend everything fore and aft, as -well as a-low and aloft. Sending up or down royal and topgallant yards, -being light work and done by one or two hands, does not call the second -mate aloft; but if the topgallant masts are to be sent down, or a -jib-boom rigged in bad weather, or any other work going on aloft of -unusual importance or difficulty, the second mate should be there with -the men, leading them in the work, and communicating with, and -receiving the orders from the deck. - -During his own watch, if the master is not on deck, the second mate -commands the ship, gives his orders and sees to their execution, -precisely as the chief mate does in his; but, at the same time, he is -expected to lend a hand at every "all-hands rope." - -There is another important part of the duties of a second mate; which -is, the care of the spare rigging, blocks, sails, and small stuffs, and -of the instruments for working upon rigging, as, marlinspikes, heavers, -serving-boards, &c. It is the duty of the chief mate, as superintendent -of the work, to see that these are on board, and to provide a constant -supply of such as are made at sea; but when provided, it is the second -mate's duty to look after them, to see them properly stowed away, and -to have them at hand whenever they are called for. If, for instance, -the chief mate orders a man to do a piece of work with certain -instruments and certain kinds of stuff, the man will go to the second -mate for them, and he must supply him. If there is no sailmaker on -board, the second mate must also attend to the stowing away of the -spare sails, and whenever one is called for, it is his duty to go below -and find it. So with blocks, spare rigging, strands of yarns, and any -part of a vessel's furniture, which an accident or emergency, as well -as the ordinary course of duty, may bring into play. - -So, also, with the stores. It is his duty to see to the stowing away of -the water, bread, beef, pork, and all the provisions of the vessel; and -whenever a new cask or barrel of water or provisions is to be opened, -the second mate must do it. Indeed, the crew should never be sent into -the hold or steerage, or to any part where there is cargo or stores, -without an officer. He also measures out the allowance to the men, at -the rate ordered by the master. These latter duties, of getting out the -stores and weighing or measuring the allowance, fall upon the third -mate, if there is one, which is seldom the case in merchant vessels. - -While in port, when cargo is taking in or discharging, the second -mate's place is in the hold; the chief mate standing at the gangway, to -keep account, and to have a general supervision. If the vessel is lying -at anchor, so that the cargo has to be brought on or off in boats, then -the boating duty falls upon the second mate, who goes and comes in the -boats, and looks after the landing and taking off of the goods. The -chief mate seldom leaves the vessel when in port. The master is -necessarily on shore a good deal, and the second mate must come and go -in the boats, so that the chief mate is considered as the ship-keeper. -So, if a warp or kedge is to be carried out, or a boat is lowered at -sea, as in boarding another vessel, or when a man has fallen overboard, -in all such cases the second mate should take charge of the boat. - -When in port, the second mate stands no anchor watch, but is expected -to be on deck until eight o'clock, which is the hour at which the watch -is usually set. If, however, the ship is short-handed, he would stand -his watch; in which case it would probably be either the first or the -morning watch. - -The second mate lives aft, sleeping in the cabin, if there are no -passengers, or else in a state room in the steerage. He also eats in -the cabin, but at a second table, taking charge of the vessel while the -master and chief mate are at their meals. In packet ships the two mates -generally eat together, by themselves, at an earlier hour than the -master and passengers. - -THIRD MATE.--Merchant vessels bound on long voyages, upon which there -are many vicissitudes to be anticipated, sometimes carry a third mate; -but this is unusual; so much so, that his duties have hardly become -settled by custom. He does not command a watch, but belongs to the -larboard watch, and assists the chief mate in his duties. He goes aloft -with the larboard watch to reef and furl, as the second mate does with -the starboard, and performs very nearly the same duties aloft and about -decks. If he is a good seaman, he will take the earing and bunt on the -head yards, as the second mate does on the after yards; and in the -allotment of work he will be favored with the most important jobs, if a -good workman, otherwise, he will be put upon the work of an ordinary -seaman. He is not expected to handle the light sails. He stands no -helm, lives aft, and will look out for the vessel at mealtimes, if the -second mate dines with the master and chief mate. While in port, he -will be in the hold or in the boats, as he may be needed, thus dividing -the labor with the second mate. Perhaps his place would more properly -be in the boats, as that is considered more in the light of fatigue -duty. He also relieves the second mate of the charge of the stores, and -sees to the weighing and measuring of the allowances; and in his watch -on deck, he relieves the chief mate of the inferior parts of his duty, -such as washing decks in the morning, and looking after the boys in -clearing up the decks at night. - - - - -CHAPTER IV. - -CARPENTER, COOK, STEWARD, &C. - -CARPENTER.--Working ship. Seaman's work. Helm. Duty aloft. Work at his -trade. Station. Berth and mess. Standing watch. - -SAILMAKER.--Seaman's work. Work at trade. Duty aloft. Standing watch. -Berth and mess. Station. - -STEWARD.--Duty in passenger-ships. Care of cabin-table--passengers. In -other vessels--Master--mate. Aloft. About decks. Working ship. - -COOK.--Berth. Standing watch. Care of galley and furniture. Working -ship. Duty aloft. - - -CARPENTER.--Almost every merchant vessel of a large class, or bound -upon a long voyage, carries a carpenter. His duty is to work at his -trade under the direction of the master, and to assist in all-hands -work according to his ability. He is stationed with the larboard or -starboard watch, as he may be needed, though, if there is no third -mate, usually with the larboard. In working ship, if he is an able -seaman, (as well as carpenter,) he will be put in some more important -place, as looking after the main tack and bowlines, or working the -forecastle with the mate; and if capable of leading his watch aloft, he -would naturally take the bunt or an earing. He is not expected to -handle the light sails, nor to go above the topsail yards, except upon -the work of his trade. If he ships for an able seaman as well as -carpenter, he must be capable of doing seaman's work upon the rigging -and taking his turn at the wheel, if called upon; though he would not -be required to do it except in bad weather, or in case the vessel -should be short-handed. If he does not expressly ship for seaman as -well as carpenter, no nautical skill can be required of him; but he -must still, when all hands are called, or if ordered by the master, -pull and haul about decks, and go aloft in the work usual on such -occasions, as reefing and furling. But the inferior duties of the crew, -as sweeping decks, slushing, tarring, &c., would not be put upon him, -nor would he be required to do any strictly seaman's work, except -taking a helm in case of necessity, or such work as all hands join in. - -The carpenter is not an officer, has no command, and cannot give an -order even to the smallest boy; yet he is a privileged person. He lives -in the steerage, with the steward, has charge of the ship's chest of -tools, and in all things connected with his trade, is under the sole -direction of the master. The chief mate has no authority over him, in -his trade, unless it be in case of the master's absence or disability. -In all things pertaining to the working of the vessel, however, and as -far as he acts in the capacity of a seaman, he must obey the orders of -the officers as implicitly as any of the crew would; though, perhaps, -an order from the second mate would come somewhat in the form of a -request. Yet there is no doubt that he must obey the second mate in his -proper place, as much as he would the master in his. Although he lives -in the steerage, he gets his food from the galley, from the same mess -with the men in the forecastle, having no better or different fare in -any respect; and he has no right on the quarterdeck, but must take his -place on the forecastle with the common seamen. - -In many vessels, during fine weather, upon long voyages, the carpenter -stands no watch, but "sleeps in" at night, is called at daylight, and -works all day at his trade. But in this case, whenever all hands are -called, he must come up with the rest. In bad weather, when he cannot -well work at his trade, or if the vessel becomes short-handed, he is -put in a watch, and does duty on deck, turning in and out with the -rest. In many vessels, especially those bound on short voyages, the -carpenter stands his watch, and, while on deck, works at his trade in -the day-time, if the weather will permit, and at night, or in bad -weather, does watch duty according to his ability. - -SAILMAKER.--Some ships of the largest class carry a sailmaker, though -usually the older seamen are sufficiently skilled in the trade to make -and mend sails, and the master or chief mate should know how to cut -them out. As to the sailmaker's duty on board, the same remarks will -apply to him that were made upon the carpenter. If he ships for seaman -as well as sailmaker, he must do an able seaman's duty, if called upon; -and if he does not so ship, he will still be required to assist in -all-hands work, such as working ship, taking in and making sail, &c., -according to his ability; and in bad weather, or a case of necessity, -he may be put with a watch and required to do ship's duty with the -rest. In all-hands work he is mustered with either watch, according to -circumstances, and the station allotted to him will depend upon his -qualities as a seaman; and, as with the carpenter, if he is a good -seaman, he would naturally have some more important post assigned to -him. He is not expected to handle the light sails, nor to go above the -topsail yards. Nor would the inferior duties of the crew, such as -tarring, slushing, and sweeping decks, be put upon him. In bad weather, -or in case of necessity, he may be mustered in a watch, and must do -duty as one of the crew, according to his ability. Sometimes he stands -no watch, and works at his trade all day, and at others he stands his -watch, and when on deck in the day time, and during good weather, works -at his trade, and at night, or in bad weather, does duty with the -watch. He usually lives in the steerage with the carpenter, and always -takes his food from the galley. He has no command, and when on deck, -belongs on the forecastle with the rest of the crew. In the work of his -trade, he is under the sole direction of the master, or of the chief -mate in the master's absence; but in ship's work he is as strictly -under the command of the mates, as a common seaman is. - -STEWARD.--The duties of the steward are very different in packet ships, -carrying a large number of passengers, from those which are required of -him in other vessels. In the New York _liners_, for instance, he has -waiters or under-stewards, who do most of the labor, he himself having -the general superintendence of the department. It is his duty to see -that the cabin and state-rooms are kept in order; to see to the laying -and clearing of the tables; to take care of the dishes, and other -furniture belonging to them; to provide the meals, under the master's -direction, preparing the nicer dishes himself; to keep the general -charge of the pantry and stores for the cabin; to look after the cook -in his department; and, lastly, which is as important a part of his -duty as any other, to attend to the comfort and convenience of the -passengers. These duties, where there are many passengers, require all -his time and attention, and he is not called upon for any ship's duty. - -In vessels which are not passenger-ships, he does the work which falls -to the under-stewards of the large packets: cleans the cabin and state -rooms, sets, tends and clears away the table, provides everything for -the cook, and has charge of the pantry, where all the table furniture -and the small stores are kept. He is also the body servant of the -master. His relation to the chief mate is somewhat doubtful; but the -general understanding is, that, although he waits upon him when at -table and must obey him in all matters relating to the ship's work, yet -he is not in any respect his servant. If the mate wishes any personal -service done, he would ask it, or make some compensation. - -In these vessels, the steward must come on deck whenever all hands are -called, and in working ship, pulls and hauls about decks with the men. -The main sheet is called the steward's rope, and this he lets go and -hauls aft in tacking and wearing. In reefing and furling, he is -expected to go upon the lower and topsail yards, and especially the -mizzen topsail yard of a ship. No seamanship is expected of him, and he -stands no watch, sleeping in at night and turning out at daylight; yet -he must do ship's duty according to his ability when all hands are -called for working ship or for taking in or making sail. In these -things he must obey the mates in the same way that a common seaman -would, and is punishable for disobedience. The amount of ship's duty -required of him depends, as I have said, upon the number of passengers. - -COOK.--The cook almost always lives in the forecastle, though sometimes -in the steerage with the steward. He stands no watch, sleeping in at -night, and working at his business throughout the day. He spends his -time mostly in the cook-house, which is called the 'galley,' where he -cooks both for the cabin and forecastle. This, with keeping the galley, -boilers, pans, kids, &c., clean and in order, occupies him during the -day. He is called with all hands, and in tacking and wearing, works the -fore sheet. He is also expected to pull and haul about decks in -all-hands work, and is occasionally called from his galley to give a -pull at a tackle or halyards. No seamanship can be required of him, but -he is usually expected to go upon a lower or topsail yard in reefing or -furling, and to assist according to his ability in working ship. In -regular passenger-ships, however, as he is more exclusively employed in -cooking, he is not required to do any duty about decks, except in a -case of necessity or of common danger. In some other vessels, too, if -strongly manned, neither the cook nor steward are sent upon the yards. -Yet it can, without doubt, be required of them, by the custom and -understanding of the service, to go upon a lower or topsail yard to -reef or furl. - -If there are on board armorers, coopers, or persons following any other -trades, they take the same place and follow the same rules as to duty -that govern the carpenter and sailmaker. In the merchant service, when -'all hands' are called, it literally calls every one on board but the -passengers; excepting, as I have said, in the case of the cook and -steward of strictly passenger-ships. Those persons of whom any duty can -be required, who do not stand a watch, but sleep in at night and work -during the day, are called _idlers_. Beside turning out with 'all -hands,' the idlers are sometimes called up at night to help the watch -on deck in any heavy or difficult duty, when it is not desirable to -call the other watch, who may have had severe service. This is -allowable, if practised only in cases of necessity, and not carried to -an extreme. - - - - -CHAPTER V. - -ABLE SEAMEN. - -Grades of sea-faring persons. Able seamen. Ordinary seamen. Boys. -Shipping and rating. Over-rating. Requisites of an able seaman. Hand, -reef and steer. Work upon rigging. Sailmaking. Day's work. Working -ship. Reefing and furling. Watch duty. Coasters and small vessels. - - -Sea-faring persons before the mast are divided into three -classes,--able seamen, ordinary seamen, and boys or green hands. And it -may be remarked here that all green hands in the merchant service are -termed _boys_, and rated as such, whatever may be their age or size. In -the United States navy, an able seaman receives twelve dollars per -month, an ordinary seaman ten, and the boys, or green hands, from four -to eight, according to their strength and experience. In the merchant -service, wages are about the same on long voyages; but on voyages to -Europe, the West Indies, and the southern ports, they are considerably -higher, and very fluctuating. Still, the same proportion between the -classes is preserved, an ordinary seaman getting about two dollars less -than an able seaman, and the boys, from nothing up to two dollars less -than ordinary seamen, according to circumstances. A full-grown man must -ship for boy's wages upon his first voyage. It is not unusual to see a -man receiving boy's wages and rated as a boy, who is older and larger -than many of the able seamen. - -The crews are not rated by the officers after they get to sea, but, -both in the merchant service and in the navy, each man rates himself -when he ships. The shipping articles, in the merchant service, are -prepared for so many of each class, and a man puts his name down and -contracts for the wages and duty of a seaman, ordinary seaman, or boy, -at his pleasure. Notwithstanding this license, there are very few -instances of its being abused; for every man knows that if he is found -incompetent to perform the duty he contracts for, his wages can not -only be reduced to the grade for which he is fitted, but that something -additional will be deducted for the deception practised upon all -concerned, and for the loss of service and the numerous difficulties -incurred, in case the fraud is not discovered until the vessel has got -to sea. But, still more than this, the rest of the crew consider it a -fraud upon themselves; as they are thus deprived of a man of the class -the vessel required, which makes her short-handed for the voyage, and -increases the duty put upon themselves. If, for instance, the articles -provide for six able seamen, the men expect as many, and if one of the -six turns out not to be a seaman, and is put upon inferior work, the -duties which would commonly be done by seamen will fall upon the five. -The difficulty is felt still more in the watches; as, in the case I -have supposed, there would be in one watch only two able seamen instead -of three, and if the delinquent was not a capable helmsman, the -increased duty at the wheel alone would be, of itself, a serious evil. -The officers also feel at liberty to punish a man who has so imposed -upon all hands, and accordingly every kind of inferior and disagreeable -duty is put upon him; and, as he finds no sympathy from the crew, his -situation on board is made very unpleasant. Indeed, there is nothing a -man can be guilty of, short of a felony, to which so little mercy is -shown on board ship; for it is a deliberate act of deception, and one -to which there is no temptation, except the gain of a few dollars. - -The common saying that to hand, reef and steer makes a sailor, is a -mistake. It is true that no man is a sailor until he can do these -things; yet to ship for an able seaman he