Chapter C: D, is the ring that supports the inner box (9)

Hence it is easy to conceive, that in order to fall at the greatest distance from the mortar, the bomb must be fired according to an elevation at the greatest possible distance, as well from a vertical, as from an horizontal line. This elevation divides in two equal parts the angle formed by the vertical and horizontal lines, which being of 90 degrees, or what is called a right angle, a bomb will be thrown to the greatest distance, in the direction of a line making an angle of 45 degrees. For above this angle the range will diminish, because the bomb approaches the vertical line; and under the same elevation it will also decrease, because the flight of the bomb approaches the horizontal line.

Hence also it appears that there are two angles, according to which a mortar may be inclined to make the bomb fall on the same place; these are the angles, equally distant from the line, which cuts the quadrant into two equal parts: so that if, for example, a mortar is elevated at 30°, the bomb will fall at the same distance as if it had been elevated at 60°, each of these angles being 15° distant on this, and that side of the quadrant; that is, from the angle of 45 degrees.

The second thing to be considered, is, to know the exact charge of powder necessary to throw a bomb to a given distance.

If the bomb, being fired at an elevation of 45°, falls short of the place intended, the charge of powder must be increased. If it reaches the place, or goes beyond it, it is evident that the charge is sufficient. If the bomb, at an elevation under 45°, fall short of the place intended, with a given charge, the mortar must be more elevated: if, on the contrary, it falls too far off, it must be more inclined to the horizon: and by these essays the proper degree of inclination may be easily and speedily discovered.

If the mortar then is raised above 45°, it must be more inclined, so as to make a more acute angle with the horizon, to increase the range of the bomb; and, on the contrary, raised nearer a perpendicular, to diminish it: all of which are consequences drawn from what has been said on this subject.

It must be observed, first, that the greatest distance to which a bomb can be thrown, with the strongest charge, is little more than about 1800, or 2000 fathoms.

Secondly, that though a mortar may be elevated indifferently, either so much above or below 45° as to carry a bomb to a given distance, yet when any building is to be destroyed, it should be raised above 45°, because the shell, rising to a greater height when fired according to a greater angle, falls with greater force, and by consequence will do more damage to the place on which it is thrown. But when the business is to fire on a body of men, the mortar must be pointed below 45°, that the bomb may not have force enough to enter far into the ground, and that the splinters in the explosion may do more execution.

PRACTICE FOR SEA-MORTARS.

Nature of the Mortar.
13 Inch. 10 Inch. Flight in Ranges in Length of
Powder. Powder. Seconds. Yards. Composition
in Fuses.
lb. oz. lb. oz. Inches Parts
3 0 12 612 2 64
4 0 1 12 14 832 3 8
2 4 15 958 3 30
5 0 2 6 16 1088 3 52
5 8 2 8 17 1299 3 74
3 2 18 1377 2 96
7 0 3 8 19 1534 4 18
4 0 20 1700 4 40
8 12 4 8 21 1874 4 62
9 0 5 8 22 2057 4 84
12 0 23 2248
14 24 2448
16 25 2656
18 8 2 26 2873 5 72
20 0 8 10 27 3098 5 94
22 0 9 8 28 3332 6 16
24 8 11 4 29 3574 6 38
28 0 12 0 30 3821 6 60
31 8 31 4085 6 82

The ranges of mortars, at the several elevations below, are in proportion to one another, viz.

45 40 35 30 25 20 15 10 5
100 98 94 86 76 64 50 34 17

Example. Knowing the range of a shell at 45 to be 890 yards, required the range at 30 with the same powder; say, as 100 : 86 : : 890 : 765.4; and if you have a shell’s range at 30, and would know how far it will go at 45 with the same quantity of powder, rule as 86 : 100 : : 765.4 : 890.

N. B. These propositions only hold good when the powder is equal.

RATES, the orders or classes into which the ships of war are divided, according to their force and magnitude.

It has already been observed, in the article NAVY, that this regulation, which limits the rates of men of war to the smallest number possible, seems to have been dictated by considerations of political œconomy, or of that of the simplicity of the service in the royal _dock-yards_. The British fleet is accordingly distributed into six rates, exclusive of the inferior vessels that usually attend on naval armaments; as sloops of war, armed ships, bomb-ketches, fire-ships and cutters, or schooners commanded by lieutenants.

Ships of the first rate mount 100 cannon, having 42 pounders on the lower deck, 24 pounders on the middle deck, 12 pounders on the upper deck, and 6 pounders on the quarter deck and forecastle. They are manned with 850 men, including their officers, seamen, marines, and servants.

In general, the ships of every rate, besides the captain, have the master, the boatswain, the gunner, the chaplain, the purser, the surgeon, and the carpenter; all of whom, except the chaplain, have their mates or assistants, in which are comprehended the sail-maker, the master at arms, the armorer, the captain’s clerk, the gunsmith, &c.

The number of other officers are always in proportion to the rate of the ship. Thus a first rate has six lieutenants, six master’s mates, twenty-four midshipmen, and five surgeon’s mates, who are considered as gentlemen; besides the following petty officers: quarter-masters, and their mates, fourteen; boatswains mates and yeomen, eight; gunners mates and assistants, six; quarter-gunners, twenty-five; carpenters mates, two, besides fourteen assistants; with one steward, and steward’s mate to the purser.

