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diff --git a/40958-0.txt b/40958-0.txt new file mode 100644 index 0000000..b75c5a5 --- /dev/null +++ b/40958-0.txt @@ -0,0 +1,10652 @@ +*** START OF THE PROJECT GUTENBERG EBOOK 40958 *** + +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, §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, §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, §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. §4, §12. + + [13] Act 1792, ch. 45, §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. §27. + + [15] Act 1793, ch. 52, §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. §1. + + [17] Do. §2. + + [18] Do. §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, §32. + + [20] Acts 1828, ch. 119, §1, and 1836, ch. 55, §1. + + [21] Act 1817, ch. 204, §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, §8. + + [25] Act 1805, ch. 88, §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, §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, §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, §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. §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, §1. + + [32] Act 1840, ch. 28, §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, §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, §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, §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, §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. §23. + + [39] Act 1819, ch. 170, §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, §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. §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, §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, §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. §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. §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, §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. §17. + + [48] Do. §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, §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, §1. + + [72] Act 1840, ch. 23, §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, §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. §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 bonâ 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, §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, §3. See also Act 1840, ch. 23, §5. + + [77] Act 1803, ch. 62, §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, §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, §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, §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, §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, §3. + +The master is also forbidden to take on board more than two passengers +for every five tons.[106] + + [106] Do. §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, §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, §1. + + [134] Act 1790, ch. 56, §1. + + [135] Act 1840, ch. 23, §10. + + [136] Act 1790, ch. 56, §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, §3. + + [139] Act 1840, ch. 23, §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, §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, §2. + + [150] Do. §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. §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, §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, §5. + + [156] Act 1790, ch. 56, §7. + + [157] Act 1840, ch. 23, §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, §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, §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, §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, §8; 1805, ch. 88, §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, §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, §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, §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, §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, §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, §1. + + [188] Do. §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, §8; 1820, ch. 113, §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, §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, §2. + + [200] Do. §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, §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, §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, §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 THE PROJECT GUTENBERG EBOOK 40958 *** |