must, in addition to these, -be a good workman upon rigging. The rigging of a ship requires constant -mending, covering and working upon in a multitude of ways; and whenever -any of the ropes or yards are chafing or wearing upon it, it must be -protected by 'chafing gear.' This chafing gear consists of worming, -parcelling, serving, rounding, &c.; which requires a constant supply of -small stuffs, such as foxes, sennit, spunyarn, marline, and the like, -all which is made on board from condemned rigging and old junk. There -is also a great deal of new rigging to be cut and fitted, on board, -which requires neat knots, splices, seizings, coverings, and turnings -in. It is also frequently necessary to set up the rigging in one part -of the vessel or another; in which case it must be seized or turned in -afresh. It is upon labor of this kind that the crew is employed in the -'day's work' and jobs which are constantly carried forward on board. A -man's skill in this work is the chief test of his seamanship; a -competent knowledge of steering, reefing, furling, and the like, being -taken for granted, and being no more than is expected of an ordinary -seaman. To put a marlinspike in a man's hand and set him to work upon a -piece of rigging, is considered a fair trial of his qualities as an -able seaman. - -There is, of course, a great deal of difference in the skill and -neatness of the work of different men; but I believe I am safe in -saying that no man will pass for an able seaman in a square-rigged -vessel, who cannot make a long and short splice in a large rope, fit a -block-strap, pass seizings to lower rigging, and make the ordinary -knots, in a fair, workmanlike manner. This working upon rigging is the -last thing to which a lad training up to the sea is put, and always -supposes a competent acquaintance with all those kinds of work that are -required of an ordinary seaman or boy. A seaman is generally expected -to be able to sew upon a sail, and few men ship for seamen who cannot -do it; yet, if he is competent in other respects, no fault can be found -with an able seaman for want of skill in sailmaking. - -In allotting the jobs among the crew, reference is always had to a -man's rate and capacity; and it is considered a decided imputation upon -a man to put him upon inferior work. The most difficult jobs, and those -requiring the neatest work, will be given to the older and more -experienced among the seamen; and of this none will complain; but to -single out an able seaman and keep him at turning the spunyarn winch, -knotting yarns or picking oakum, while there are boys on board, and -other properly seaman's work going forward at the same time, would be -looked upon as punishment, unless it were temporarily, or from -necessity, or while other seaman were employed in the same manner. -Also, in consideration of the superior grade of an able seaman, he is -not required to sweep down the decks at night, slush the masts, &c., if -there are boys on board and at hand. Not that a seaman is not obliged -to do these things. There is no question but that he is, just as much -as to do any other ship's work; and if there are no boys on board or at -hand at the time, or from any other cause it is reasonably required of -him, no good seaman would object, and it would be a refusal of duty to -do so, yet if an officer were deliberately, and without necessity for -it, when there were boys about decks at the time, who could do the work -as well, to order an able seaman to leave his work and sweep down the -decks, or slush a mast, it would be considered as punishment. - -In working ship, the able seamen are stationed variously; though, for -the most part, upon the forecastle, at the main tack or fore and main -lower and topsail braces; the light hands being placed at the -cross-jack and fore and main topgallant and royal braces. In taking in -and making sail, and in all things connected with the working of a -ship, there is no duty which may not be required of an able seaman; yet -there are certain things requiring more skill or strength, to which he -is always put, and others which are as invariably assigned to ordinary -seamen and boys. In reefing, the men go out to the yard-arms, and the -light hands stand in toward the slings; while in furling, the bunt and -quarters belong to the able seamen, and the yard-arms to the boys. The -light hands are expected to loose and furl the light sails, as royals, -flying jib and mizzen topgallant sail, and the men seldom go above the -cross-trees, except to work upon the rigging, or to send a mast or yard -up or down. The fore and main topgallant sails, and sometimes the -flying jib of large vessels, require one or more able seamen for -furling, but are loosed by light hands. In short, as to everything -connected with working ship, making and taking in sail, &c., one -general rule may be laid down. A seaman is obliged to obey the order of -the master or officer, asking no questions and making no objection, -whether the duty to which he is ordered be that which properly belongs -to an able seaman or not; yet as able seamen alone can do the more nice -and difficult work, the light hands, in their turn, are expected to do -that which requires less skill and strength. In the watch on deck at -night, for instance, the able and ordinary seamen steer the ship, and -are depended upon in case of any accident, or if heavy sails are to be -taken in or set, or ropes to be knotted or spliced; and in -consideration of this, if there is light work to be done, as coiling up -rigging about decks, holding the log-reel, loosing or furling a light -sail, or the like, the boys are expected to do it, and should properly -be called upon by the officer, unless from some circumstance it should -be necessary to call upon a man. Yet, as I have said before, if -ordered, the seaman must do the thing, under any circumstances, and a -refusal would be a refusal of his duty. - -No man is entitled to the rate or wages of an able seaman, who is not a -good helmsman. There is always a difference in a ship's company as to -this duty, some men being more steady, careful, and expert helmsmen -than others; and the best quality cannot be required of every able -seaman; yet if, upon fair trial, in bad weather, a man is found -incapable of steering the ship, under circumstances not extraordinary, -he would be considered by all on board to have failed of his duty. It -should be remembered, however, that there are times when the very best -helmsman is hardly able to steer a ship, and if a vessel is out of trim -or slow in her motions, no skill can keep her close to her course. - -An able seaman is also expected to do all the work necessary for -reefing, furling, and setting sail, to be able to take a bunt or -earing, to send yards and masts up and down, to rig in and out booms, -to know how to reeve all the running rigging of a ship, and to steer, -or pull an oar in a boat. - -The standard of seamanship, however, is not so high in coasting vessels -and those of a smaller class bound upon short voyages, in which all the -work that is necessary upon the vessel or rigging is usually done when -in port by people hired from on shore. In such vessels many men ship -for able seamen, and are considered, upon the whole, competent, if they -are able-bodied, and can hand, reef, and steer, who perhaps would only -have shipped for ordinary seamen in vessels bound upon long voyages. In -all large class vessels, and in vessels of almost any class bound upon -long voyages, the standard of seamanship is very nearly what I have -before described. - - - - -CHAPTER VI. - -ORDINARY SEAMEN. - -Requisites. Hand, reef, and steer. Loose, furl, and set sails. Reeve -rigging. Work upon rigging. Watch duty. - - -An ordinary seaman is one who, from not being of sufficient age and -strength, or from want of sufficient experience, is not quite competent -to perform all the duties of an able seaman, and accordingly receives a -little less than full wages, and does not contract for the complete -qualities of an able seaman. There is a large proportion of ordinary -seamen in the navy. This is probably because the power of the officers -is so great upon their long cruises to detect and punish any -deficiency, and because, if a man can by any means be made to appear -wanting in capacity for the duty he has shipped to perform, it will -justify a great deal of hard usage. Men, therefore, prefer rather to -underrate than to run any risk of overrating themselves. - -An ordinary seaman is expected to hand, reef, and steer, under common -circumstances, (which includes 'boxing the compass;') to be well -acquainted with all the running and standing rigging of a ship; to be -able to reeve all the studdingsail gear, and set a topgallant or royal -studdingsail out of the top; to loose and furl a royal, and a small -topgallant sail or flying jib; and perhaps, also, to send down or cross -a royal yard. An ordinary seaman need not be a complete helmsman, and -if an able seaman should be put in his place at the wheel in very bad -weather, or when the ship steered with difficulty, it would be no -imputation upon him, provided he could steer his trick creditably under -ordinary circumstances. In reefing or furling the courses and topsails, -an ordinary seaman would not take the bunt or an earing, if there were -able seamen on the yard; and perhaps, in the largest sized vessels, it -would not be expected of him to pass an earing, or make up the bunt of -a fore or main topsail or course in bad weather, yet he should know how -to do both, and should be able to take a bunt or earing on the mizzen -topsail yard, and on any topsail or lower yard of a small vessel. - -It is commonly understood that an ordinary seaman need not be a workman -upon rigging. Yet there are probably few men capable of performing the -duties of an ordinary seaman, as above detailed, who would not be -somewhat acquainted with work upon rigging, and who could not do the -simpler parts of it, such as, serving and splicing small ropes, passing -a common seizing, or the like; and it is always expected that an -ordinary seaman shall be able to make all the hitches, bends, and knots -in common use: such as, two half-hitches, a rolling hitch, timber -hitch, clove hitch, common bend, and bowline knot. He would also be -thought deficient if he could not draw, knot, and ball up yarns, and -make spunyarn, foxes, and common sennit. Yet it is said that if he can -steer his trick, and do his duty creditably in working ship and taking -in and making sail, he is entitled to the rate and wages of an ordinary -seaman, though he cannot handle a marlinspike or serving-board. - -The duty upon which an ordinary seaman is put, depends a good deal upon -whether there are boys or green hands on board or not. If there are, he -has a preference over them, as an able seaman has over him, in the -light work; and since he stands his helm regularly and is occasionally -set to work upon rigging with the men, he will be favored accordingly -in the watch and in common duty about decks. Yet the distinction -between ordinary seamen and boys is not very carefully observed in the -merchant service, and an ordinary seaman is frequently called upon for -boy's duty, though there are boys on board and at hand. If an officer -wished for some one to loose a royal, take a broom and sweep the decks, -hold the log-reel, coil up a rope, or the like, he would probably first -call upon a boy, if at hand; if not, upon an ordinary seaman; but upon -either of them indifferently, before an able seaman. - -If there are no boys on board, the ordinary seamen do boy's duty; the -only difference being, that if they take their trick at the wheel, and -do other ordinary seaman's work, the able seamen are not so much -preferred over them, as over mere boys and green hands. - - - - -CHAPTER VII. - -BOYS. - -Requisites. Wages. Watch. Day's work. Working ship. Helm. Duties aloft -and about decks. - - -Boy is the term, as I have said before, for all green hands, whatever -may be their size or age; and also for boys, who, though they have been -at sea before, are not large and strong enough for ordinary seamen. It -is the common saying, that a boy does not ship to know anything. -Accordingly, if any person ships as a boy, and upon boy's wages, no -fault can be found with him, though he should not know the name of a -rope in the ship, or even the stem from the stern. In the navy, the -boys are divided into three classes, according to their size and -experience, and different duties are put upon them. In the merchant -service, all except able and ordinary seamen are generally upon the -same wages, though boys' wages vary in different voyages. Sometimes -they get nothing, being considered as apprentices; and from that they -rise to three, five, and sometimes eight dollars per month. Whatever -boys' wages may be, a person who ships for them for that voyage, -whether more or less, is rated as boy, and his duty is according to his -rate. - -In the ordinary day's work, the boys are taught to draw and knot yarns, -make spunyarn, foxes, sennit, &c., and are employed in passing a ball -or otherwise assisting the able seamen in their jobs. Slushing masts, -sweeping and clearing up decks, holding the log-reel, coiling up -rigging, and loosing and furling the light sails, are duties that are -invariably put upon the boys or green hands. They stand their watches -like the rest, are called with all hands, go aloft to reef and furl, -and work whenever and wherever the men do, the only difference being in -the kind of work upon which they are put. In reefing, the boys lay in -toward the slings of the yard, and in furling, they go out to the -yard-arms. They are sent aloft immediately, as soon as they get to sea, -to accustom them to the motion of a vessel, and to moving about in the -rigging and on the yards. Loosing and furling the royals, setting -topgallant studdingsails and reeving the gear, shaking out reefs, -learning the names and uses of all the ropes, and to make the common -hitches, bends, and knots, reeving all the studdingsail gear, and -rigging in and out booms, and the like, is the knowledge first -instilled into beginners. There is a good deal of difference in the -manner in which boys are put forward in different vessels. Sometimes, -in large vessels, where there are plenty of men, the boys never take -the wheel at all, and are seldom put upon any but the most simple and -inferior duties. In others, they are allowed to take the wheel in light -winds, and gradually, if they are of sufficient age and strength, -become regular helmsmen. So, also, in their duties aloft; if they are -favored, they may be kept at the royals and topgallant sails, and -gradually come to the earing of a mizzen topsail. In work upon rigging, -however, a green hand makes but little progress beyond ropeyarns and -spunyarn, during his first voyage; since there are men enough to do the -jobs, and he can be employed to more advantage in the inferior work, -and in making and taking in light sails, steering in light winds, &c.; -a competent knowledge of which duty is sufficient to enable him to ship -for an ordinary seaman upon the next voyage. It is generally while in -the grade of ordinary seaman that the use of the marlinspike is -learned. Whatever knowledge a boy may have acquired, or whatever may be -his age or strength, so long as he is rated as a boy, (and the rates -are not changed during a voyage unless a person changes his ship,) he -must do the inferior duties of a boy. If decks are to be cleared up or -swept, rigging to be coiled up, a man is to be helped in his job, or -any duty to be done aloft or about decks which does not require the -strength or skill of a seaman, a boy is always expected to start first -and do it, though not called upon by name. - - - - -CHAPTER VIII. - -MISCELLANEOUS. - -Watches. Calling the watch. Bells. Helm. Answering. Stations. Food. -Sleep. - - -WATCHES.--A watch is a term both for a division of the crew, and for -the period of time allotted to such division. The crew are divided into -two watches, larboard and starboard; the larboard commanded by the -chief mate, and the starboard by the second mate. These watches divide -the time between them, being on and off duty, or, as it is termed, on -deck and below, every other four hours. If, for instance, the chief -mate with the larboard watch have the first night watch, from eight to -twelve, at the end of the four hours the starboard watch is called, and -the second mate takes the deck, while the larboard watch and the chief -mate go below until four in the morning. At four they come on deck -again, and remain until eight; having what is called the 'morning -watch.' As they will have been on deck eight hours out of the twelve, -while the starboard watch, who had the middle watch, from twelve to -four, will only have been up four hours, they are entitled to the watch -below from eight till twelve, which is called the 'forenoon watch -below.' Where this alternation of watches is kept up throughout the -twenty-four hours, four hours up and four below it is called having -"watch and watch." This is always given in bad weather, and when day's -work cannot be carried on; but in most merchant vessels, it is the -custom to keep all hands from one P.M. until sundown, or until four -o'clock. In extreme cases, also, all hands are kept throughout the day; -but the watch which has had eight hours on deck at night should always -be allowed a forenoon watch below, if possible. - -The watch from four to eight, P.M., is divided into two half-watches of -two hours each, called _dog-watches_. The object of this is to make an -uneven number of watches, seven instead of six; otherwise the same -watch would stand during the same hours for the whole voyage, and those -who had two watches on deck the first night would have the same -throughout the trip. But the uneven number shifts the watches. The -dog-watches coming about sundown, or twilight, and between the end of a -day's work and the setting of the night watch, are usually the time -given for recreation,--for smoking, telling yarns, &c., on the -forecastle; things which are not allowed during the day. - -CALLING THE WATCH.--As soon as eight bells are struck, the officer of -the watch gives orders to call the watch, and one of the crew goes to -the scuttle, knocks three times, and calls out in a loud voice, "All -the starboard (or larboard) watch, ahoy!" or, "All starbowlines, ahoy!" -or something of the kind, and adds, "Eight bells," or the hour; -usually, also, a question, to know whether he is heard, as, "Do you -hear the news there, sleepers?" Some one of the watch below must -answer, "Ay, ay!" to show that the call has been heard. The watch below -is entitled to be called in a loud and audible voice, and in the usual -manner; and unless called, they cannot be expected to come up. They -must also turn out at once and come on deck as soon as they are called, -in order that the other watch may go below, especially as they are -never called until the hour has expired, and since some minutes are -allowed for turning out, dressing, and getting on deck. The man whose -turn it is to take the helm goes immediately aft, and ought to be the -first on deck, as the two hours' duty at the helm at night is tedious, -and entitles a man to be speedily relieved. It is considered a bad -trait in a man to be slack in relieving the helm. The relieving the -helm is also the sign that the watch is changed, and no man is -permitted to go below until that has been done. It is a man's watch on -deck so long as one of his watch is at the wheel. - -BELLS.