If the dimensions of all ships of the same rate were equal, it would be the simplest and most perspicuous method to collect them into one point of view in a table; but as there is no invariable rule for the general dimensions, it must suffice to remark those of some particular ships in each rate; for which purpose we have selected some of the latest construction.

The Victory, which is the last built of our first rates, is 222 feet 6 inches in length, from the head to the stern; the length of her keel, 151 feet 3 inches; that of her gun-deck, or lower deck, 186 feet; her extreme breadth is 51 feet 10 inches; her depth in the _hold_, 21 feet 6 inches; her burthen 2162 tons; and her poop reaches 6 feet before the mizen-mast.

Ships of the second rate carry 90 guns upon three decks, of which those on the lower battery are 32 pounders; those on the middle, 18 pounders; on the upper-deck, 12 pounders; and those on the quarter-deck, 6 pounders, which usually amount to four or six. Their complement of men is 750, in which there are six lieutenants, four master’s mates, twenty-four midshipmen, and four surgeon’s mates, fourteen quarter-masters and their mates, eight boatswain’s mates and yeomen, six gunner’s mates and yeomen, with twenty-two quarter-gunners, two carpenter’s mates, with ten assistants, and one steward and steward’s mate.

Ships of the third rate carry from 64 to 80 cannon, which are 32, 18, and 9 pounders. The 80–gun ships however begin to grow out of repute, and to give way to those of 74, 70, &c. which have only two whole batteries; whereas the former have three, with 28 guns planted on each, the cannon of their upper-deck being the same as those on the quarter-deck and fore-castle of the latter, which are 9 pounders. The complement in a 74 is 650, and in a 64, 500 men; having, in peace, 4 lieutenants, but in war, 5; and when an admiral is aboard, 6. They have 3 master’s mates, 16 midshipmen, 3 surgeon’s mates, 10 quarter-masters and their mates, 6 boatswain’s mates and yeomen, 4 gunner’s mates and yeomen, with 18 quarter-gunners, 1 carpenter’s mate, with 8 assistants, and 1 steward and steward’s mate under the purser.

Ships of the fourth rate mount from 60 to 50 guns, upon two decks, and the quarter-deck. The lower tier is composed of 24 pounders, the upper tier of 12 pounders, and the cannon on the quarter-deck and fore-castle are 6 pounders. The complement of a 50 gun ship is 350 men, in which there are three lieutenants, 2 master’s mates, 10 midshipmen, 2 surgeon’s mates, 8 quarter-masters and their mates, 4 boatswain’s mates and yeomen, 1 gunner’s mate and 1 yeoman, with 12 quarter-gunners, 1 carpenter’s mate and 6 assistants, and a steward and steward’s mate.

All vessels of war, under the fourth rate, are usually comprehended under the general name of frigates, and never appear in the line of battle. They are divided into the 5th and 6th rates, the former mounting from 40 to 32 guns, and the latter from 28 to 20. The largest of the fifth rate have two decks of cannon, the lower battery being of 18 pounders, and that of the upper-deck of 9 pounders; but those of 36 and 32 guns have only one complete deck of guns, mounting 12 pounders, besides the quarter-deck and fore-castle, which carry 6 pounders. The complement of a ship of 44 guns, is 280 men and that of a frigate of 36 guns, 240 men. The first has 3, and the second 2 lieutenants; and both have 2 master’s mates, 6 midshipmen, 2 surgeon’s mates, 6 quarter-masters and their mates, 2 boatswain’s mates and 1 yeoman, 1 gunner’s mate and 1 yeoman, with 10 or 11 quarter-gunners, and 1 purser’s steward.

Frigates of the 6th rate carry 9 pounders, those of 28 guns having 3 pounders on their quarter-deck, with 200 men for their complement; and those of 24, 160 men; the former has 2 lieutenants, the latter, 1; and both have 2 master’s mates, 4 midshipmen, 1 surgeon’s mate, 4 quarter-masters and their mates, 1 boatswain’s mate and 1 yeoman, 1 gunner’s mate and 1 yeoman, with 6 or 7 quarter-gunners, and 1 purser’s steward.

The sloops of war carry from 18 to 8 cannon, the largest of which have 6 pounders; and the smallest, viz. those of 8 and 10 guns, 4 pounders. Their officers are generally the same as in the 6th rates, with little variation; and their complements of men are from 120 to 60, in proportion to their force or magnitude.

N. B. Bomb-vessels are on the same establishment as sloops; but fire-ships and hospital-ships are on that of fifth rates.

Having already exhibited the dimensions of the largest first rate in our navy, we have, in the following table, collected those of the inferior rates:

│Guns.│ Length of│ Length of │ Extreme │ Depth in │Bur- │
Rates. │ │ the keel. │ the lower │ breadth. │ the hold. │then │
│ │ │ deck. │ │ │ in │
│ │ │ │ │ │tons.│
│ │Feet. Inch.│Feet. Inch.│Feet. Inch.│Feet. Inch.│ │
2d rate, │ 90│ 144 ¾│ 177 6 │ 50 │ 21 │ 1934│
Barfleur, │ │ │ │ │ │ │
│ │ │ │ │ │ │
3d Arro- │ 74│ 138 │ 168 3 │ 47 4 │ 19 9│ 1644│
rate, gant, │ │ │ │ │ │ │
Europa,│ 64│ 139 │ 159 │ 44 4 │ 19 4│ 1366│
│ │ │ │ │ │ │
4th rate, │ 50│ 120 8 │ 146 │ 40 4 │ 17 4│ 1044│
Salisbury, │ │ │ │ │ │ │
│ │ │ │ │ │ │
5th Phœnix,│ 44│ 116 11 │ 140 9 │ 37 1⅜│ 16 │ 856│
rate, │ │ │ │ │ │ │
Venus, │ 36│ 106 3 │ 128 4½│ 35 9 │ 12 4│ 722│
│ │ │ │ │ │ │
6th Carys- │ 28│ 97 3½│ 118 4 │ 33 8 │ 10 6│ 586│
rate, fort, │ │ │ │ │ │ │
Dol- │ 24│ 93 4 │ 113 │ 32 1 │ 11 │ 511│
phin, │ │ │ │ │ │ │
│ │ │ │ │ │ │
Sloop, │ 16│ 80 7⅝│ 98 │ 27 2 │ 12 8│ 316│
Nautilus, │ │ │ │ │ │ │