--The time at sea is marked by bells. At noon, eight bells are -struck, that is, eight strokes are made upon the bell; and from that -time it is struck every half-hour throughout the twenty-four, beginning -at one stroke and going as high as eight, adding one at each half-hour. -For instance, twelve o'clock is eight bells, half past twelve is one -bell, one o'clock is two bells, half past one three bells, and so on -until four o'clock, which will be eight bells. The watch is then out, -and for half past four you strike one bell again. A watch of four hours -therefore runs out the bells. It will be observed, also, that even -bells come at the full hours, and the odd bells at the half-hours. For -instance, eight bells is always twelve, four, or eight o'clock; and -seven bells always half past three, half past seven, or half past -eleven. - -The bells are sounded by two strokes following one another quickly, and -then a short interval; after which, two more; and so on. If it is an -odd number, the odd one is struck alone, after the interval. This is to -make the counting more sure and easy; and, by this means, you can, at -least, tell whether it is an hour or a half-hour. - -HELM. Neither the master nor mates of a merchant vessel ever take the -helm. The proper helmsmen are the able and ordinary seamen. Sometimes -the carpenter, sailmaker, &c., if they are seamen, are put at the helm; -also the boys, in light winds, for practice. Each watch steers the ship -in its turn, and the watch on deck must supply the helmsman, even when -all hands are called. Each man stands at the helm two hours, which is -called his _trick_. Thus, there are two tricks in a watch. Sometimes, -in very cold weather, the tricks are reduced to one hour; and, if the -ship steers badly, in a gale of wind, two men are sent to the wheel at -once. In this case, the man who stands on the weather side of the wheel -is the responsible helmsman, the man at the lee wheel merely assisting -him by heaving the wheel when necessary. - -The men in the watch usually arrange their tricks among themselves, the -officers being satisfied if there is always a man ready to take the -wheel at the proper time. In steering, the helmsman stands on the -weather side of a wheel and on the lee side of a tiller. But when -steering by tiller-ropes with no hitch round the tiller-head, or with a -tackle, as in a heavy gale and bad sea, when it is necessary to ease -the helm a good deal, it is better to stand up to windward and steer by -the parts of the tackle or tiller-ropes. - -In relieving the wheel, the man should come aft on the lee side of the -quarter-deck, (as indeed he always should unless his duty lies to -windward,) go to the wheel behind the helmsman and take hold of the -spokes, so as to have the wheel in command when the other lets go. -Before letting go, the helmsman should give the course to the man that -relieves him in an audible voice, and the new man should repeat it -aloud just as it was given, so as to make it sure that he has heard -correctly. This is especially necessary, since the points and half -points are so much alike that a mistake might easily be made. It is the -duty of the officer of the watch to be present when the wheel is -relieved, in order to see that the course is correctly reported and -understood; which is another reason why the course should be spoken by -both in a loud tone. It is unseamanlike and reprehensible to answer, -"Ay, ay!" or, "I understand," or the like, instead of repeating the -course. - -If a vessel is sailing close-hauled and does not lay her course, the -order is, "Full and by!" which means, by the wind, yet all full. If a -vessel lays her course, the order then is her course, as N.W. by W., E. -by S., and the like. - -When a man is at the wheel, he has nothing else to attend to but -steering the ship, and no conversation should be allowed with him. If -he wishes to be relieved during his trick, it should not be done -without the permission of the officer, and the same form of giving and -repeating the course should be gone through, though he is to be absent -from the helm but a minute or two. - -If an order is given to the man at the wheel as to his steering, he -should always repeat the order, distinctly, that the officer may be -sure he is understood. For instance, if the order is a new course, or, -"Keep her off a point!" "Luff a little!" "Ease her!" "Meet her!" or the -like, the man should answer by repeating the course or the order, as, -"Luff a little, sir," "Meet her, sir," &c., and should not answer, "Ay, -ay, sir!" or simply execute the order as he understands it. This -practice of repeating every, even the most minute order at the wheel, -is well understood among seamen, and a failure or refusal to do so is -an offence sometimes leading to disagreeable results. - -If, when the watch is out and the other watch has been called, all -hands are detained for any purpose, as, to reef a topsail, to set -studdingsails, or the like, the helm should not be relieved until the -work is done and the watch ready to go below. - -ANSWERING.--The rule has just been stated which requires a man at the -wheel to answer by repeating distinctly the order given him. The same -rule applies to some other parts of a seaman's duty, though to none so -strictly, perhaps, as to that. In tacking, where the moment of letting -go a rope or swinging a yard is very important, the order of the master -is always repeated by the officer on the forecastle. This enables the -master to know whether he is heard and understood, to repeat his order -if it is not answered at once, and to correct any mistake, or obviate -some of its consequences. The same may be said generally of every order -to the proper or instant execution of which unusual importance is -attached. If, for instance, a man is stationed by a rope to let it go -upon an order given, if an order is addressed to him which he supposes -to be for that purpose, he should answer, "Let go, sir!" and usually -adds, "All gone!" as soon as it is done. Green hands should bear in -mind that whenever an order is of a kind which ought to be repeated, it -must be so, without reference to a man's distance from the officer who -gives the order, but just as much if standing a few feet from him as if -at the mast-head, since, upon the whole, the chance of misapprehension -is not much less in one case than in the other. - -The common run of orders, however, are sufficiently answered by the -usual reply of "Ay, ay, sir!" which is the proper seaman's answer, -where the repetition of the order is not necessary. But _some answer or -other should always be made to an order_. This is a rule difficult to -impress upon beginners, but the reasonableness of it is obvious, and it -is well understood among all seafaring persons; and even though an -officer should see that the man was executing his order, he still would -require, and has a right to demand a reply. The rule is as strictly -observed by the master and officers between themselves, as it is -required by them of the men; for the reason is the same. It is almost -unnecessary to say that the addition 'Sir' is always to be used in -speaking to the master or to either of the mates. The mates in their -turn use it to the master. 'Mr.' is always to be prefixed to the name -of an officer, whether chief or second mate. - -In well-disciplined vessels, no conversation is allowed among the men -when they are employed at their work; that is to say, it is not allowed -in the presence of an officer or of the master; and although, when two -or more men are together aloft, or by themselves on deck, a little low -conversation might not be noticed, yet if it seemed to take off their -attention, or to attract the attention of others, it would be -considered a misdemeanor. In this respect the practice is different in -different vessels. Coasters, fishermen, or small vessels on short -voyages, do not preserve the same rule; but no seaman who has been -accustomed to first class ships will object to a strictness as to -conversations and laughing, while at day's work, very nearly as great -as is observed in a school. While the crew are below in the forecastle, -great license is given them; and the severest officer will never -interfere with the noise and sport of the forecastle, unless it is a -serious inconvenience to those who are on deck. In working ship, when -the men are at their stations, the same silence and decorum is -observed. But during the dog-watches, and when the men are together on -the forecastle at night, and no work is going forward, smoking, -singing, telling yarns, &c., are allowed; and, in fact, a considerable -degree of noise and _skylarking_ is permitted, unless it amounts to -positive disorder and disturbance. - -It is a good rule to enforce, that whenever a man aloft wishes anything -to be done on deck, he shall hail the officer of the deck, and not call -out, as is often done, to any one whom he may see about decks, or -generally to have a thing done by whoever may happen to hear him. By -enforcing this rule the officer knows what is requested, and may order -it and see that it is done as he thinks fit; whereas, otherwise, any -one about decks, perhaps a green hand, may execute the order upon his -own judgment and after his own manner. - -STATIONS.--The proper place for the seamen when they are on deck and -there is no work going forward, is on the forecastle. By this is -understood so much of the upper deck as is forward of the after -fore-shroud. The men do not leave this to go aft or aloft unless ship's -duty requires it of them. In working ship, they are stationed -variously, and go wherever there is work to be done. The same is the -case in working upon rigging. But if a man goes aft to take the wheel, -or for any other purpose which does not require him to go to windward, -he will go on the lee side of the quarter-deck. - -FOOD, SLEEP, &C.--The crew eat together in the forecastle, or on deck, -if they choose, in fine weather. Their food is cooked at the galley, -and they are expected to go to the galley for it and take it below or -upon the forecastle. The cook puts the eatables into wooden tubs called -"kids," and of these there are more or less, according to the number of -men. The tea or coffee is served out to each man in his tin pot, which -he brings to the galley. There is no table, and no knives nor forks to -the forecastle; but each man helps himself, and furnishes his own -eating utensils. These are usually a tin pot and pan, with an iron -spoon. - -The usual time for breakfast is seven bells, that is, half past seven -o'clock in the morning. Consequently, the watch below is called at -seven bells, that they may get breakfast and be ready to take the deck -at eight o'clock. Sometimes all hands get breakfast together at seven -bells; but in bad weather, or if watch and watch is given, it is usual -for the watch below to breakfast at seven bells, and the watch on deck -at eight bells, after they are relieved. The dinner hour is twelve -o'clock, if all hands get dinner together. If dinner is got 'by the -watch,' the watch below is called for dinner at seven bells (half past -eleven,) and the other watch dine when they go below, at twelve. - -If all hands are kept in the afternoon, or if both watches get supper -together, the usual hour is three bells, or half past five; but if -supper is got by the watch, three bells is the time for one watch and -four for the other. - -In bad weather, each watch takes its meals during the watch below, as, -otherwise, the men would be liable to be called up from their meals at -any moment. - -As to the time allowed for SLEEP; it may be said, generally, that a -sailor's watch below is at his own disposal to do what he chooses in, -except, of course, when all hands are called. The meal times, and time -for washing, mending, reading, writing, &c., must all come out of the -watch below; since, whether there is work going forward or not, a man -is considered as belonging to the ship in his watch on deck. At night, -however, especially if watch and watch is not given, it is the custom -in most merchant vessels, in good weather, to allow the watch to take -naps about the decks, provided one of them keeps a look-out, and the -rest are so that they can be called instantly. This privilege is rather -a thing winked at than expressly allowed, and if the man who has the -look-out falls asleep, or if the rest are slow in mustering at a call, -they are all obliged to keep awake. In bad weather, also, or if near -land, or in the track of other vessels, this privilege should not be -granted. The men in each watch usually arrange the helms and look-outs -among themselves, so that a man need not have a helm and a look-out -during the same watch. A man should never go below during his watch on -deck, without permission; and if he merely steps down into the -forecastle for an instant, as, to get his jacket, he should tell some -one, who may speak to him at once, if the watch is called upon. - - - - -PART III. - -LAWS RELATING TO THE PRACTICAL DUTIES OF MASTER AND MARINERS. - - - - -CHAPTER I. - -THE VESSEL. - -Title. Bill of sale. Registry. Enrolment. License. Documents. -Certificate. Passport. Sea-letter. List of crew. Bill of health. -General clearance. Clearing manifest. Invoice. Bill of lading. -Charter-party. Log-book. Manifest. List of passengers and crew. -Remaining sea-stores. Medicine-chest. Provisions. - - -TITLE.--The bill of sale is the proper evidence of title to all -vessels. It is the instrument of transfer which is used in all maritime -countries, which courts of law look to for proof of title, and which is -in most cases absolutely required.[6] - - [6] 5 Rob. Ad. 155. 1 Mason, 139; 2 do. 435; 4 do. 390. 16 - Mass. 336. 7 Johns. 308. But see 8 Pick. 89. 16 Mass. 663. - -Possession of the vessel should also accompany the bill of sale, -whenever it is practicable. If the bill of sale is transferred while -the vessel is at sea, possession should be taken immediately upon her -arrival in port. The fact of the bill of sale being with one person and -the actual possession of the vessel with another, after there has been -an opportunity to transfer it, will raise a presumption of fraud, and -make the parties liable to losses and difficulties in dealing with -creditors, and such as purchase in good faith.[7] - - [7] 4 Mass. 663. 4 Mason, 183. 9 Pick. 4. 6 Mass. 422; 15 do. - 477; 18 do. 389. - -REGISTRY, ENROLMENT, AND LICENSE.--The laws of the United States have -given many privileges to vessels built, owned and commanded by our own -citizens. Such vessels are entitled to be registered, enrolled or -licensed, according to circumstances, and are thereupon considered -"vessels of the United States, entitled to the benefits and privileges -appertaining to such ships." The only vessels entitled to a register -are those built in the United States and owned wholly by citizens -thereof; vessels captured in war by our citizens, and condemned as -prizes; and vessels adjudged to be forfeited for breach of the laws of -the United States, being wholly owned by such citizens. No owner is -compelled to register his vessel, but unless registered (with the -exception of those enrolled and licensed in the coasting and fishing -trades) she is not entitled to the privileges and benefits of a "vessel -of the United States," although she be built, owned and commanded by -citizens thereof.[8] - - [8] Act 1792, ch. 45, Sec.1. - -Vessels employed wholly in the whale-fishery, owned by an incorporated -company, may be registered, so long as they shall be wholly employed -therein.[9] If not so owned and registered, they must be enrolled and -licensed.[10] - - [9] Act 1831, ch. 350, Sec.1. - - [10] 3 Sumner, 342. 2 Law Rep. 146 contra. - -The name of every registered vessel, and the port to which she belongs, -must be painted on her stern, on a black ground, in white letters, of -not less than three inches in length. And if any registered vessel is -found without her name and the name of her port so painted, the owners -thereof forfeit fifty dollars.[11] - - [11] Act 1792, ch. 45, Sec.3. - -In order to the obtaining of a register, oath must be made that the -master is a citizen of the United States.[12] If the master of a -registered vessel is changed, or if the vessel's name is altered, such -fact must be endorsed upon the register at the custom-house, otherwise -she will cease to be considered a vessel of the United States.[13] - - [12] Do. Sec.4, Sec.12. - - [13] Act 1792, ch. 45, Sec.23. - -If any certificate of registry is fraudulently or knowingly used for -any ship or vessel not at the time entitled to it, such ship or vessel, -with her tackle, apparel and furniture, shall be forfeited to the -United States.[14] If an enrolled or licensed vessel is about to -proceed on a foreign voyage, she must surrender her enrolment and -license, and take out a register, or she, together with her cargo, will -be liable to forfeiture.[15] In case of the loss of a register, the -master may make oath to the fact, and obtain a new one. - - [14] Do. Sec.27. - - [15] Act 1793, ch. 52, Sec.8. - -All vessels engaged in the coasting and fishing trades, above twenty -tons' burden, in order to be entitled to the privileges of vessels of -the United States in those trades, must be enrolled and licensed; and -if less than twenty tons, must be licensed.[16] The same qualifications -and requisites in all respects are demanded in order to the enrolling -and licensing of a vessel, which are required for registering.[17] The -name must be painted on the stern in the same manner, under penalty of -$20.[18] - - [16] Do. Sec.1. - - [17] Do. Sec.2. - - [18] Do. Sec.11. - -If any vessel licensed for the fisheries engages in any other business -not expressly allowed by the license, she is forfeited.[19] Vessels, -however, licensed for the mackerel trade are not forfeited in -consequence of having been engaged in catching cod, or other fish; but -they are not entitled to the bounty allowed to vessels in the cod -fisheries.[20] The officers and at least three fourths of the crew of -every fishing vessel must be American citizens, or they can recover -none of the bounties.[21] - - [19] Act 1793, ch. 52, Sec.32. - - [20] Acts 1828, ch. 119, Sec.1, and 1836, ch. 55, Sec.1. - - [21] Act 1817, ch. 204, Sec.3. - -DOCUMENTS.--Every registered vessel should have a _certificate of -registry_.[22] This is an abstract of the record of registry, showing -the names and residences of the owners, the place where the vessel was -built, with a particular description of the vessel. This document shows -the national character of the vessel, and is important to prove -neutrality in time of war between other powers. For the same reasons, -an enrolled vessel should have a _certificate of enrolment_.[23] -Vessels bound to Europe should have _passports_. A passport is a -permission from the government for the vessel to go upon her voyage, -and contains a description of the vessel, crew, &c., and the name of -the master. Vessels bound round Cape Horn or the Cape of Good Hope -should have _sea-letters_. These contain a description of the cargo, -&c., and are written in four languages--English, French, Dutch and -Spanish. The two latter documents are rendered necessary or expedient -by reason of treaties with foreign powers. Every vessel should have a -_list of crew_. This specifies the name, age, place of birth and -residence, &c., of each one of the ship's company; and is, of course, -very useful when sailing among belligerents. The other documents are -the _bill of health_, _general clearance_, _clearing manifest_, -_invoice_ and _bill of lading_ for the cargo, _charter-party_, if one -has been given, and the _log-book_. On entering at the custom-house, -the papers required in addition to these are the _manifest_, _list of -passengers_ and _crew_, and of _remaining sea-stores_. - - [22] Act 1792, ch. 45. - - [23] Act 1793, ch. 52. - -MEDICINE-CHEST.--Every vessel belonging to citizens of the United -States, of the burden of one hundred and fifty tons or upwards, -navigated by ten or more persons in the whole, and bound on a foreign -voyage, must be provided with a medicine-chest, put up by some -apothecary of known reputation, and accompanied by directions for using -the same. This chest must be examined and refitted by the same or some -other apothecary at least once in a year.[24] The same rule applies to -vessels of seventy-five tons and upwards, navigated by six persons in -the whole, and bound to the West Indies.[25] - - [24] Act 1790, ch. 56, Sec.8. - - [25] Act 1805, ch. 88, Sec.1. - -NATIONAL CHARACTER OF CREW.--In order to be placed upon the most -favorable footing as to duties, bounties, &c., it is necessary that the -master, officers, and two thirds of the rest of the crew of vessels in -the foreign trade, and officers and three fourths of the crew of -fishing and coasting vessels, should be citizens, or "persons not the -subjects of any foreign prince or state."[26] Nevertheless, while -foreigners are employed in our vessels, they are under the protection -of our laws as "mariners and seamen of the United States."[27] - - [26] Act 1817, ch. 204, Sec.3, 5, 6. - - [27] 3 Sumner, 115. - -PROVISIONS.--Every vessel of the United States bound on a voyage across -the Atlantic, shall, at the time of leaving the last port from which -she sails, have on board, well secured under deck, at least sixty -gallons of water, one hundred pounds of salted beef, and one hundred -pounds of wholesome ship bread, for every person on board, (over and -above any stores that the master or passengers may have put on board;) -and in like proportions for shorter or longer voyages. If any vessel is -not so provided, and the crew are put upon short allowance of bread, -flesh or water, they can recover an additional day's wages for every -day they are so allowanced.[28] - - [28] Act 1790, ch. 56, Sec.9. - -PASSENGERS.--The same provision, with the addition of one gallon of -vinegar, must be made for every passenger; and if, in default of these, -the passengers are put on short allowance, each passenger can recover -three dollars for every day he is so allowanced.[29] - - [29] Act 1819, ch. 170, Sec.3. - -If any vessel takes on board a greater number of passengers than two -for every five tons, custom-house measurement, the master forfeits $150 -for every such passenger; and if the number by which they exceed two -for every five tons shall amount to twenty, the vessel becomes -forfeited.[30] - - [30] Do. Sec.1, 2. - - - - -CHAPTER II. - -THE MASTER'S RELATION TO VESSEL AND CARGO. - -Revenue duties and obligations. List of crew. Certificate. Sea letter. -Passport. List of passengers. Manifest. Sea stores. Unloading. -Post-office. Report. Citizenship. Coasting license. Power to sell and -hypothecate. Keeping and delivering cargo. Deviation. Collision. Pilot. -Wages and advances. - - -REVENUE DUTIES AND OBLIGATIONS.--The master of every vessel bound on a -foreign voyage, before clearance, must give to the collector of the -customs a list of the crew, specifying their names, places of birth and -residence, and containing a description of their persons; whereupon he -is entitled to a certified copy of the same from the collector. This -copy he must deliver, under a penalty of $400, to the first boarding -officer upon his arrival in the United States, and produce the persons -named therein, unless the same have been discharged in a foreign -country, with the consent of the consul or other commercial agent -thereto certified in writing under his hand and official seal; or by -showing that they have died or absconded, or been impressed into -foreign service.[31] The duplicate list of the crew shall be a fair -copy, in one uniform handwriting, without erasure or interlineation.[32] - - [31] Act 1803, ch. 62, Sec.1. - - [32] Act 1840, ch. 28, Sec.1. - -The owners must also obtain from the collector of the customs a -certified copy of the shipping articles. This must be produced by the -master before any consul or commercial agent who may demand it, and all -erasures in it or writings in a different hand shall be deemed -fraudulent, unless satisfactorily explained.[33] - - [33] Do. - -The master of every vessel of the United States, on arriving at a -foreign port, must deposit with the consul, or other commercial agent, -his certificate of registry, sea letter, and passport (if he have one,) -under a penalty of $500. The consul returns them to him, upon his -obtaining a clearance.[34] - - [34] Act 1803, ch. 62, Sec.2. - -Upon arriving in the United States, the master must report to the -collector a list of passengers, specifying their names, age, sex, -occupation, the country of which they are citizens, and that in which -they intend to reside. This is under a penalty of $500.[35] - - [35] Act 1819, ch. 170, Sec.4. - -Vessels arriving from foreign ports must unlade and deliver their -cargoes between sunrise and sunset, unless by special permission of the -collector of the port. - -In making out manifests of cargoes, the master must specify what -articles are to be deemed _sea stores_, and declare the same upon oath. -If the collector deems the amount excessive, he may charge them with a -duty. If the cargo is found to exceed the manifest, the excess is -forfeited to the government, and the master is liable to pay treble the -amount.[36] - - [36] Act 1799, ch. 128, Sec.45. - -If the master land any of the _sea stores_, without first obtaining a -permit, such stores are forfeited, and the master becomes liable to pay -treble the value of them.[37] - - [37] Act 1799, ch. 128, Sec.45. - -The master subjects himself to a fine of $200 if the vessel departs on -a foreign voyage without a _passport_. - -It is the duty of the master, coming from a foreign port, to have a -_manifest_ of cargo and a copy of the same made out and ready for -delivery to any officer of the customs who may board the vessel within -four leagues of the coast.[38] Unless this manifest is produced, no -merchandise can be unloaded from the vessel. The manifest shall specify -the port where the merchandise was received, the port to which it is -consigned, the name, build and description of the vessel, with the name -of the master and owner, the marks and numbers of each package of -goods, with the name of the consignee; and also the names of the -passengers with their baggage, and the account of all remaining sea -stores.[39] - - [38] Do. Sec.23. - - [39] Act 1819, ch. 170, Sec.4. - -If any goods are unladed within four leagues of the coast, or within -the limits of any district, without authority from the proper officer, -except in case of accident or necessity--which must be strictly -proved--such goods are forfeited, and the master and mate incur, -respectively, a penalty of $1000 for each offence.[40] - - [40] Act 1799, ch. 128, Sec.27. - -If the master refuses to exhibit his manifest and deliver a copy of the -same to the boarding officer, or to inform him of the true destination -of the vessel, he incurs a penalty of $500 for each offence.[41] - - [41] Do. Sec.26. - -The master must deposit all his letters in the post-office before -entering his cargo; and if he shall break bulk before depositing his -letters, he forfeits $100 for each offence.[42] - - [42] Act 1825, ch. 275, Sec.17. - -If any merchandise is imported into the United States not contained in -the manifest, the master of the vessel forfeits a sum equal to the -value of such merchandise; and if any of it belongs or is consigned to -the master, or to any officer or seaman on board, it becomes forfeited; -unless it shall be made to appear that the omission occurred by -accident or mistake.[43] - - [43] Act 1799, ch. 128, Sec.24. - -The master of a vessel arriving from a foreign port must report himself -to the collector within twenty-four hours, and within forty-eight hours -he must make a further and more particular report, in writing, under -penalty of $100; and if he shall attempt to leave the port without -entry he forfeits $400.[44] - - [44] Do. Sec.30. - -If any articles reported in the manifest are not found on board, the -master forfeits $500, unless it shall be made to appear that the same -was caused by accident or mistake. - -The master of every vessel bound on a foreign voyage must deliver a -manifest of cargo to the collector, and obtain a clearance, under -penalty of $500.[45] - - [45] Do. Sec.3. - -The master of every vessel enrolled and licensed in the coasting trade -must be a citizen of the United States; and if the vessel trades to any -other than an adjoining state, three fourths of the crew must be -citizens. If the master of a coasting vessel is changed, such change -must be reported to the collector of the port where the change is -made.[46] - - [46] Act 1793, ch. 52, Sec.12. - -The master of every coasting vessel must deliver up his license within -three days after it expired, or, if the vessel was then at sea, within -three days after her first arrival thereafter, under a penalty of $50. - -The master of a coasting vessel departing from one great district to -another, must deliver to the collector duplicate manifests of all the -cargo on board, under penalty of $50; and within forty-eight hours -after his arrival at the port of delivery, and before breaking bulk, he -must deliver to the collector the manifest certified to by the -collector of the former port, under penalty of $100.[47] If the vessel -shall at any time be found without a manifest on board, the master -forfeits $20, and if he refuses to inform the officer of his last port -of departure, he forfeits $100.[48] - - [47] Do. Sec.17. - - [48] Do. Sec.18. - -POWER TO SELL AND HYPOTHECATE.--The master has, in certain cases, power -to hypothecate the ship and cargo, and also to sell a part of the -cargo; and in certain extreme cases a sale of the ship and cargo, made -from necessity, and in the utmost good faith, will be upheld. His right -to do any of these acts is confined to cases of necessity, in distant -ports, where he cannot get the advice of the owner. The safest rule for -the master is, to bear in mind that his duty is to _prosecute the -voyage_, and that all his acts must be done for this purpose, and in -good faith. If a necessity arises in a foreign port for the repairing -or supplying of the ship, he must, in the first instance, make use of -any property of the owner he may have under his control, other than -cargo.[49] If, however, he has money of the owner in his hands, put on -board for the purpose of procuring a cargo, he is not bound to apply -this first; but must use his discretion, bearing in mind that all -repairs have for their sole object the prosecution of the voyage, which -might be defeated by making use of these funds.[50] His next recourse -should be to the personal credit of the owner, by drawing bills, or -otherwise.[51] - - [49] 3 Mason, 255. - - [50] Do. - - [51] 2 Wash. C. C. 226. - -If these means fail, he is next to hypothecate (that is, pledge) the -ship (bottomry,) or cargo (respondentia,) or freight, or sell part of -the cargo, according to circumstances. If the owner of the ship is also -owner of the cargo, the better opinion seems to be, that the master may -take whichever of these means can be adopted with the least sacrifice -of the owner's interest; though, probably, selling part of the cargo -would in almost all cases be the least favorable course for all the -purposes of the voyage.[52] If the owner of the ship is not owner of -the cargo, the master should bear in mind that he is agent of the -former, and has generally no further control over the cargo than for -safe keeping and transportation.[53] He should, therefore, first -exhaust the credit of the ship and freight by hypothecation; and if -these means fail, he then becomes, by necessity, agent for the owners -of the cargo for the purposes of the voyage, and may hypothecate the -whole, or sell a part, according to circumstances. As to selling part, -he should remember that his duty is to carry forward the objects of the -voyage, and that selling a large part would probably impair these -objects more than hypothecating the whole.[54] - - [52] 2 Wash. C. C. 226. - - [53] Do. - - [54] 3 Mason, 255. 1 Wash. C. C. 49; 2 Do. 226. 3 Rob. 240. - -In no case can any of the cargo be sold or hypothecated to repair or -supply the ship, unless these repairs and supplies are to be for the -benefit of the cargo. The strictest proof is always required that the -repairs were in the first place necessary, and, in the next place, that -they were for the benefit of the cargo, and not merely for the good of -the ship-owner.[55] - - [55] 2 Wash. 226. 3 Rob. 240. - -A further question arises, whether the master has ever, and when, the -right to sell the whole cargo and the ship itself. If it should be -impossible to repair the ship and send her on the voyage by any of the -means before mentioned, it then becomes the master's duty to forward -the cargo to the port of destination by some other conveyance. If -neither of these things can be done, then he becomes, from necessity, -agent of the owner of the cargo, and must make the best disposition of -it in his power. If the goods are perishable, the owner cannot be -consulted within a reasonable time, and has no agent in the port, and -something must be done with the cargo, and there is no one else to -act--then the master must dispose of it in such a way as best to -subserve the interest of its owner. He should take the advice of the -commercial agent or other suitable persons, should also use his own -judgment and act with good faith, and take care to preserve evidence -that he has so done. If all these requisites are not complied with, he -will incur the danger of having his acts set aside.[56] - - [56] 2 Wash. C. C. 150. 3 Rob. 240. - -The rule as to the sale of the ship is very nearly the same, except -that it is, perhaps, still more strict. If all means for repairing the -vessel and sending her on her voyage have failed, and a case of -absolute necessity arises, the master may make a sale of her. As a -prudent man, he should have the sale made, if possible, under the -authority of the judicial tribunals of the place. Even this will not, -of itself, render the sale valid, but will go far toward sustaining it. -He should consult the consul, or other suitable persons; should have a -survey made; should take care to have the sale conducted publicly and -with the best faith in all parties, and to preserve evidence of the -same. Although a person should buy in good faith, yet the sale will be -set aside unless it can be shown that there was the strictest necessity -for it. The master must not become a purchaser himself, and even if he -afterwards buys of one who purchased at the sale, this transaction will -be very narrowly watched, and he will be bound to show the very highest -good faith in all parties.[57] - - [57] 5 Mason, 465. 2 Sumner, 206. Edwards, 117. - -The strictness of these rules should not deter the master from acting, -where the interest of all requires it, but will show him the risk that -is run by acting otherwise than with prudence and entire honesty. He -should remember, too, that, in taking command of a vessel, he not only -covenants that he will act honestly and with the best of his judgment, -but also holds himself out as having a reasonable degree of skill and -prudence.[58] - - [58] 1 Dallas, 184. - -As to the safe keeping, transportation, and delivery of the cargo, the -master's duties and obligations are those of a common carrier upon -land. He is bound to the strictest diligence in commencing and -prosecuting the voyage, a high degree of care both of vessel and goods, -and is held liable for all losses and injuries not occasioned by -inevitable accident, or by the acts of public enemies. He is answerable -also for unnecessary delays and deviations, and for the wrongful or -negligent acts of all persons under his command. At the termination of -the voyage, he must deliver the goods to the consignee or his agents. A -landing upon the wharf is a sufficient delivery, if due notice be given -to the parties who are to receive them. He is not, however, bound to -deliver until the freight due is paid or secured to his satisfaction, -as he has a lien upon the goods for his freight; but the consignee can -require the goods to be taken from the hold, in order that he may -examine them, before paying freight. In such case they should not go -out of the possession of the master or his agents. - -DEVIATION.--The master must not deviate from the course of the voyage. -By a _deviation_ is meant, technically, any alteration of the risk -insured against, without necessity or reasonable cause. It may be by -departing from the regular and usual course of the voyage, or by any -unusual and unnecessary delay. A deviation renders the insurance void, -whether the loss of the vessel is caused by the deviation or not. It is -not a deviation to make a port for repairs or supplies, if there be no -unnecessary delay, nor to depart from the course of the voyage in order -to succor persons in distress, to avoid an enemy, or the like. - -It is the master's duty, within twenty-four hours after arriving at his -first port, to make a _protest_ in case of any accident or loss -happening to vessel or cargo. The log-book also should be carefully -kept, without interlineations or erasures. The master must also enter a -protest in case any American seaman is impressed, and transmit a copy -of the same to the secretary of state, under a penalty of $100.[59] - - [59] Act 1796, ch. 36, Sec.5. - -COLLISION.--A vessel having the wind free must make way for a vessel -close-hauled. The general practice is, that when two vessels approach -each other, both having a free or fair wind, the one with the starboard -tacks aboard keeps on her course, or, if any change is made, she luffs, -so as to pass to windward of the other; or, in other words, each vessel -passes to the right. This rule should also govern vessels sailing on -the wind and approaching each other, when it is doubtful which is to -windward. But if the vessel on the larboard tack is so far to windward -that if both persist in their course the other will strike her on the -lee side, abaft the beam, or near the stern; in such case, the vessel -on the starboard tack must give way, as she can do so with less loss of -time and greater facility than the other. These rules are particularly -intended to govern vessels approaching each other under circumstances -that prevent their course and movements being readily discerned with -accuracy, as at night or in a fog. At other times, circumstances may -render it expedient to depart from them. A steamer is considered as -always sailing with a fair wind, and is bound to do whatever would be -required of a vessel going free.[60] - - [60] Report of Benjamin Rich and others to District Court of - Mass. - -PILOT.--The master must take a pilot when within the usual limits of -the pilot's employment.[61] If he neglects or refuses so to do, he -becomes liable to the owners, freighters, and insurers. If no pilot is -at hand, he must make signals, and wait a reasonable time. The master -is to be justified in entering port without a pilot only by extreme -necessity. After the pilot is on board, the master has no more control -over the working of the ship until she is at anchor.