Nothing more evidently manifests the great improvement of the marine art, and the degree of perfection to which it has arrived in England, than the facility of managing our first rates; which were formerly esteemed incapable of government, unless in the most favourable weather of the summer. In testimony of this observation we may, with great propriety, produce the example of the Royal George, which, during the whole course of the late war, was known to be as easily navigated, and as capable of service, as any of the inferior ships of the _line_, and that frequently in the most tempestuous seasons of the year. The ingenious M. Du Hamel, who is eminently distinguished for his knowledge of marine affairs, has indeed judiciously objected to the defects and bad qualities of such large ships[51]. It is nevertheless hardly possible for any Englishman, who was witness to the defeat of M. Conflans, by the victorious Sir Edward Hawke, on the ever-memorable 20th of November, without dissenting a while from that gentleman’s opinion. In reality, a fact, confirmed by repeated experience, must unavoidably triumph over all theoretical conclusions.

Ships of the second rate, and those of the third, which have three decks, carry their sails remarkably well, and labour very little at sea. They are excellent in a general action, or in cannonading a fortress. Those of the third rate, which have two tiers, are fit for the line of battle, to lead the convoys and squadrons of ships of war in action, and in general, to suit the different exigencies of the naval service.

The fourth rates may be employed on the same occasions as the third rates, and may be also destined amongst the foreign colonies, or on expeditions of great distance; since these vessels are usually excellent for keeping and sustaining the sea.

Vessels of the fifth rate are too weak to suffer the shock of a line of battle; but they may be destined to lead the convoys of merchant-ships, to protect the commerce in the colonies, to cruize in different stations, to accompany squadrons, or be sent express with necessary intelligence and orders. The same may be observed of the sixth rates.

The frigates, which mount from 28 to 38 guns upon one deck, with the quarter-deck, are extremely proper for cruizing against privateers, or for short expeditions, being light, long, and usually excellent sailers.

RATTLINGS, _enflechures_, certain small lines which traverse the _shrouds_ of a ship horizontally, at regular distances from the deck, upwards, and forming a variety of ladders, whereby to climb to any of the mast-heads, or descend from them. Hence the term is apparently derived from _rath_, an obsolete word, signifying an hill.

In order to prevent the rattling from slipping down by the weight of the sailors, they are firmly attached by a knot, called a _clove-hitch_, to all the shrouds, except the foremost or aftmost; where one of the ends, being fitted with an eye-splice, is previously fastened with twine or packthread.

REACH, (_ræcan_, Sax.) the line, or distance, comprehended between any two points or stations on the banks of a river, wherein the current flows in a streight uninterrupted course.

REAR, (_arriere_, Fr.) a name given to the last division of a squadron, or the last squadron of a fleet, and which is accordingly commanded by the third officer of the said fleet or squadron. See the article DIVISION.

REEF, _ris_, (_reef_, Dutch) a certain portion of a sail, comprehended between the top or bottom, and a row of eyelet-holes parallel thereto.

The intention of the reef is to reduce the surface of the sail in proportion to the increase of the wind; for which reason there are several reefs parallel to each other in the superior sails, whereby they may be still farther diminished, in order to correspond with the several degrees of the gale. Thus the top-sails of ships are usually furnished with three reefs, _l_ _m_ _n_, fig. 1. plate IX. parallel to the yard; and there are always three or four reefs, parallel to the bottom on those main-sails and fore-sails, which are extended upon booms: a circumstance common to many of the small vessels.

REEF also implies a chain of rocks, lying near the surface of the water.

REEF-BAND, a piece of canvas, sewed across the sail, to strengthen it in the place where the eyelet-holes of the reefs are formed.

REEFING, the operation of reducing a sail, by taking in one or more of the reefs, which is either performed by lines, _points_, or _knittles_.

Thus the top-sails are always, and the courses generally, reefed with points, which are flat braided pieces of cordage, whose lengths are nearly double the circumference of the yard. These being inserted in the eyelet-holes, are fixed in the sail by means of two knots in the middle, one of which is before, and the other behind the reef-band.

In order to reef the top-sails with more facility and expedition, they are lowered down and made to _shiver_ in the wind, which considerably relaxes their tension. The extremities of the reef are then drawn up to the _yard-arms_ by an assemblage of pullies communicating with the deck, termed the _reef-tackle_; and they are securely fastened to the yard-arms by small cords, called _earings_. The space of sail, comprehended in the reef, is then laid smoothly over the yard, in several folds, or doubles: and the whole is completed by tying the points about the yard, so as to bind the reef close up to it.

The courses of large ships are either reefed with points or small cords, which are thence called _reef-lines_. In the latter case the line is passed spirally through the eyelet-holes of the reef, and over the head of the sail alternately, and afterwards strained as tight as possible. It must be observed, however, that the reef-line is sometimes passed round the yard, and sometimes only round the head of the sail; and each of these methods have their advocates, with arguments more or less convincing. But if it should appear essential to prevent the friction by which a sail is galled between the line and the yard; and as the rope-bands are sufficient to sustain the effort of the sail, it is certainly much better to pass the line only round the sail, provided that the turns are inserted through the _roband-legs_; a circumstance which is carefully practised by every skilful sailor.

The same reason may be alledged, with equal propriety, in favour of tying the points of the courses in the same manner; that is to say, the after-end of the point should be thrust forward between the head of the sail and the yard; and the fore-leg of the said point should come aft over the head of the sail, and also under the yard: and thus crossed over the head of the sail, the point should be extended, and the two ends brought over the yard, and tied on the upper side of it as strait as possible.

When a sail is reefed at the bottom, it is done by _knittles_, which being thrust through the eyelet-holes thereof, are tied firmly about the space of canvas of which the reef is composed, and knotted on the lower side of the bolt-rope. These knittles are accordingly removed as soon as the reef is let out.

Besides the manner above described, there are other methods of reducing a sail to the storm, as explained in the articles GOOSE-WING and BALANCE.

REEF-TACKLE, a rope which passes from the deck to a _block_ at the topmast-head, and thence to another block at the topsail-yard-arm, where it communicates with another rope, called its _pendant_, that runs downwards through a hole in the yard, and is afterwards attached to a _cringle_, a little below the lowest reef, as exhibited by fig. 1. plate IX. where _b_ is the reef-tackle, and _i_ the pendant thereof. It is used, as we have already observed, to pull the skirts of the reefs close up to the extremities of the topsail-yards, in order to lighten the sail, the weight of which would otherwise render it very difficult to perform this operation.

REEL _of the log_. See the article LOG.

_To_ REEVE, is to pass the end of a rope through any hole, as the channel of a block, the cavity of a thimble, cleat, ring-bolt, &c.

RECKONING. See DEAD-RECKONING.

REFITTING, is generally understood to imply the repairing any damages, which a ship may have sustained in her sails or rigging, by battle or tempestuous weather; but more particularly by the former. See ENGAGEMENT and REPAIR.

REIGNING-WINDS, a name given to the winds which usually prevail on any particular coast or region, the knowledge of which is essentially necessary to every pilot who is charged with the navigation in those seas.

RELIEVING-TACKLES, two strong tackles, used to prevent a ship from overturning on the _careen_, and to assist in bringing her upright after that operation is compleated.

The relieving-tackles are furnished with two strong _guys_, (_attrapes_) or _pendants_, by which their efforts are communicated, under the ship’s bottom, to the opposite side, where the ends of the guys are attached to the lower gun-ports. The other ends of the tackles are hooked to the wharf, or _pontoon_, by which the vessel is careened. Thus if the ship is first to be laid down on the larboard-side, which is nearest the wharf, the relieving-tackles are passed under her bottom from the said wharf, and attached to the starboard-side, by which they will restrain her from falling lower than is necessary. See _Righting_.

RELIEVING-TACKLE, is also a name sometimes given to the train-tackles of a gun-carriage. See CANNON and EXERCISE.

RENDERING, as a sea-term, is generally understood to be the effect of yielding, or giving way, without resistance, to the efforts of some mechanical power. It is usually expressed of a complicated tackle, _laniard_, or _lashing_, when the effect of the power applied is communicated with facility to all the parts, without being interrupted in its passage. It is therefore used in contra-distinction to sticking or jamming.

RENDEVOUS, the port, or place of destination, where the several ships of a fleet or squadron are appointed to rejoin the whole, in case of a separation, occasioned by tempestuous weather, or other unforeseen accident.

REPAIR, _radoub_, the operation of amending any injuries, or supplying any deficiencies, which a ship may have received by age, battle, tempestuous weather, &c.

The repair is necessarily greater or smaller, in proportion to the loss which the vessel has sustained. Accordingly a suitable number of the _timbers_, _beams_, or _planks_, or a sufficient part of either, are removed, and new pieces fixed in their places. The whole is completed by _breaming_, _calking_, and _paying_ the body with a new composition of stuff. See DOCKING.

REPRISE, a ship which is retaken from the enemy, soon after the first capture; or at least before she has arrived in any neutral or hostile port.

If a vessel, thus retaken, has been twenty-four hours in the possession of the enemy, it is deemed a lawful prize; but if it be retaken within that time, it is to be restored to the proprietor, with every thing therein, upon his allowing one-third to the vessel who made the reprise. Also if the reprise has been abandoned by the enemy, either in a tempest, or from any other cause, before it has been led into any port, it is to be restored to the proprietor.

RETREAT, the order or disposition in which a fleet of French men of war decline engagement, or fly from a pursuing enemy[52].

RHOMB-LINE, a line prolonged from any point of the compass on a nautical chart, except the four cardinal points.

RIBBANDS, _lisses_, (from _rib_ and _bend_) in naval architecture, long narrow flexible pieces of timber, nailed upon the outside of the ribs, from the _stem_ the _stern-post_, so as to envelop the ship lengthways, and appear on her side and bottom like the meridians on the surface of the globe.