[62] - - [61] 6 Rob. 316. 7 T. R. 160. - - [62] 2 B. & Ad. 380. 3 Kent's Com. 175 c. - -WAGES, ADVANCES, &C.--The master has no lien upon the ship for his -wages.[63] He is supposed to look to the personal responsibility of the -owner. He has a lien on freight for wages, and also for his advances -and necessary expenses incurred for the benefit of the ship.[64] He can -sue in admiralty _in personam_, but not _in rem_;--that is, he can sue -the owner personally, but cannot hold the ship. It does not seem to be -settled in the United States whether the master has a lien on the ship -for advances made abroad for the benefit of the vessel.[65] In case of -sickness, the master's right to be cured at the expense of the ship -seems to be the same as that of the seamen.[66] - - [63] 3 Mason, 91. 11 Pet. R. 175. - - [64] Ware, 149. But see 5 Wend. 314. - - [65] 3 Mason, 255. - - [66] 1 Sumner, 151. - - - - -CHAPTER III. - -THE MASTER'S RELATION TO PASSENGERS AND OFFICERS. - -Treatment of passengers. Removal of officers. - - -PASSENGERS.--The contract of passengers with the master is not for mere -ship-room and personal existence on board, but for reasonable food, -comforts, necessaries, and kindness. In respect to females, it extends -still further, and includes an implied stipulation against obscenity, -immodesty, and a wanton disregard of the feelings. An improper course -of conduct in these particulars will be punished by the court, as much -as a personal assault would be.[67] - - [67] 3 Mason, 242. - -OFFICERS.--The master may remove either of his officers from duty for -fraudulent or unfaithful conduct, for gross negligence and -disobedience, or for palpable incapacity. But the causes of removal -must be strong and evident;[68] and much more so in the case of the -chief mate than of the second mate. Any temporary appointments, made by -the master, are held at his pleasure, and stand upon a different -footing from those of persons who originally shipped in the character -in question.[69] - - [68] 4 Wash. 334. - - [69] Gilpin, 83. - -When a man ships in a particular capacity, as carpenter, steward, or -the like, he is not to be degraded for slight causes. He stipulates for -fair and reasonable knowledge and due diligence, but not for -extraordinary qualifications.[70] - - [70] 4 Mason, 84. Abbott Shipp. 147 n. Ware, 109. - -The right of the master to compel an officer, who has been removed, to -do duty as a seaman before the mast, has never been completely -established; but the better opinion would seem to be that he may do it -in a case of necessity. Merchant vessels have no supernumeraries, and -if the master can show that the officer was unfit for the duties he had -undertaken, and thus made it necessary to take some one from the -forecastle to fill his place, and that, by this means, the ship had -become short-handed, he may turn the officer forward, assuming the -responsibility for the act, as well as the risk of justification. He -would be required to show a much stronger cause for removing the chief -mate than would be insisted upon in the case of a second mate; and -probably this necessity for exacting seaman's duty would be held to -extend no further than an arrival at the first port where other hands -could be shipped. - -Nothing but evident unfitness or gross and repeated misconduct will -justify the master in turning a person forward who shipped in another -capacity, as carpenter, cook, or steward. But in such cases, he -undoubtedly may do so. Still, when before the mast, he cannot require -of them the duty of able seamen, unless they are such in fact. - - - - -CHAPTER IV. - -THE MASTER'S RELATION TO THE CREW. - -Shipment. Shipping papers. Discharge. Imprisonment. Punishment. - - -SHIPMENT.--The master of every vessel of the United States, bound on a -foreign voyage, and of all coasting vessels of fifty tons burden, must -make a contract in writing (shipping articles) with each seaman, -specifying the voyage, terms of time, &c.; and in default thereof shall -forfeit $20 for every case of omission, and shall be obliged to pay -every such seaman the highest rate of wages that have been paid for -such voyages at the port of shipment within three months previous to -the commencement of the voyage.[71] And when the master ships a seaman -in a foreign port, he must take the list of crew and the duplicate of -the shipping articles to the consul or commercial agent, who shall make -the proper entries thereupon; and then the bond originally given for -the return of the men shall embrace each person so shipped. All -shipments made contrary to this or any other act of Congress shall be -void, and the seaman may leave at any time, and claim the highest rate -of wages paid for any man who shipped for the voyage, or the sum agreed -to be given him at his shipment.[72] - - [71] Act 1790, ch. 56, Sec.1. - - [72] Act 1840, ch. 23, Sec.1. - -At the foot of every such contract there shall be a memorandum of -writing of the day and hour on which such seaman shall render himself -on board. If this memorandum is made and the seaman neglects to render -himself on board at the time specified, he shall forfeit one day's pay -for every hour he is so absent, provided the master or mate shall, on -the same day, have made an entry of the name of such seaman in the -log-book, specifying the time he was so absent. And if the seaman shall -wholly neglect to render himself on board, or, after rendering, shall -desert before sailing, so that the vessel goes to sea without him, he -then forfeits the amount of his advance and a further sum equal -thereto, both of which may be recovered from himself or his surety.[73] - - [73] Act 1790, ch. 56, Sec.2. - -There is no obligation upon the master to make these memorandums and -entries, other than that the forfeitures cannot be inflicted upon the -seamen unless they have been made literally according to the form of -the statute. - -If any seaman who has signed the articles shall desert during the -voyage, the master may have him arrested and committed to jail until -the vessel is ready to proceed, by applying to a justice of the peace -and proving the contract, and the breach thereof by the seaman.[74] - - [74] Do. Sec.7. - -Every vessel bound on a foreign voyage shall have on board a duplicate -list of the crew, and a true copy of the shipping-articles, certified -by the collector of the port, containing the names of the crew, which -shall be written in a uniform hand, without erasures or -interlineations. This copy the master must produce to any consul or -commercial agent of the United States who shall require it; and it -shall be deemed to contain all the conditions of the contract. All -erasures and interlineations shall be deemed fraudulent unless proved -to be innocent and bona fide. Every master who shall go upon a foreign -voyage without these documents, or shall refuse to produce them when -required, shall forfeit one hundred dollars for each offence, beside -being liable in damages to any seaman who may have been injured -thereby.[75] - - [75] Act 1840, ch. 23, Sec.1. - -DISCHARGE.--If the master discharges any seaman in a foreign port, with -his own consent, he shall pay to the consul three months' wages for -every such seaman, in addition to the wages then due to him, two-thirds -to go to the seaman upon his taking passage for the United States, and -the remainder to be retained by the consul to make a fund for the -relief of destitute seamen.[76] The master of every vessel bound to the -United States shall, upon the request of the consul, take on board any -seaman and transport him to the United States, on terms not exceeding -ten dollars for each seaman, under penalty of one hundred dollars for -every refusal. He is not, however, bound to receive more than two men -to every hundred tons.[77] - - [76] Act 1803, ch. 62, Sec.3. See also Act 1840, ch. 23, Sec.5. - - [77] Act 1803, ch. 62, Sec.4. - -The whole policy of the United States discourages the discharge of -seamen in foreign ports. If the seaman is discharged against his -consent, and without justifiable cause, he can recover his wages up to -the time of the vessel's return, together with his own expenses. The -certificate of the consul will not, of itself, prove the sufficiency of -the cause of discharge. Though the seaman shall have made himself -liable to be discharged, yet if he repents and offers to return to -duty, the master must receive him, unless he can show a sufficient -cause of refusal.[78] If the master alleges, as a cause for discharging -a seaman, that he was a dangerous man, it must be shown that the danger -was such as would affect a man of ordinary firmness.[79] - - [78] Ware, 65. 4 Mason, 541, 84. - - [79] Ware, 9. - -In addition to the master's liability to the seaman, he is criminally -liable to the government for discharging a mariner without cause. The -statute enacts that if the master shall, when abroad, force on shore or -leave behind any officer or seaman without justifiable cause, he shall -be fined not exceeding five hundred dollars, or imprisoned not -exceeding six months, according to the aggravation of the offence.[80] - - [80] Act 1825, ch. 276, Sec.10. - -Notwithstanding these liabilities, the master may discharge a seaman -for gross misconduct; yet the right is very strictly construed.[81] - - [81] Abbott on Shipp., 147, note. - -IMPRISONMENT.--The master has the right to imprison a seaman in a -foreign port, in a case of urgent necessity, but the power has always -been very closely watched by courts of law. "The practice of -imprisoning seamen in foreign jails is one of doubtful legality, and is -to be justified only by a strong case of necessity."[82] "The master is -not authorized to punish a seaman by imprisonment in a foreign jail -unless in cases of aggravated misconduct and insubordination."[83] If -he does so punish him, he is not permitted to deduct his wages during -the time of imprisonment, nor charge him with the expense of it.[84] If -the imprisonment is without justifiable cause, the master is not -excused by showing that it was ordered by the consul.[85] And, -generally, the advice of a consul is no justification of an illegal -act.[86] - - [82] Gilpin, 31. Ware, 19. - - [83] Ware, 503. - - [84] Ware, 9, 503. - - [85] Ware, 367. - - [86] Gilpin, 31. - -PUNISHMENT.--The master may inflict moderate correction on a seaman for -sufficient cause; but he must take care that it is not disproportionate -to the offence. If he exceeds the bounds of moderation he is treated as -a trespasser, and is liable in damages.[87] In respect to the mode of -correction, it may be by personal chastisement, or by confinement on -board ship, in irons, or otherwise.[88] But there must not be any -cruelty or unnecessary severity exercised. The mode, instruments or -extent of the punishment are not laid down by law. These must depend -upon circumstances. In cases of urgent necessity, as of mutiny, weapons -may be used which would be unlawful at other times; but even in these -cases, they must be used with the caution which the law requires in -other cases of self-defence and vindication of rightful authority.[89] - - [87] 1 Peters' Ad. 186, 172. 2 Do. 420. 1 Wash. 316. - - [88] 1 Peters' Ad. 186, 168. 15 Mass. 365. - - [89] Same cases. - -It is not necessary that the punishment should be inflicted to suppress -the offence at the time of its commission. It may be inflicted for past -offences, and to promote good discipline on board. But the reference to -by-gone acts should be very clear and distinct, or they will be -presumed to have been forgiven.[90] In many cases prudence may require -a postponement of the proper punishment. The authority of the master, -being in its nature parental, must be exercised with a due regard to -the rights and interests of all parties. He has a large discretion, but -is held to answer strictly for every abuse of it.[91] The law enjoins -upon him a temperate demeanor and decent conduct towards seamen. He -risks the consequences if he commences a dispute with illegal conduct -and improper behavior.[92] In all his acts of correction, he must -punish purely for reformation and discipline, and never to gratify -personal feelings.[93] If a master generally permits or encourages -disorderly behavior in his ship, he is less excusable for inflicting -unusual punishment on account of misconduct arising out of that -disorder.[94] If the case admits of delay, and the master does not make -proper inquiry before punishing, he takes the consequences upon -himself.[95] - - [90] 1 Hagg. 271. - - [91] 15 Mass. 365. 3 Day, 294. - - [92] 4 Wash. 340. - - [93] 1 Pet. Ad. 168, 173, note. - - [94] Bee, 239. - - [95] 1 Hagg. 271. - -This power over the liberty and person of a fellow man, being against -common right, and intrusted to the master only from public policy, -regarding the necessities of the service, is to be sparingly used, and -a strict account will be required of its exercise. The master is -responsible for any punishment inflicted on board the vessel, unless in -his absence, or when he is prevented by force from interfering.[96] -Neither will absence always be an excuse. If he had reason to suppose -that such a thing might be done, and did not take pains to be present -and interfere, he will be liable. Neither, (as is often supposed,) will -the advice, or even the personal superintendence or orders of a consul, -or any foreign authority, relieve the master of his personal -responsibility.[97] He may ask advice, but he must act upon his own -account, and is equally answerable for what he does himself, and what -he permits to be done on board his vessel by others. The seaman is -entitled to be dealt with by his own captain, under whom he shipped, -and whom he may hold responsible at the end of the voyage; and this -responsibility is not to be shaken off by calling in the aid of others. -In case of an open mutiny, or of imminent danger to life and property, -the master may make use of the local authorities; but then he is to -remember that he can use them no further than for the purpose of -quelling the mutiny, or of apprehending the felon. As soon as his -authority is restored, the parental character is again thrown upon him, -and all acts of punishment must be upon his own responsibility. He has -no right to punish criminally. He has no judicial power. If a seaman -has committed an offence further than against the internal order and -economy of the ship, and which moderate correction is not sufficient to -meet, the master must bring him home, (in confinement, if necessary,) -or send him immediately by some other vessel, to be tried by the laws -and by a jury of his country.[98] - - [96] 2 Sumner, 1. Ware, 219. - - [97] Ware, 367. Gilpin, 31. - - [98] 1 Pet. Ad. 168. - -The practice of subjecting American seamen to foreign authority, or to -persons whom they cannot well hold answerable,--like that of foreign -imprisonment,--is an odious one, and must be justified by an -overpowering necessity. - -A recent statute[99] makes it the duty of consuls to exert themselves -to reclaim deserters and discountenance insubordination, and authorizes -them to employ the local authorities, where it can usefully be done, -for those purposes. But this will unquestionably be restricted to the -apprehension of the deserter, and the quelling of the revolt or mutiny; -and as soon as these ends are attained, the sole responsibility of the -master in dealing with the crew will re-attach. - - [99] Act 1840, ch. 23, Sec.1. - -If the master is present while the mate, or any subordinate officer, -inflicts punishment upon any of the crew, or if it is inflicted under -such circumstances as would raise a presumption that the master was -knowing of it, and he does not interfere, he will be held to have -adopted it as his own act, and will be answerable accordingly.[100] - - [100] 2 Sumner, 1. - -In addition to the master's liability to the seamen in damages for -abuse of power, he is also liable, as a criminal, to fine and -imprisonment. A recent statute enacts, that "if any master, or other -officer, of an American vessel, shall, from malice, hatred, or revenge, -and without justifiable cause, beat, wound, or imprison any one or more -of the crew of such vessel, or withhold from them suitable food or -nourishment, or inflict on them any cruel or unusual punishment, every -such person so offending shall, on conviction thereof, be punished by -fine not exceeding one thousand dollars, or by imprisonment not -exceeding five years, or by both, according to the nature and -aggravation of the offence."[101] It is held that the word 'crew,' in -this statute, includes officers; and accordingly a master was punished -for unjustifiably confining and otherwise mal-treating his chief -mate.[102] - - [101] Act 1835, ch. 313, Sec.3. - - [102] 3 Sumner, 209. - -To constitute 'malice' in the above statute, it is not necessary to -show malignity as it is commonly understood, or brutality; but the -term, in law, requires no more than a 'wilful intention to do a -wrongful act.' An offence is punishable under this act, even although -no bad passions came into play, (as hatred, or revenge,) for the term -'malice,' in law, covers all cases of intentional wrong, in their -mildest form.[103] - - [103] 2 Sumner, 584. - -If a seaman desires to lay any complaint before a consul in a foreign -port, the master must permit him to land for that purpose, or else -inform the consul immediately of the fact, stating his reasons in -writing for not allowing the man to land. If he refuses to do this, he -forfeits one hundred dollars, and is liable to the seaman in -damages.[104] - - [104] Act 1840, ch. 23, Sec.1. - - - - -CHAPTER V. - -PASSENGERS. - -Provisions. Treatment. Passage-money. Deportment. Services. - - -In Chapter I. of the Third Part, under the title "Provisions," it will -be seen that the vessel must have on board, well secured under deck, at -least sixty gallons of water, one hundred pounds of salted beef, one -hundred pounds of wholesome ship bread, and one gallon of vinegar for -each passenger, on a voyage across the Atlantic, and in like proportion -for shorter or longer voyages. This, too, must be in addition to the -private stores of the master or passengers.[105] - - [105] Act 1819, ch. 170, Sec.3. - -The master is also forbidden to take on board more than two passengers -for every five tons.[106] - - [106] Do. Sec.1. - -The contract of passengers with the master is not for mere ship-room -and personal existence on board, but for reasonable food, comforts, -necessaries, and kindness. In respect to females it extends yet -farther, and includes an implied stipulation against obscenity, -immodesty, and a wanton disregard of the feelings. A course of conduct -oppressive and malicious in these respects will be punished by the -court, as well as a personal assault.[107] - - [107] 3 Mason, 342. - -No passage-money is due to a ship upon an engagement to transport a -passenger, before the arrival of the vessel at the port of destination. -Where the passenger has paid in advance, he can reclaim his money if -the voyage is not performed. If a voyage is partially performed, no -passage-money is due, unless the expenses of the passenger, or the -means of proceeding to the place of destination, are paid or tendered -to him; in which case, passage-money in proportion to the progress in -the voyage is payable.[108] - - [108] 1 Pet. Ad. 126. - -A passenger must submit to the reasonable rules and usages of the ship. -He has no right to interfere with its discipline and internal -regulations. Indeed, in a case of necessity, and for the order and -safety of the ship, the master may restrain a passenger by force; but -the cause must be urgent, and the manner reasonable and moderate. - -In case of danger and distress, it is the duty as well as the interest -of the passenger to contribute his aid, according to his ability, and -he is entitled to no compensation therefor. He is not, however, bound -to remain on board in time of danger, but may leave the vessel if he -can; much less is he required to take upon himself any responsibility -as to the conduct of the ship. If, therefore, he performs any -extraordinary services, he becomes entitled to salvage.[109] - - [109] 2 B. and P. 612. 1 Pet. Ad. 70. 2 Hagg. 3. - - - - -CHAPTER VI. - -MATES AND SUBORDINATES. - -Mates included in the 'crew.' Removal. Succession. Log-book Wages. -Sickness. Punishment. Subordinates. Pilots. - - -In all the statutes which entitle the 'crew,' or the 'seamen,' of a -vessel to certain privileges as against the master or owner, these -words, 'crew' and 'seamen,' are construed to include the mates; as, for -instance, the statute requiring a certain amount of provisions to be on -board; the statute requiring a medicine-chest, and that which punishes -the master for illegal and cruel treatment of any of the crew. In all -these cases the mates are entitled to the same privileges and -protection with the seamen.[110] - - [110] 1 Sumner, 151; 3 do. 209. 4 Mason, 104. - -The _chief mate_ is usually put on board by the owner, and is a person -who is looked to for extraordinary services and responsibility. -Accordingly, he cannot be removed by the master, unless for repeated -and aggravated misconduct, or for palpable incapacity.[111] He acts in -the stead of the master in case the latter dies, and whenever he is -absent.[112] He is then entrusted with the care of the ship, and the -government of the crew. If he is appointed to act as mate by the master -during the voyage, he holds his office at the master's pleasure;[113] -but if he originally shipped in that capacity, he cannot be removed -without proof of gross and flagrant misconduct, or of evident -unfitness. Nor will one or two single instances of intemperance, -disobedience or negligence, be sufficient; the misconduct must be -repeated, and the habit apparently incorrigible.[114] - - [111] 1 Pet. Ad. 244. 4 Wash. 338. - - [112] 4 Mason, 541. 1 Sumner, 151. - - [113] Gilpin, 83. - - [114] 1 Pet. Ad. 244. 4 Wash. 338. - -The second mate and other inferior officers do not stand upon so firm a -footing as the chief mate; yet they cannot be removed by the master, -unless for gross and repeated acts of disobedience, intemperance, -dishonesty or negligence, or for palpable incapacity. - -In case of the death or absence of the master, the chief mate becomes -master by operation of law, but the second mate does not necessarily -become chief mate. It lies with the new master to appoint whom he -pleases to act as chief mate; though, in most cases, it should be the -second mate, unless good reason exists for the contrary course. The -second mate cannot, however, be degraded by the new master for any -other cause than would have justified the former in so doing. - -LOG-BOOK.--It is the duty of the chief mate to keep the log-book of the -ship. This should be neatly and carefully kept, and all interlineations -and erasures should be avoided, as they always raise suspicion. The -entries should be made as soon as possible after each event takes -place, and nothing should be entered which the mate would not be -willing to adhere to in a court of justice. (See page 145.) - -In Chapter III. of the Third Part, under the title, "Master's relation -to Officers," page 188, will be found a discussion of the question, -whether the master can compel an officer to do duty before the mast. - -In Chapters VIII., X., XI. and XII. of Part III., under the titles, -"Revolt," "Forfeiture," "Desertion," &c., will be found the laws upon -those subjects relating to seamen. And it may be generally remarked, -that all those laws apply as well to the officers as to the foremast -men. An officer forfeits his wages by desertion, and is criminally -liable for mutiny, revolt, &c., like a common seaman. As to the -questions what constitutes a revolt, mutiny, &c., and when absence or -leaving a vessel is excusable, and when it works a forfeiture, and as -to when wages are due, I would refer the reader to those titles in -Chapters VIII., X., XI. and XII. of Part III., above referred to. - -WAGES.--Officers may sue in admiralty for their wages, and may arrest -the ship, into whoseever hands it may have passed;[115] which is not -the case with the master, who is supposed to look solely to the -personal responsibility of the owners. - - [115] 1 Pet. Ad. 246. - -SICKNESS.--The right of an officer to be cured at the ship's expense is -the same as that of a seaman.[116] The law upon that subject will be -found in Chapter IX., title "Sickness," page 207. - - [116] 1 Sumner, 151. - -PUNISHMENT.--The laws of the United States provide that if any master -or officer shall unjustifiably beat, wound, or imprison any of the -crew, or withhold from them suitable food and nourishment, or inflict -upon them any cruel and unusual punishment, he shall be imprisoned not -exceeding five years, and fined not exceeding $1000 for each -offence.[117] The officers, as part of the 'crew,' are entitled to the -protection of this statute, against the master's acts; and, on the -other hand, they are liable under it for any abuse of a seaman.[118] - - [117] Act 1835, ch. 313, Sec.3. - - [118] 4 Mason, 104. 3 Sumner, 209. - -The law as to the officer's right to punish a seaman has been clearly -settled, and is very simple. The sole authority to punish, for -correction and discipline, resides with the master.[119] An officer has -no right to use force with a seaman, either by chastising or confining -him, except in a single class of cases; that is, upon an emergency -which admits of no delay, and where the use of force is necessary for -the safety of life and property. If a seaman is about to do an act -which may endanger life or property, and instant action is required, -the officer may confine him, or use force necessary to prevent him. So, -if the immediate execution of an order is important, and a seaman, by -obstinacy or wilful negligence, prevents or impedes the act, the -officer may use force necessary to secure the performance of the duty. -In these cases there must be a pressing necessity which will not admit -of delay; for if delay is practicable, the officer must report to the -master, and leave the duty of correction with him. A mate can in no -case punish a seaman for the general purposes of correction and -discipline, and still less for personal disrespect to himself.[120] If -the master is not on board, and cannot be called upon, the authority of -the officer is somewhat enlarged; but, even in this case, so far as a -delay is practicable, he must leave the seaman to be dealt with by the -master when he returns. Except in the cases and in the manner before -mentioned, the officer is liable as a trespasser for any force used -with a seaman. - - [119] 2 Sumner, 584. - - [120] Do. 1. 584. - -If the officer acts under the authority, express or implied, of the -master, he will not be held liable, even though the punishment should -be excessive and unjustifiable; for he is, in such cases, only the -agent of the master, who is responsible for the act.[121] Yet, if the -punishment be so excessive as to show malice or wantonness on the part -of the officer, or there be anything in his conduct to imply the same, -he will be liable in some measure himself. - - [121] Ware, 219. - -SUBORDINATES.--There are a number of men, usually, in merchant vessels, -who are not in any respect officers, but who differ from the common -seamen in that they ship in particular capacities, and to perform -certain duties. These are the carpenter, steward, cook, &c. Such -persons are not to be degraded for slight causes, though the master -unquestionably has the power to do so, upon sufficient grounds.[122] He -may also require them to do duty, if necessary, before the mast. He may -require them to take the place of persons who have been obliged to do -their work,[123] but he cannot exact from them the duty of able seamen, -unless they are such in fact. Repeated acts of disobedience, -intemperance, and gross negligence, and evident incapacity for the -duties undertaken, are justifying causes of removal.[124] In all other -respects this class of persons stands upon the same footing with common -seamen. They have the same privileges, and are under the same -obligations and penalties.[125] - - [122] 4 Mason, 84. Ware, 109. - - [123] Ware, 109. - - [124] Ware, 109. - - [125] 2 Pet. Ad. 268. - -PILOTS.--When a pilot, who is regularly appointed, is on board, he has -the absolute control of the navigation of the vessel.[126] He is master -for the time being, and is alone answerable for any damage occasioned -by his own negligence or default.[127] - - [126] 1 Johns. 305. - - [127] 1 Pet. Ad. 223. 1 Mason, 508. - -A pilot may sue in admiralty for his wages.[128] - - [128] 1 Mason, 508. - -A pilot cannot claim _salvage_ for any acts done within the limits of -his duty, however useful and meritorious they may have been.[129] If -towing is necessary, pilots are bound to perform it, having a claim for -compensation for damages done to their boats, or for extra labor.[130] -If extraordinary pilot service is performed, additional pilotage is the -proper reward, and not salvage.[131] If, however, the acts done by the -pilot are clearly without and beyond his duty as pilot, he may claim -salvage.[132] - - [129] Gilpin, 60. 10 Peters R. 108. 2 Hagg. 176. - - [130] 2 Hagg. 176. - - [131] 2 Hagg. 176. - - [132] 1 Rob. 106. Gilpin, 60. - - - - -CHAPTER VII. - -SEAMEN. SHIPPING CONTRACT. - -Shipping contract--how formed--how signed. Erasures and -interlineations. Unusual stipulations. - - -By the law of the United States, in all foreign voyages, and in all -coasting voyages to other than an adjoining state, there must be an -agreement in writing, or in print, with every seaman on board the ship, -(excepting only apprentices and servants of the master or owner,) -declaring the voyage, and term or terms of time, for which such seaman -is hired.[133] This contract is called the _shipping-articles_, and all -the crew, including the master and officers, usually sign the same -paper; it not being requisite that there should be a separate paper for -each man. If there is not such a contract signed, each seaman could, by -the old law, recover the highest rate of wages that had been given on -similar voyages, at the port where he shipped, within three months next -before the time of shipment.[134] By the law of 1840, he may, in such -case, leave the vessel at any time, and demand the highest rate of -wages given to any seaman during the voyage, or the rate agreed upon at -the time of his shipment.[135] A seaman not signing the articles, is -not bound by any of the regulations, nor subject to the penalties of -the statutes;[136] but he is, notwithstanding, bound by the rules and -liable to the forfeitures imposed by the general maritime law.[137] - - [133] Act 1790, ch. 56, Sec.1. - - [134] Act 1790, ch. 56, Sec.1. - - [135] Act 1840, ch. 23, Sec.10. - - [136] Act 1790, ch. 56, Sec.1. - - [137] 1 Pet. Ad. 212. - -These shipping-articles are legal evidence, and bind all parties whose -names are annexed to them, both as to wages, the nature and length of -the voyage, and the duties to be performed.[138] Accordingly, seamen -have certain rights secured to them with reference to these papers. In -the first place, the master must obtain a copy of the articles, -certified to by the collector of the port from which the vessel sails, -to take with him upon the voyage. This must be a fair and true copy, -without erasures or interlineations. If there are any such erasures or -interlineations, they will be presumed to be fraudulent, and will be -set aside, unless they are satisfactorily explained in a manner -consistent with innocent purposes, and with the provisions of laws -which guard the rights of mariners. These articles must be produced by -the master before any consul or commercial agent to whom a seaman may -have submitted a complaint.[139] - - [138] 3 Mason, 161. Act 1840, ch. 23, Sec.3. - - [139] Act 1840, ch. 23, Sec.2, 19. - -Every unusual clause introduced into the shipping-articles, or anything -which tends to deprive a seaman of what he would be entitled to by the -general law, will be suspiciously regarded by the courts; and if there -is reason to suppose that any advantage has been taken of him, or if -the contract bears unequally upon him, it will be set aside. In order -to sustain such a clause, the master or owner must show two things: -first, that the seaman's attention was directed toward it, and its -operation and effect explained to him; and, secondly, that he received -some additional compensation or privilege in consideration of the -clause. Unless the court is satisfied upon these two points, an unusual -stipulation unfavorable to a seaman will be set aside.[140] For -instance, seamen are entitled to have a medicine-chest on board, and in -certain cases to be cured at the ship's expense; and the court set -aside a clause in the shipping-articles in which it was stipulated that -the seamen should bear all the expense, even though there were no -medicine-chest on board.[141] Another clause was set aside, in which -the voyage was described as from Baltimore to St. Domingo and -_elsewhere_, on the ground that seamen are entitled to have their -voyage accurately described.[142] - - [140] 2 Sumner, 443. 2 Mason, 541. - - [141] 2 Mason, 541. - - [142] 1 Hall's Law Jour. 207. 2 Gall. 477, 526. 2 Dods. 504. - Gilp. 219. - -Some clauses which are not such as to be set aside, will yet be -construed in favor of seamen, if their interpretation is at all -doubtful.[143] A clause providing that no wages should be paid if the -vessel should be taken or lost, or detained more than thirty days, was -set aside, seamen being entitled to wages up to the last port of -delivery.[144] If the amount of wages merely be omitted in the -articles, there seems to be some doubt as to the introduction of other -evidence to show the rate agreed upon, and as to the seaman's being -entitled by statute to the highest rate of wages current.[145] If a -seaman ships for a general coasting and trading voyage to different -ports in the United States, and the articles provide for no time or -place at which the voyage shall end, the seaman may leave at any time, -provided he does not do so under circumstances peculiarly inconvenient -to the other party.[146] - - [143] 1 Pet. Ad. 186, 215. - - [144] 2 Sumner, 443. - - [145] Gilpin, 452. Abb. on Shipp. 434, note. Act 1840, ch. - 23, Sec.10. - - [146] Ware, 437. - -If, however, the voyage is accurately described, and the wages -specified, the seaman cannot be admitted to show that his contract was -different from that contained in the articles.[147] - - [147] Gilpin, 305. - -It is no violation of the contract if the vessel departs from the -voyage described, by accident, necessity, or superior force.[148] - - [148] 2 Hagg, 243. - - - - -CHAPTER VIII. - -SEAMEN--CONTINUED. - -Rendering on board. Refusal to proceed. Desertion or absence during the -voyage. Discharge. - - -RENDERING ON BOARD.--If, after having signed the articles, and after a -time has been appointed for the seaman to render himself on board, he -neglects to appear, and an entry to that effect is made in the -log-book, he forfeits one day's pay for every hour of absence; and if -the ship is obliged to proceed without him, he forfeits a sum equal to -double his advance.[149] These forfeitures apply to the commencement of -the voyage, and cannot be exacted unless a memorandum is made on the -articles, and an entry in full in the log-book. A justice of the peace -may, upon complaint of the master, issue a warrant to apprehend a -deserting seaman, and commit him to jail until the vessel is ready to -proceed upon her voyage. The master must, however, first show that the -contract has been signed, and that the seaman departed without leave, -and in violation of it.[150] - - [149] Act 1790, ch. 56, Sec.2. - - [150] Do. Sec.7. - -REFUSAL TO PROCEED.--If, after the voyage has begun, and before the -vessel has left the land, the first officer and a majority of the crew -shall agree that the vessel is unfit to proceed on the voyage, either -from fault or deficiency in hull, spars, rigging, outfits, provisions, -or crew, they may require the master to make the nearest or most -convenient port, and have the matter inquired into by the district -judge, or two justices of the peace, taking two or more of the -complainants before the judge. Thereupon the judge orders a survey, and -decides whether the vessel is to proceed, or stop and be repaired and -supplied; and both master and crew are bound by this decision. If the -seamen and mate shall have made this complaint without reason, and from -improper motives, they are liable to be charged with the expenses -attending it.[151] - - [151] Do. Sec.3. - -If, when the vessel is in a foreign port, the first or any other -officer and a majority of the crew shall make complaint, in writing, to -the consul, that the ship is unfit to proceed to sea, for any of the -above reasons, the consul shall order an examination, in the same -manner; and the decision of the consul shall bind all parties. If the -consul shall decide that the vessel was sent to sea in an unsuitable -condition, by neglect or design, the crew shall be entitled to their -discharge and three months' additional pay; but not if it was done by -accident or innocent mistake.[152] - - [152] Act 1840, ch. 23, Sec.12--15. - -It is no justification for refusing to do duty and proceed upon the -voyage, that a new master has been substituted in place of the one -under whom the seaman originally shipped;[153] and if a blank is left -for the name of the master, the seaman is supposed to ship under any -who may be appointed.[154] The same rule applies to the substitution or -appointment of any other officer of the ship during the voyage. - - [153] 1 Mason, 443. Bee, 48. 2 Sum. 582. - - [154] 6 Mass. 300. - -DESERTION OR ABSENCE DURING THE VOYAGE.--If, during the voyage, the -seaman absents himself without leave, for less than forty-eight hours, -and an entry thereof is made in full in the log-book, he forfeits three -days' pay for each day's absence. But if the absence exceeds -forty-eight hours, he forfeits all his wages then due, and all his -goods and chattels on board the vessel at the time, and is liable to -the owner in damages for the expense of hiring another seaman.[155] If -he deserts within the limits of the United States, he is liable to be -arrested and committed to jail, until the vessel sails.[156] If he -deserts or absents himself in a foreign port, the consul is empowered -to make use of the authorities of the place to reclaim him. If, -however, the consul is satisfied that the desertion was caused by -unusual or cruel treatment, the seaman may be discharged, and shall -receive three months' additional wages.[157] It is not a desertion for -a seaman to leave his vessel for the purpose of procuring necessary -food, which has been refused on board; nor is a seaman liable if the -conduct of the master has been such as to make it dangerous for him to -remain on board,[158] or if the shipping-articles have been -fraudulently altered.