The ribbands, being judiciously arranged with regard to their height and distance from each other, and forming regular sweeps about the ship’s body, will compose a kind of frame, whose interior surface will determine the curve of all the intermediate, or filling-timbers, which are stationed between the principal ones. As the figure of the ship’s bottom approaches to that of a conoid, and the ribbands having a limited breadth, it is apparent, that they cannot be applied to this convex surface without forming a double curve, which will be partly vertical and partly horizontal; so that the vertical curve will increase by approaching the stem, and still more by drawing near the stern-post. It is also evident, that by deviating from the middle line of the ship’s length, as they approach the extreme breadth at the _midship-frame_, the ribbands will also form an horizontal curve. The lowest of these, which is terminated upon the stem and stern-post, at the height of the _rising-line of the floor_, and answers to the upper part of the floor-timber upon the midship-frame, is called the _floor_-ribband. That which coincides with the _wing-transom_, at the height of the lower-deck upon the midship-frame, is termed the _breadth_-ribband: all the rest, which are placed between these two, are called intermediate ribbands.

From this double curve it results, that the ribbands will appear in different points of view, when delineated upon different planes of the same ship. To conceive this, let us suppose the skeleton of a ship upon the stocks, as in plate IV. fig. 11. and plate X. fig. 2. with the ribbands represented by dotted lines upon her bottom, If a spectator is placed opposite to the stem or stern-post, on a line prolonged from the keel, he will only view the projection of the ribbands on the plane of the midship-frame, in which the horizontal curve is very little perceived; he will discover part of the vertical curve, which rises continually from the extreme breadth towards the stem and stern, so that they must be drawn upon the plane of projection as oblique lines, which terminate upon the midship-frame at the point where the ribband touches it, and upon the stem and stern-post at the point where their ends are lodged.

If the spectator were to change his position, and perceive the projection of the ribbands upon a plane, supposed to be elevated upon the length of the keel, he would also discover their vertical curve, as it is sometimes expressed in the sheer-draught, without distinguishing the horizontal one.

But if we imagine the eye of the spectator placed considerably above the ship, on a line perpendicular to the middle of the keel, he will then discover the projection of the ribbands upon the plane of the ground beneath the ship, and view the horizontal curve, (see the _horizontal plane_, plate I.) without perceiving the perpendicular one.

In order to give the reader as distinct an idea as possible of the ribbands, we have, besides the above representations, exhibited a perspective view of them in the frame or skeleton of a small vessel, referred to, from the article TIMBER.

RIBS _of a ship_, a figurative expression for the timbers. See that article.

RIBS _of a parrel_. See PARREL.

RIDERS, a sort of interior ribs, fixed occasionally in a ship’s hold opposite to some of the principal timbers, and reaching from the kelson to the beams of the lower-deck, and sometimes higher, in order to strengthen her frame. They are bolted to the other timbers, to support them when it is apprehended the ship is not sufficiently strong in the part where they are fixed; which is generally amidships.

The riders have also their floor-pieces and futtocks, and sometimes their top-pieces, all of which are scarfed to each other in the same manner as in the timbers.

The riders ought to be stationed so as to lie between two ports of the lower deck, and to correspond with the timbers to which they are attached, in such a manner, as that the scarfs of the riders may be clear of those of the timbers. They are scored upon the kelson, clamps, and thick-stuff of the bottom. They are secured by bolts, which are driven from without, so as to penetrate the outside planks, the timbers, the clamps, and the riders; on the inside of which last they are fore-locked. See those articles.

These pieces are rarely used in merchant-ships, because they would be extremely inconvenient in the hold, besides occupying too large a space thereof; neither are they always used in vessels of war, at least till after the ship is enfeebled by several cruizes at sea.

RIDGE, a long assemblage of rocks, lying near the surface of the sea, so as to intercept the passage of a ship under sail. See also REEF and SHALLOW.

RIDING, when expressed of a ship, is the state of being retained in a particular station, by means of one or more cables with their anchors, which are for this purpose sunk into the bottom of the sea, &c. in order to prevent the vessel from being driven at the mercy of the wind or current. See MOORING.

RIDING _athwart_, the position of a ship which lies across the direction of the wind and tide, when the former is so strong as to prevent her from falling into the current of the latter.

RIDING _between the wind and tide_, the situation of a vessel at anchor, when, the wind and tide act upon her in direct opposition; in such a manner as to destroy the effort of each other upon her hull; so that she is in a manner balanced between their reciprocal force, and rides without the least strain on her cables.

When a ship does not labour heavily, or feel a great strain when anchored in an open road or bay, she is said to ride easy. On the contrary, when she pitches violently into the sea, so as to strain her cables, masts, or hull, it is called riding hard, and the vessel is termed a bad roader.

A ship is rarely said to ride when she is fastened at both the ends, as in a harbour or river, that situation being comprehended in the article MOORING.

RIGGING, a general name given to all the ropes employed to support the masts; and to extend or reduce the sails, or arrange them to the disposition of the wind.

The former, which are used to sustain the masts, remain usually in a fixed position, and are called _standing_ rigging; such are the _shrouds_, _stays_, and _back-stays_. The latter, whose office is to manage the sails, by communicating with various blocks, or pullies, situated in different places of the _masts_, _yards_, _shrouds_, &c. are comprehended in the general term of _running_-rigging. Such are the _braces_, _sheets_, _haliards_, _clue-lines_, _brails_, &c.

In rigging a mast, the first thing usually fixed upon its head, is a circular wreath of rope, called the _grommet_, or collar, which is firmly beat down upon the top of the _hounds_. The intent of this is to prevent the shrouds from being fretted or worn by the _tressel-trees_, or shoulders of the mast; after this are laid on the two _pendants_, from whose lower ends the main, or fore-tackles are suspended; and next, the _shrouds_ of the starboard and larboard side, in pairs, alternately. The whole is covered by the _stays_, which are the largest ropes of the rigging.

When a yard is to be rigged, a grommet is also driven first on each of its extremities: next to this are fitted-on the _horses_, the _braces_; and, lastly, the _lifts_, or _top-sail sheet_-blocks: all of which are explained in their proper places.

The principal objects to be considered in rigging a ship appear to be strength, convenience, and simplicity; or the properties of affording sufficient security to the masts, yards, and sails; of arranging the whole machinery in the most advantageous manner, to sustain the masts, and facilitate the management of the sails; and of avoiding perplexity, and rejecting whatever is superfluous or unnecessary. The perfection of this art then consists in retaining all those qualities, and in preserving a judicious medium between them.

RIGGING-OUT _a boom_, the operation of running out a pole upon the end of a yard, or bowsprit, to extend the foot of a sail. These booms are confined in those places by double rings, formed like a figure of 8, one part of which is fastened to the respective yard-arm, or bowsprit-end, and the other receives the boom, which is occasionally rigged out, or drawn in through it. The rings used in this service are termed _boom-irons_.

RIGHTING, _relever_, the act of restoring a ship to her upright position, after she has been laid on a _careen_, by the mechanical powers usually applied in that operation.

This is generally the natural effect of casting loose the careening pullies by which she had been drawn down. It is however necessary sometimes to apply mechanical powers to right the ship in such a situation. The principal of these are the relieving-tackles. See that article.

A ship is also said to right at sea when she rises, with her masts erected, after having been prest down on one side by the effort of her sails, or a heavy squall of wind.

RIGHTING, when expressed of the helm, implies the replacing it in the middle of the ship, after having produced the required effect, of wheeling her to the right or left, as much as appeared necessary.

RIM, or BRIM, a name given to the circular edge of any of the _tops_. See that article.

RING-BOLT, _cheville à boucle_, an iron bolt, with an eye at one end, wherein is fitted a circular ring, as expressed in fig. 3. and 4. plate II. The ring bolts are for several uses, but particularly to hook the _tackles_, by which the cannon of a ship are managed and secured: accordingly there is one fixed in the deck opposite to every cannon, represented by Z, plate III. DECK: and they are, for the same purpose, fixed in the edges of the gun-ports, as expressed in the MIDSHIP-FRAME, plate VII. They are driven through the plank and the corresponding beam, or timber, and retained in this position by a small pin thrust through a hole in the small end, as appears in fig. 39, plate II.

RING-ROPES, short pieces of rope, tied occasionally to the ring-bolts of the deck, to fasten the cable more securely when the ship rides in a tempest, or turbulent sea, or rapid current. They are, however, more particularly necessary in veering away the cable gradually in those circumstances, in order to _freshen the hause_; as, without this precaution, it would be extremely difficult to check the cable, which, being then charged with a great effort, might be drawn violently out of the ship at random.

RING-TAIL, a small triangular sail, extended on a little mast, which is occasionally erected for that purpose on the top of a ship’s stern. The lower part of this sail is stretched out by a boom, which projects from the stern horizontally. This sail is only used in light and favourable winds, particularly in the Atlantic ocean.

RING-TAIL is also a name given to a sort of _studding-sail_, hoisted beyond the after-edge, or skirt of those main-sails which are extended by a _boom_ and gaff; as in all _sloops_, _brigs_, and _schooners_: this ring-tail is accordingly of the same depth with that part of the main-sail upon which it borders. See SAIL.

RIPPLING, a broken and interrupted noise, produced by a current on or near the sea-coast.

RISING-LINE, a name given by shipwrights to an incurvated line, which is drawn on the plane of elevation, to determine the height of the ends of all the _floor-timbers_ throughout the ship’s length, and which accordingly ascertains the figure of the bottom, with regard to sharpness and flatness.

ROAD, (_rade_, Fr.) a bay, or place of anchorage, at some distance from the shore, on the sea-coast, whither ships or vessels occasionally repair to receive intelligence, orders, or necessary supplies; or to wait for a fair wind, &c.

The excellence of a road consists chiefly in its being protected from the reigning winds, and the swell of the sea; in having a good _anchoring-ground_, and being at a competent distance from the shore. Those which are not sufficiently enclosed are termed open roads.

ROADER, a vessel riding at anchor in a road, bay, or river. If a vessel under sail strikes against any roader, and damages her in passing, the former is obliged by law to make good the damages sustained by the latter.

The roaders attentively observe to anchor, or moor, at a competent distance from each other; and that those which arrive last shall not moor in the tract of the shipping which anchored before, so as to intercept their passage when they are ready to depart.

ROBANDS, or ROPE-BANDS. See ROPE-BAND.

ROGUES-YARN, a name given to a rope-yarn, of a particular construction, which is placed, in the middle of every _strand_, in all cables and cordage in the king’s service. It differs from all the rest, as being untarred, and twisted in a contrary manner, by which it is easily discovered. The use of this contrivance is to examine whether any cordage, supposed to be stolen or embezzled, has been formed for the king’s service.