[159] Even in a clear case of desertion, if the -party repents, and seeks to return to his duty within a reasonable -time, he is entitled to be received on board again, unless his previous -conduct had been such as would justify his discharge.[160] - - [155] Act 1790, ch. 56, Sec.5. - - [156] Act 1790, ch. 56, Sec.7. - - [157] Act 1840, ch. 23, Sec.9. - - [158] 1 Hagg. 63. - - [159] Do. 182. - - [160] 1 Sumner, 373. - -As to the effect of desertion upon wages, and what is desertion in such -cases, see the subject, "Wages affected by Desertion," Chapter XI. - -DISCHARGE.--By referring to Chapter IV., "Master's Relation to Crew," -the seaman will find that, though the master has power to discharge a -seaman for gross and repeated misconduct, yet that this right is -closely watched, and any abuse of it is severely punished. He will also -find there a statement of his own rights and privileges, with reference -to a discharge. It has been seen that he may demand his discharge of -the consul, if the vessel is not fit to proceed, and is not repaired, -or if he has been cruelly and unjustifiably treated.[161] - - [161] Act 1840, ch. 23, Sec.9, 14. - -If a vessel has been so much injured that it is doubtful whether she -can be repaired, or the repairs cannot be made for a long time, during -which it would be a great expense to the owners to support the seamen -in a foreign country, it is held that the crew may be discharged, upon -the owners' paying their passage home, and their wages up to the time -of their arrival at the place of shipment.[162] - - [162] 2 Dodson, 403. - -As to discharge at the end of the voyage, see "Wages affected by -Desertion," Chapter XI. - - - - -CHAPTER IX. - -SEAMEN--CONTINUED. - -Provisions. Sickness. Medicine-chest. Hospital money. Relief in foreign -ports. Protection. - - -PROVISIONS.--For the benefit of seamen it has been enacted that every -vessel bound on a voyage across the Atlantic, shall have on board, well -secured under deck, at least sixty gallons of water, one hundred pounds -of wholesome ship bread, and one hundred pounds of salted flesh meat, -over and above the stores of master or passengers, and the live stock. -And if the crew of any vessel not so provided shall be put upon short -allowance of water, flesh, or bread, such seaman shall recover from the -master double wages for every day he was so allowanced.[163] The same -rule applies to other voyages than those across the Atlantic, and the -amount of provisions stowed below must be in proportion to the length -of the voyage, compared with one across the Atlantic.[164] It also -applies to seamen shipped in foreign ports, as well as to those shipped -in the United States.[165] It has been thought that if the articles -enumerated cannot be procured, the master may substitute other -wholesome provisions; but it is doubtful whether even this will free -him from the penalty; at least it will not unless he can show that it -was impossible to procure them at the last port of departure.[166] - - [163] Act 1790, ch. 56, Sec.9. - - [164] Do. - - [165] 1 Pet. Ad. 223. - - [166] 1 Pet. Ad. 229, 223. Bee, 80 Abb. 135, note. Ware, 454. - -Besides this special enactment, a seaman may always recover damages of -a master who unnecessarily and wantonly deprives him of sufficient food -and nourishment.[167] If, however, the short allowance is caused by -inevitable accident, without any fault of the master or owner, or is a -matter of fair discretion in a case of common danger, the master is not -liable. Another law of the United States provides that if any master or -other officer shall wilfully and without justifiable cause withhold -suitable food and nourishment from a seaman, he shall be fined not -exceeding $1000 and imprisoned not exceeding five years.[168] The -master may at any time, at his discretion, put the crew upon an -allowance of water and eatables; but if it is a short allowance, he -must be able to give a justifying reason. - - [167] 2 Pet. Ad. 409. - - [168] Act 1835, ch. 313, Sec.3. - -SICKNESS. MEDICINE-CHEST.--Every vessel of one hundred and fifty tons -or upwards, navigated by ten or more persons in all, and bound on a -voyage beyond the United States, and every vessel of seventy-five tons -or upwards, navigated by six or more persons in the whole, and bound -from the United States to any port in the West Indies, is required to -have a chest of medicines, put up by an apothecary of known reputation, -and accompanied by directions for administering the same. The chest -must also be examined at least once a year, and supplied with fresh -medicines.[169] - - [169] Act 1790, ch. 56, Sec.8; 1805, ch. 88, Sec.1. - -In case of dispute, the owner must prove the sufficiency of the -medicine-chest. It does not lie with the seaman to prove its -insufficiency.[170] - - [170] 2 Mason, 541. - -If a vessel has a suitable medicine-chest on board, it would seem that -the ship is not to be charged with the medicines and medical advice -which a seaman may need. But the ship is still liable for the expenses -of his nursing, care, diet, and lodging.[171] Accordingly, if a seaman -is put on shore at a hospital or elsewhere, for his cure, the ship is -chargeable with so much of the expense as is incurred for nursing, -care, diet, and lodging; and unless the owner can specify the items of -the charge, and show how much was for medical advice, and how much for -other expenses, he must pay the whole.[172] The seaman is to be cured -at the expense of the ship, of a sickness or injury sustained in the -ship's service;[173] but if he contracts a disease by his own fault or -vices, the ship is not chargeable.[174] A sick seaman is entitled to -proper nursing, lodging, and diet. If these cannot be had, or are not -furnished on board the vessel, he is entitled to be taken on shore to a -hospital, or to some place where these can be obtained. It is often -attempted to be shown that the seaman was put on shore at his own -request. This is no defence. He is entitled to be put on shore if his -disease requires it; and it is seldom that proper care can be taken of -a seaman on board ship.[175] - - [171] 2 Mason, 541. 1 Sumner, 151. - - [172] 1 Pet. Ad. 256, note. - - [173] 1 Sumner, 195. - - [174] Gilpin, 435. 1 Pet. Ad. 142, 152. - - [175] 1 Pet. Ad. 256, note. - -If a seaman requires further medicines and medical advice than the -chest and directions can give, and is not sent ashore, it would seem -that the ship ought to bear the expense; but this point has never been -decided.[176] If the medicine-chest can furnish all he needs, the ship -is exempted.[177] - - [176] Gilpin, 435. 1 Pet. Ad. 142, 152, 255. - - [177] 2 Mason, 541. - -HOSPITAL MONEY.--Every seaman must pay twenty cents a month, out of his -wages, for hospital money. This goes to the establishment and support -of hospitals for sick and disabled seamen.[178] - - [178] Act 1798, ch. 94, Sec.1. - -RELIEF IN FOREIGN PORTS.--If a vessel is sold in a foreign port and her -crew discharged, or if a seaman is discharged with his own consent, he -can receive two months' extra wages of the consul, who must obtain it -of the master.[179] This applies only to the voluntary sale of the -vessel, and not when the sale is rendered necessary by shipwreck. If, -however, after the disaster the vessel might have been repaired at a -reasonable expense and in a reasonable time, but the owner chooses to -sell, the two months' pay is due. To escape the payment, the owner must -show that he was obliged to sell.[180] - - [179] Act 1803, ch. 62, Sec.3. - - [180] Ware, 485. Gilpin, 198. - -It is also the duty of the consuls to provide subsistence and a passage -to the United States for any American seamen found destitute within -their districts. The seamen must, if able, do duty on board the vessel -in which they are sent home, according to their several abilities.[181] - - [181] Act 1803, ch. 62, Sec.4. - -The crew of every vessel shall have the fullest liberty to lay their -complaints before the consul or commercial agent in any foreign port, -and shall in no respect be restrained or hindered therein by the master -or any officer, unless sufficient and valid objection exist against -their landing. In which case, if any seaman desire to see the consul, -the master must inform the consul of it forthwith; stating, in writing, -the reason why the seaman is not permitted to land, and that the consul -is desired to come on board. Whereupon the consul must proceed on board -and inquire into the causes of complaint.[182] - - [182] Act 1840, ch. 23, Sec.1. - -PROTECTION.--Every American seaman, upon applying to the collector of -the port from which he departs, and producing proof of his citizenship, -is entitled to a letter of protection. The collector may charge for -this twenty-five cents.[183] - - [183] Act 1796, ch. 36, Sec.4. - - - - -CHAPTER X. - -SEAMEN--CONTINUED. - -Punishment. Revolt and mutiny. Embezzlement. Piracy. - - -PUNISHMENT.--As to the right of the master to punish a seaman by -corporal chastisement, imprisonment on shore, confinement on board, -&c., and the extent of that right, and the master's liability for -exceeding it,--the seaman is referred to Chapter IV., "The Master's -relation to the Crew," title, "Imprisonment" and "Punishment." He will -there see that the master possesses this right to a limited extent, and -that he is strictly answerable for the abuse of it. Disobedience of -orders, combinations to refuse duty, dishonest conduct, personal -insolence, and habitual negligence and backwardness, are all causes -which justify punishment in a greater or less degree. - -The contract which a seaman makes with the master, is not like that of -a man who engages in any service on shore. It is somewhat military in -its nature.[184] The master has great responsibilities resting upon -him, and is entitled to instant and implicit obedience. To ensure this, -regular and somewhat strict discipline must be preserved. The master, -also, cannot obtain assistance when at sea, as any one can who is in -authority upon land. He must depend upon the habits of faithful and -respectful discharge of duty which his crew have acquired, and if this -fails, he may resort to force. He is answerable for the safety of the -ship, and for the safe keeping and delivery of valuable cargoes, and in -almost all cases he is the first person to whom the owner of the vessel -and cargo will look for indemnity. Considering this, the seamen will -feel that it is not unreasonable that the master should have power to -protect himself and all for whom he acts, even by force if -necessary.[185] A good seaman, who is able and willing to do his duty -faithfully and at all times, and treats his officers respectfully, will -seldom be abused; and if he is, the master is liable to him personally -in damages, and is also subject to be indicted by the government and -tried as a criminal. A seaman should be warned against taking the law -into his own hands. If the treatment he receives is unjustifiable, he -should still submit to it, if possible, until the voyage is up, or -until he arrives at some port where he can make complaint. If he is -conscious that he is not to blame, and an assault is made upon him -unjustifiably and with dangerous severity, he may defend himself; but -he should not attempt to punish the offender, or to inflict anything in -the way of retaliation.[186] - - [184] Ware, 86. 3 Wash. 515. - - [185] Ware, 219. - - [186] Do. 3 Wash. 552. - -In Chapter VI., title, "Mates," the reader will see how far any -inferior officer of a vessel may use force with a seaman. - -REVOLT AND MUTINY.--If any one or more of the crew of an American -vessel shall by fraud or force, or by threats or intimidations, take -the command of the vessel from the master or other commanding officer, -or resist or prevent him in the free and lawful exercise of his -authority, or transfer the command to any other person not lawfully -entitled to it; every person so offending, and his aiders and -abbettors, shall be deemed guilty of a revolt or mutiny and felony; and -shall be punished by fine not exceeding $2000, and by imprisonment and -confinement to hard labor not exceeding ten years, according to the -nature and aggravation of the offence.[187] And if any seaman shall -endeavor to commit a revolt or mutiny, or shall combine with others on -board to make a revolt or mutiny, or shall solicit or incite any of the -crew to disobey or resist the lawful orders of the master or other -officer, or to refuse or neglect their proper duty on board, or shall -assemble with others in a riotous or mutinous manner, or shall -unlawfully confine the master or other commanding officer,--every -person committing any one or more of these offences shall be imprisoned -not exceeding five years, or fined not exceeding $1000, or both, -according to the nature and aggravation of the offence.[188] - - [187] Act 1835, ch. 313, Sec.1. - - [188] Do. Sec.2. - -It will be seen that the first of these laws applies only to cases -where seamen actually throw off all authority, deprive the master of -his command, and assume the control themselves, which is to make a -revolt. The last is designed to punish endeavors and combinations to -make a revolt, which are not fully carried out. - -Every little instance of disobedience, or insolent conduct, or even -force used against the master or other officer, will not be held a -revolt or an endeavor to make a revolt. There must be something showing -an intention to subvert the lawful authority of the master.[189] It -does not excuse seamen, however, from this offence, that they confined -their refusal to one particular portion of their duty. If that duty was -lawfully required of them, it is equally a subversion of authority as -if they had refused all duty.[190] - - [189] 4 Wash. 528. 1 Pet. Ad. 178. - - [190] 4 Mason, 105. - -If the crew interfere by force or threats to prevent the infliction of -punishment for a gross offence, it is an endeavor to commit a -revolt.[191] - - [191] 1 Sumner, 448. - -To constitute the offence of confining the master, it is not necessary -that he should be forcibly secured in any particular place, or even -that his body should be seized and held; any act which deprives him of -his personal liberty in going about the ship, or prevents his doing his -duty freely, (if done with that intention,[192]) is a confinement.[193] -So is a threat of immediate bodily injury, if made in such a manner as -would reasonably intimidate a man of ordinary firmness.[194] - - [192] 4 Wash. 428. - - [193] 4 Mason, 105. 4 Wash. 548. 1 Sumner, 448. 3 Wash. 525. - - [194] Pet. C. C. 213. - -In all these cases of revolt, mutiny, endeavors to commit the same, and -confinement of the master, it is to be remembered that the acts are -excusable if done from a sufficient justifying cause. The master may so -conduct himself as to justify the officers and crew in placing -restraints upon him, to prevent his committing acts which might -endanger the lives of all the persons on board. But an excuse of this -kind is received with great caution, and the crew should be well -assured of the necessity of such a step, before taking it, since they -run a great risk in so interfering.[195] - - [195] 4 Mason, 105. 1 Sumner, 448. Pet. C. C. 118. - -EMBEZZLEMENT.--If any of the crew steal, or appropriate, or by gross -negligence suffer to be stolen, any part of the cargo, or anything -belonging to the ship, they are responsible for the value of everything -stolen or appropriated. - -It is necessary that the fraud, connivance, or negligence of a seaman -should be proved against him, before he can be charged with anything -lost or stolen; and in no case is an innocent man bound to contribute -towards a loss occasioned by the misconduct of another. If, however, it -is clearly proved that the whole crew were concerned, but one offender -is not known more than another, and the circumstances are such as to -affect all the crew, each man is to contribute to the loss, unless he -clears himself from the suspicion.[196] - - [196] 1 Mason, 104. Gilpin, 461. - -PIRACY.--If the master or crew of a vessel shall, upon the high seas, -seize upon or rob the master or crew of another vessel; or if they -shall run away with the vessel committed to their charge, or any goods -to the amount of $50; or voluntarily yield them up to pirates; or if -the crew shall prevent the master by violence from fighting in the -defence of vessel or property; such conduct is piracy, and punishable -with death.[197] - - [197] Act 1790, ch. 36, Sec.8; 1820, ch. 113, Sec.3. - -It is also piracy, and punishable with death, to be engaged in any -foreign country in kidnapping any negro or mulatto, or in decoying or -receiving them on board a vessel with the intention of making them -slaves.[198] - - [198] Act 1820, ch. 113, Sec.4, 5. - - - - -CHAPTER XI. - -Seamen's Wages. - -Affected by desertion or absence;--by misconduct;--by imprisonment;--by -capture;--by loss of vessel and interruption of voyage. Wages on an -illegal voyage. Wages affected by death or disability. - - -WAGES AFFECTED BY DESERTION OR ABSENCE.--It has been seen that if a -seaman, at the commencement of the voyage, neglects to render himself -on board at the time appointed, and an entry thereof is made in the -log-book, he forfeits one day's pay for every hour's absence; and if he -shall wholly absent himself, so that the ship is obliged to go to sea -without him, he forfeits his advance and as much more.[199] And if at -any time during the voyage he absents himself without leave, and -returns within forty-eight hours, he forfeits three days' pay for every -day's absence; but if he is absent more than forty-eight hours, he -forfeits all the wages then due him, and all his clothes and goods on -board at the time.[200] These forfeitures cannot be exacted against the -seaman unless there is an entry made in the log-book on the same day -that he left, specifying the name of the seaman, and that he was absent -without leave.[201] - - [199] Act 1790, ch. 56, Sec.2. - - [200] Do. Sec.4. - - [201] Gilpin, 83, 140, 207. Ware, 309. - -But independently of these regulations, and without the necessity of -any entry, &c., a seaman forfeits his wages for deserting the vessel, -or absenting himself wrongfully and without leave, by the general law -of all commercial nations.[202] If, however, the seaman is absent -without fault of his own,[203] or if he is obliged to desert by reason -of cruel treatment, want of food, or the like, he does not forfeit his -wages. But in such case, the seaman must prove that the treatment was -such that he could not remain without imminent danger to his life, -limbs, or health.[204] If the voyage for which he shipped has been -abandoned, or there has been a gross and unnecessary deviation, he does -not forfeit his wages for leaving the vessel; but then the change of -voyage must have been actually determined upon and known to the -seaman.[205] - - [202] Ware, 309. - - [203] 1 Mason, 45. Bee, 134, 48. Gilpin, 225. - - [204] 1 Pet. Ad. 186. Gilpin, 225. 2 Pet. Ad. 420, 428. Ware, - 83, 91, 109. - - [205] Gilpin, 150. 2 Pet. Ad. 415. - -Even if the seaman shall have clearly deserted without justifiable -cause, or absented himself more than forty-eight hours, yet, if he -shall offer to return and do his duty, the master must receive him, -unless his previous conduct would justify a discharge.[206] And if he -is so received back, and does his duty faithfully for the rest of the -voyage, the forfeiture is considered as remitted, and he is entitled to -his wages for the whole voyage.