ROLLER, a cylindrical piece of timber, fixed either horizontally or perpendicularly above a ship’s deck, so as to revolve about an axis. It is used to prevent the _cables_, _hausers_, &c. from being chafed by the friction which their surfaces would otherwise encounter, from bearing against that part of the ship, where the roller is placed, whilst they are drawn into the ship, &c. by mechanical powers.

ROLLERS, are also moveable pieces of wood, of the same figure, which are occasionally placed under planks, or long pieces of timber, in order to move them with greater facility either in the _dock_-yards, or in lading and delivering merchant-ships.

ROLLING, the motion by which a ship rocks from side-to side like a cradle, occasioned by the agitation of the waves.

ROLLING, therefore, is a sort of revolution about an imaginary axis, passing through the center of gravity of a ship: so that the nearer the center of gravity is to the keel, the more violent will be the rolling-motion; because the center about which the vibrations are made, is placed so low in the bottom, that the resistance made by the keel to the volume of water which it displaces in rolling, bears very little proportion to the force of the vibration above the center of gravity, the radius of which extends as high as the mast-heads.

But if the center of gravity is placed higher above the keel, the radius of vibration will not only be diminished; but an additional force to oppose the motion of rolling will be communicated to that part of the ship’s bottom which is below the center of gravity.

So far as relates to the effect of rolling, when produced by the quality or stowage of the ballast, and to the manner by which it may be prevented, _viz._ a change of the quantity or disposition of the ballast, we shall endeavour to explain under the article TRIM. It may, however, be necessary to remark, that the construction of the ship’s bottom may also contribute to diminish this movement considerably.

To illustrate this by an example, let us suppose the section of a ship perpendicular to the keel to be exactly circular, plate VIII. fig. 8. it is evident, that if this be agitated in the water, it will have nothing to sustain it, because the rolling or rotation about its center displaces no more water than when it remains upright: consequently the rolling motion must be very great in a high sea. But if a plank is fixed below it edgeways, or perpendicular to the surface, as low as _e_, throughout the whole length of the ship, it is plain that the plank e will displace a volume of water to the right, when the ship is inclined to the left, which will retard her motion; and this obstruction will always act contrary to her _heeling_ or inclination to one side, and greatly diminish the vibration or rolling; although it will add very little to her stiffness: For, admitting the ship to incline to one side, as in fig. 8. the plank _d e_ would produce a very weak effort to bring her upright. But the depth of the keel, the rising of the floors, and the dead wood fore and aft, as in fig. 9. plate VIII. will answer the same purpose as the plank _d e_.

Many fatal disasters have happened to ships, arising from a violent rolling; as the loss of the masts, loosening of the cannon, and straining violently on the decks and sides, so as to weaken the ship to a great degree. See BALLAST, LABOURING, and PITCHING.

ROLLING-TACKLE, a pulley or purchase fastened to that part of a sail-yard which is to the windward of the mast, in order to confine the yard close down to the leeward, when the sail is furled.

It is used to prevent the yard from having a great friction against the mast in a high sea, which would be equally pernicious to both.

ROPES, _cordes_, (_rap_, Sax. _reep_, Dutch) a general name given to all sorts of cordage, above one inch in circumference, used in the rigging a ship. See CABLE, HAUSER, TOWLINE, and WARP.

ROPES are either cable-laid or hauser-laid: the former are composed of nine _strands_, viz. three great strands, each of which is composed of three smaller strands; and the latter is made with three strands, each of which contains a certain number of rope-yarns, in proportion to the size of the rope required.

ROPE-BANDS, _rabans_, pronounced roebins, certain pieces of small rope, or braided cordage, used to tie the upper edges of the great sails to their respective yards. They are inserted through the eyelet-holes in the head of the sail, being generally of a sufficient length to pass two or three times about the said yard.

ROPE-YARN, _fil de caret_, the smallest and simplest part of any rope, being one of the threads of which a _strand_ is composed; so that the size of the latter, and of the rope into which it is twisted, are determined by the number of rope-yarns.

ROVER, a pirate or free-booter. See PIRATE.

ROUGH-TREE, a name given in merchant-ships to any mast, yard, or boom, placed as a rail or fence above the ship’s side, from the quarter-deck to the fore-castle. It is, however, with more propriety, applied to any mast, &c. which remains rough and unfinished.

ROUND-HOUSE, a name given, in East-Indiamen, and other large merchant-ships, to a cabin or apartment built in the after part of the quarterdeck, and having the poop for its roof. This apartment is usually called the coach in our ships of war.

ROUNDING, certain old ropes wound firmly and closely about that part of a cable which lies in the _hause_, or under the ship’s _bow_, or athwart the stem. It is used to prevent the surface of the cable from being chafed or fretted in those places. See the articles KAICLING and SERVICE.

ROUNDING-IN generally implies the act of pulling upon any rope which passes through one or more blocks, in a direction nearly horizontal; as, round-in the weather-braces! &c. It is apparently derived from the circular motion of the rope about the _sheave_ or pulley through which it passes.

ROUNDING-UP is used nearly in the same sense, only that it is expressed of a _tackle_ which hangs in a perpendicular position, without sustaining or hoisting any weighty body: it is then the operation of pulling the blocks closer to each other, by means of the rope which passes through them, to compose the tackle; and is therefore opposed to _over-hauling_, by which the blocks are drawn farther asunder.