[207] If, however, the owner has -suffered any special damage from the wrongful absence of the seaman, -as, if the vessel has been detained, or a man hired in his place, all -such necessary expenses may be deducted from the wages.[208] - - [206] 1 Sumner, 373. - - [207] 2 Wash. 272. Gilpin, 145. 1 Sumner, 373. 1 Pet. Ad. - 160. - - [208] Gilpin, 145, 298, 98. - -A mere leaving of the vessel, though a wrongful absence, is not a -desertion, unless it is done with the intention to desert.[209] A -seaman is bound to load and unload cargo in the course of the voyage if -required of him, and a refusal to do so is a refusal of duty.[210] If -the voyage is at an end, according to the articles, and the vessel is -safely moored at the port of discharge, the seamen are still bound to -discharge the cargo if it is required of them. If they do not, their -refusal or neglect does not, however, work a forfeiture of all their -wages, but only makes them liable to a deduction, as compensation to -the owner for any damage he may have suffered.[211] The custom in -almost all sea-ports of the United States is, to discharge the crew, -and not to require them to unload cargo at the end of the voyage. This -custom is so strong that if the owner or master wishes to retain the -crew, he must give them notice to that effect. Unless the crew are -distinctly told that they must remain and discharge cargo, they may -leave the vessel as soon as she is safely moored, or made fast. If they -are required to remain and discharge cargo, they make themselves liable -to a deduction from their wages for a neglect or refusal, but do not -forfeit them.[212] The seaman must bear in mind, however, that this is -only when the voyage is at an end, and the ship is at the final port of -discharge. If he refuses to load or unload at any port in the course of -the voyage, and before it is up, according to the articles, he does so -at the risk of forfeiting all his wages.[213] - - [209] 1 Sumner, 373. Ware, 309. - - [210] 1 Pet. Ad. 253. - - [211] 1 Sumner, 373. Gilpin, 208. Ware, 454. 2 Hagg. 40. - - [212] 1 Sumner, 373. Gilpin, 208. - - [213] 1 Pct. Ad. 253. - -The master and owners of a vessel are allowed ten days after the voyage -is up, before a suit can be brought against them for the wages of the -crew.[214] This is in order to give them time to settle all accounts -and discover delinquencies. If the crew are retained to unload, then -the ten days begin to run from the time the vessel is completely -unloaded. But if the crew are not retained for this purpose, but are -discharged and allowed to leave the vessel, then the ten days begin to -run from the day they are discharged.[215] - - [214] Act 1790, ch. 56, Sec.6. - - [215] 1 Pet. Ad. 165, 210. Ware, 458. Dunl. Ad. Pr. 99. - -WAGES AFFECTED BY MISCONDUCT.--A seaman may forfeit his wages by gross -misconduct; and if not forfeited, he may be liable to have a deduction -made from them, for any damage caused to the owner by such misconduct. -To create a forfeiture, his misbehavior must be gross and -aggravated.[216] A single act of disobedience, or a single neglect of -duty, will not deprive him of his wages.[217] A refusal to do duty in a -moment of high excitement caused by punishment will not forfeit wages, -unless followed by obstinate perseverance in such refusal.[218] Where -_drunkenness_ is habitual and gross, so as to create a general -incapacity to perform duty, it is a ground of forfeiture of wages. But -occasional acts of drunkenness, if the seaman in other respects -performs his duty, will not deprive him of his wages.[219] In this, as -in all cases of neglect, disobedience, or wilful misconduct, which do -not create a forfeiture, a deduction may be made if the owner has -suffered any loss.[220] - - [216] 4 Mason, 84. Bee, 148. - - [217] 4 Mason, 84. - - [218] Do. - - [219] 2 Hagg. 2. 4 Mason, 541. - - [220] 4 Mason, 541. I Sumner, 384. Bee, 237. 2 Hagg. 420. - Gilpin, 140. 1 Pet. Ad. 168. - -In one instance a forfeiture of one half of a seaman's wages was -decreed, in consequence of his striking the master. He did not forfeit -the whole, because he had been otherwise punished.[221] - - [221] Bee. 184. - -If the seaman is imprisoned for misconduct, he does not forfeit the -wages that accrued during his confinement, nor, what amounts to the -same thing, is he bound to pay those of a person hired in his place -during his imprisonment.[222] - - [222] Gilpin, 83, 140, 33. Ware, 9. - -If the crime of a seaman is against the laws of the United States, and -too great for the master's authority to punish, he must be confined and -brought home to trial. But this does not forfeit his wages, though any -loss or damage to the owner may be deducted.[223] - - [223] 1 Pet. Ad. 168. - -In all cases of forfeiture of wages for misconduct, it is only the -wages due at the time of the misconduct that are lost. The wages -subsequently earned are not affected by any previous misbehavior.[224] - - [224] 4 Mason, 84. - -If a seaman or officer is evidently incapable of doing the duty he -shipped for, he may be put upon other duty, and a reasonable deduction -may be made from his wages.[225] - - [225] Ware, 109. - -WAGES AFFECTED BY IMPRISONMENT.--If a seaman is imprisoned by a warrant -from a judge or justice of the peace, within the limits of the United -States, for desertion or refusal to render himself on board, he is -liable to pay the cost of his commitment and support in jail, as well -as the wages of any person hired in his place.[226] So, if a seaman is -imprisoned in a foreign port by the authorities of the place for a -breach of their laws, the costs and loss to the owner may be deducted -from his wages; but not so if he is imprisoned at the request of the -master.[227] The right of the master to imprison at all is a doubtful -one, and dangerous of exercise; and if he does resort to it, he can -never charge the expenses to the seamen, nor deduct their wages during -imprisonment.[228] - - [226] Gilpin, 223. - - [227] Gilpin, 223. - - [228] Ware, 18, 503, Gilpin, 83, 233. - -WAGES AFFECTED BY CAPTURE.--If a neutral ship is captured, it is the -right and duty of the seamen to remain by the vessel until the case is -finally settled.[229] If she is liberated, they are then entitled to -their wages for the whole voyage; and if freight is decreed, they are -entitled to their wages for as much of the voyage as freight is -given.[230] And if at any future time the owners recover the vessel, or -her value, upon appeal or by treaty, they are liable for wages.[231] In -order to secure his wages in these cases, the seaman must remain by the -vessel until her sale or condemnation, and the master cannot oblige him -to take his discharge.[232] The condemnation or sale of the vessel puts -an end to his contract. If he leaves before the condemnation or sale, -with the master's consent, he does not lose his chance of recovering -his wages.[233] Even if the vessel is condemned, and the owner never -recovers the vessel or its value, yet the seaman is entitled to his -wages up to the last port of delivery, and for half the time she lay -there.[234] - - [229] 2 Sumner, 443. 1 Pet. Ad. 128. - - [230] 2 Gall. 178. 2 Sumner, 443. - - [231] 3 Mason, 161. - - [232] 1 Mason, 45. - - [233] 1 Mason, 45. - - [234] 1 Pet. Ad. 203. - -WAGES AFFECTED BY LOSS OF VESSEL OR INTERRUPTION OF VOYAGE.--If a -vessel meets with a disaster, it is the duty of the crew to remain by -her so long as they can do it with safety, and to exert themselves to -the utmost of their ability to save as much as possible of the vessel -and cargo.[235] If they abandon the vessel unnecessarily, they forfeit -all their wages; and if their leaving was necessary and justifiable, -yet they lose their wages except up to the last port of delivery and -for half the time the vessel was lying there, or for so long as she was -engaged with the outward cargo.[236] This rule may seem hard, but its -object is to secure the services of the crew in case of a disaster. If -by their exertions any parts of the vessel or cargo are saved, they are -entitled to wages, and an extra sum for salvage.[237] If the vessel is -abandoned and nothing is saved, they lose their wages, except up to the -last port of delivery and for half the time the vessel was lying -there.[238] - - [235] Ware, 49. 1 Pet. 204. - - [236] Pet. C. C. 182. 3 Sumner, 286. - - [237] Ware, 49. Gilpin, 79. 2 Mason, 319. I Hagg. 227. - - [238] 2 Mason, 329. 1 Pet. Ad. 204, 130; 2 do. 391. 11 Mass. - 545. - -The general rule is, that a seaman's wages are secure to him whenever -the vessel has earned any freight, whatever may afterwards happen. And -a vessel earns freight at every port where she delivers any cargo. For -the benefit of seamen a vessel is held to earn freight whenever she -goes to a port under a contract for freight, though she go in -ballast.[239] A seaman also secures his wages wherever the ship might -have earned freight but for the agreement or other act of the -owner.[240] If a vessel is on a trading voyage from port to port, and -is lost on the homeward passage, wages would probably be allowed for -the outward passage, and for half the time she was engaged in trading -with the old or new cargoes; the trading and going from port to port -being considered the same as though she had been lying in port all the -time, and discharging and receiving cargo. Or else, wages would be -given up to the last port at which she took in any return cargo, and -for half the time she was lying there.[241] - - [239] 2 Mason, 319. 1 Pet. Ad. 207. - - [240] 3 Sumner, 286. 2 Mason, 319. 2 Hagg. 158. - - [241] Pet. C. C. 182. 2 Pet. Ad. 390. - -These rules apply only to cases where the voyage is broken up by -inevitable accidents, as by perils of the seas, capture, war or -superior force. If the voyage is broken up by the fault of the seamen, -they lose all their wages. If, on the other hand, the seamen are -compelled to leave, or the voyage is broken up by the fault of the -master or owner, as by cruel treatment, want of provisions, or the -like, the crew would be justly entitled to wages for the whole voyage -contracted for. If the vessel is sold, or the voyage altered or -abandoned by the master or owner, not from inevitable necessity, but -for their own interest and convenience, then the crew are entitled, by -statute, to wages for all the time they were on board, and two months' -extra pay.[242] And, by the general law, they would always receive some -extra wages as a compensation for the loss of the voyage, and as a -means of supporting themselves and procuring a passage home; or, -perhaps, full wages for the voyage.[243] - - [242] Act 1803, ch. 62, Sec.3. - - [243] 2 Pet. Ad. 264. Bee, 48. 2 Gall. 182. 3 Johns. R. 518. - -WAGES ON AN ILLEGAL VOYAGE.--A seaman has no remedy for his wages upon -an illegal voyage; as, for instance, in the slave trade.[244] Wages -have, however, been allowed, where it was proved that the seaman was -innocent of all knowledge of, or participation in, the illegal -voyage.[245] - - [244] 9 Wheat. 409. 6 Rob. 207. 2 Mason, 58. Edw. 35. - - [245] 9 Wheat. 409. - -WAGES AFFECTED BY DEATH OR DISABILITY.--If a seaman dies during the -voyage, wages are to be paid up to the time of his death.[246] A seaman -is entitled to all his wages during sickness, and during any time he -was disabled from performing duty. But if his sickness or disability is -brought on by his own fault, as by vice or wilful misconduct, a -deduction may be made for the loss of his services.[247] So, where the -death of a seaman was caused by his own unjustifiable and wrongful -acts, his wages were held forfeited.[248] If a seaman, at the time he -ships, is laboring under a disease which incapacitates or is likely to -incapacitate him during the voyage, and he conceals the same, no wages -will be allowed him, or a deduction will be made from them, according -to the nature of the case.[249] If, in consequence of sickness, a -seaman is left at a foreign port, he is still entitled to wages for the -whole voyage.[250] - - [246] Bee, 254, 441. - - [247] 1 Pet. Ad. 142, 138. - - [248] Do. 142. - - [249] 2 Pet. Ad. 263. - - [250] Bee, 414. 2 Gall. 46. 1 Pet. Ad. 117. - - - - -CHAPTER XII. - -SEAMEN--CONCLUDED. - -Recovery of wages. Interest on wages. Salvage. - - -RECOVERY OF WAGES.--A seaman has a threefold remedy for his wages: -first, against the master; secondly, against the owners; and, thirdly, -against the ship itself and the freight earned.[251] He may pursue any -one of these, or he may pursue them all at the same time in courts of -admiralty. He has what is called a _lien_ upon the ship for his wages; -that is, he has a right, at any time, to seize the vessel by a process -of law, and retain it until his claim is paid, or otherwise decided -upon by the court. This lien does not cease upon the sailing of the -ship on another voyage; and the vessel may be taken notwithstanding -there is a new master and different owners.[252] A seaman does not lose -his lien upon the ship by lapse of time. He may take the ship whenever -he finds her; though he must not allow a long time to elapse if he has -had any opportunity of enforcing his claim, lest it should be -considered a stale demand. In common law courts a suit cannot be -brought for wages after six years have expired since they became due. -This is not the case in courts of admiralty.[253] - - [251] Bee, 254. 2 Sumner, 443. 2 Gall. 398. - - [252] 2 Sumner, 443. 5 Pet. R. 675. - - [253] 2 Gall. 477. Paine C. C. 180. 3 Mason, 91. - -The lien of the seaman for wages takes precedence of every other lien -or claim upon the vessel.[254] The seaman's wages must be first paid, -even if they take up the whole value of the ship or freight. The wreck -of a ship is bound for the wages, and the rule in admiralty is, that a -seaman's claim on the ship is good so long as there is a plank of her -left.[255] If, after capture and condemnation, the ship itself is not -restored, but the owners are indemnified in money, the seaman's lien -attaches to such proceeds.[256] - - [254] Ware, 134, 41. - - [255] Sumner, 50. 1 Ware, 41. - - [256] 5 Pet. R. 675. - -Besides this lien upon the ship, the seaman has also a lien upon the -freight earned, and upon the cargo.[257] He may also sue the owner or -master, or both, personally. They are, however, answerable _personally_ -only for the wages earned while the ship was in their own hands.[258] -But a suit may be brought against the _ship_ after she has changed -owners.[259] - - [257] Ware, 134. 5 Pet. R. 675. - - [258] 11 Johns. 72. 6 Mass. 300; 8 do. 483. - - [259] 5 Pet. R. 675. 2 Sumner, 443. - -A seaman does not lose his lien upon the vessel by taking an order upon -the owner.[260] - - [260] Ware, 185. - -After a vessel is abandoned to the underwriters, they become liable for -the seamen's wages, from the time of the abandonment.[261] - - [261] 4 Mason, 196. - -If, at the end of the voyage, the crew are discharged and not retained -to unload, their wages are due immediately;[262] but they cannot sue in -admiralty until ten days after the day of discharge.[263] If they are -retained to unload, then the owner is allowed ten days from the time -the cargo is fully discharged. If, however, the vessel is about to -proceed to sea before the ten days will elapse, or before the cargo -will be unloaded, the seaman may attach the vessel immediately.[264] If -the owner retains his crew while the cargo is unloading, he must unload -it within a reasonable time. Fifteen working days has frequently been -held a reasonable time for unloading, and the ten days have been -allowed to run from that time.[265] - - [262] Ware, 458. Dunl. Ad. Pr. 99. 1 Pet. Ad 165, 210. - - [263] Act 1790, ch. 56, Sec.6. - - [264] Do. - - [265] 1 Pet. Ad. 165. Abb. Shipp. 456, n. - -The longest time allowed by law for unloading vessels is twenty days, -if over 300 tons, and ten days, if under that tonnage. Probably seamen -would not be held bound to the vessel for a longer time than is thus -allowed by law for unloading. - -INTEREST ON WAGES.--In suits for seamen's wages, interest is allowed -from the time of the demand; and if no demand is proved, then from the -time of the commencement of the suit.[266] - - [266] 2 Gall. 45. - -SALVAGE.--If a vessel is picked up at sea abandoned, or in distress, -and any of the crew of the vessel which falls in with her go on board, -and are the means of saving her, or of bringing her into port, they are -entitled to salvage.[267] In this case, all the crew who are ready and -willing to engage in the service are entitled to a share of the reward, -although they may not have gone on board the wreck.[268] The reason is, -that where all are ready to go, and a selection is made, there would be -injustice and favoritism in allowing any one the privilege more than -another. Besides, those who remain have an extra duty to perform in -consequence of the others having gone on board the wreck.[269] - - [267] Ware, 477. 1 Pet. Ad. 306. - - [268] Ware, 477. 2 Pet. Ad. 281. - - [269] 2 Dodson, 132. - -Crews are not ordinarily entitled to salvage for services performed on -board their own vessel, whatever may have been their perils or -hardships, or the gallantry of their services in saving ship and -cargo;[270] for some degree of extra exertion to meet perils and -accidents, is within the scope of a seaman's duty. In case of -shipwreck, however, where, by the general law, wages are forfeited, the -court will allow salvage, considering it as in the nature of wages due. -In one instance salvage was refused to a part of a crew who rescued the -ship from the rest who had mutinied; for this was held to be no more -than their duty.[271] - - [270] 10 Pet. R. 108. 1 Hagg. 227. - - [271] 2 Dods. 14. - -Yet seamen may entitle themselves to salvage for services performed on -board their own vessel, if clearly beyond the line of their regular -duty; as, when the crew rise and rescue the vessel from the enemy after -she has been taken.[272] So, where a ship was abandoned at sea, and one -or two men voluntarily remained behind, and by great exertions brought -her into port.[273] If an apprentice is a salvor, he, and not his -master, is entitled to the salvage.[274] If one set of men go on board -a wreck, but fall into distress and are relieved by others, they do not -lose their claim for salvage, but each set of salvors shares according -to the merit of its services. If the second set take advantage of the -necessity and distress of the first salvors to impose terms upon them, -as, that they shall give up all claim for salvage, such conditions will -not be regarded by the court.[275] - - [272] 1 Pet. Ad. 306. - - [273] 2 Cr. 240. 1 Pet. Ad. 48. - - [274] 2 Cr. 240. 2 Pet. Ad. 282. - - [275] 1 Sumner, 400. - - - - - -End of Project Gutenberg's The Seaman's Friend, by Richard Henry Dana - -*** END OF THIS PROJECT GUTENBERG EBOOK THE SEAMAN'S FRIEND *** - -***** This file should be named 40958.txt or 40958.zip ***** -This and all associated files of various formats will be found in: - http://www.gutenberg.org/4/0/9/5/40958/ - -Produced by The Online Distributed Proofreading Team at -http://www.pgdp.net (This file was produced from images -generously made available by The Internet Archive/American -Libraries.) - - -Updated editions will replace the previous one--the old editions -will be renamed. - -Creating the works from public domain print editions means that no -one owns a United States copyright in these works, so the Foundation -(and you!) can copy and distribute it in the United States without -permission and without paying copyright royalties. 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