ROUSSING, the act of pulling together upon a cable, hauser, &c. without the assistance of _tackles_, _capsterns_, or other mechanical powers. It is particularly used in the exercise of removing a ship from one place to another, by means of ropes and anchors. See the article WARPING.

_To_ ROW, _ramer_, (_rowan_, Sax.) to impel a boat or vessel along the surface of the water by oars, which are managed in a direction nearly horizontal. See OAR.

ROW-GALLEY. See the article GALLEY.

ROW-LOCKS, those parts of the _gunwale_, or upper edge of a boat’s side, whereon the oar rests in the exercise of rowing. In the sides of the smallest vessels of war, a number of little square holes, called row-ports, are cut for this purpose, parallel to the surface of the water.

ROWERS, _rameurs_, a name given to the persons by whom the oars are managed.

ROWING-GUARD. See GUARD-BOAT.

ROYAL, _boulingue_, a name given to the highest sail which is extended in any ship. It is spread immediately above the top-gallant-sail, to whose yardarms the lower corners of it are attached. This sail is never used but in light and favourable breezes.

RUDDER. See the article HELM.

RUN, the aftmost or hindmost part of a ship’s bottom, where it grows extremely narrow, as the floor approaches the stern-post.

RUNG-HEADS, _fleurs_, a name sometimes given by shipwrights to the upper ends of the floor-timbers, which are otherwise more properly called floor-heads. See NAVAL ARCHITECTURE.

RUNNER, _itague_, a thick rope used to increase the mechanical powers of a _tackle_. See that article.

The runner _a_, fig. 10. plate VIII. passes through a large hook-block, as _c_, and has usually a hook _b_ attached to one of its ends, and one of the tackle-blocks to the other; and in applying it, the hook, as well as the lower block of the corresponding tackle, is fixed to the object intended to be removed.

RUNNING-OUT _a warp_, the act of carrying the end of a rope out from the ship, in a boat, and fastening it to some distant place, to remove the ship towards the said place, or keep her steddy whilst her anchors are lifted, &c.

RUNNING-RIGGING, all that part of a ship’s rigging which passes through the blocks, to dilate, contract, or traverse the sails. See the article RIGGING.

S.

SADDLE, a small _cleat_ or wooden block, hollowed on the upper and lower side, and nailed on the lower _yard-arms_, to retain the studding-sail-_booms_ in a firm and steddy position. For this purpose the cavity on the lower part of the saddle conforms to the cylindrical surface of the yard to which it is attached: and in like manner the hollow, on the upper side, answers to the figure of the boom, and serves as a channel whereby it may be run out or in, along the yard, as occasion requires.

SAGGING _to leeward_, the movement by which a ship makes a considerable _lee-way_, or is driven far to leeward of the course whereon she apparently sails. It is generally expressed of heavy-sailing vessels, as opposed to keeping well to windward, or, in the sea-phrase, holding a good wind.

SAIC, a sort of Grecian ketch, which has no top-gallant-sail or mizen-top-sail. See KETCH.

SAIL, _voile_, (_segl_, Sax. _seyhel_, _seyl_ Dutch) an assemblage of several breadths of canvas, or other texture, sewed together, and extended on, or between the _masts_, to receive the wind, and carry the vessel along the water.

The edges of the _cloths_, or pieces, of which a sail is composed, are generally sewed together with a double seam: and the whole is skirted round at the edges with a cord, called the _bolt-rope_.

Although the form of sails is extremely different, they are all nevertheless triangular or quadrilateral figures or, in other words, their surfaces are contained either between three or four sides.

The former of these are sometimes spread by a _yard_, as _lateen_-sails; and otherwise by a _stay_, as _stay_-sails; or by a mast, as shoulder-of-mutton-sails: in all which cases the foremost _leech_ or edge is attached to the said yard, mast, or stay, throughout its whole length. The latter, or those which are four-sided, are either extended by yards, as the principal sails of a ship; or by yards and booms, as the _studding_-sails, _drivers_, _ring-tails_, and all those sails which are set occasionally; or by _gaffs_ and booms, as the _main-sails_ of _sloops_ and _brigantines_.

The principal sails of a ship (fig. 1. plate IX.) are the courses or lower sails _a_, the _top-sails b_, which are next in order above the courses; and the top-gallant-sails _c_, which are expanded above the top-sails.

The courses are the main-sail, fore-sail, and mizen, main-stay-sail, fore-stay-sail and mizen-stay-sail; but more particularly the three first. _N. B._ The main-stay-sail is rarely used except in small vessels.

In all quadrangular sails the upper edge is called the head; the sides or skirts are called leeches; and the bottom or lower edge is termed the foot. If the head is parallel to the foot, the two lower corners are denominated _clues_, and the upper corners earings.

In all triangular sails, and in those four-sided sails wherein the head is not parallel to the foot, the foremost corner at the foot is called the tack; and the after lower-corner the clue; the foremost perpendicular or sloping edge is called the _fore_ leech, and the hindmost the _after_ leech.

The heads of all four-sided sails, and the fore-leeches of lateen sails, are attached to their respective yard or gaff by a number of small cords called robands; and the extremities are tied to the yard-arms, or to the peek of the gaff, by _earings_.

The stay-sails are extended upon stays between the masts, whereon they are drawn up or down occasionally, as a curtain slides upon its rod, and their lower parts are stretched out by a tack and sheet. The clues of a top-sail are drawn out to the extremities of the lower yard, by two large ropes called the top-sail sheets; and the clues of the top-gallant-sails are in like manner extended upon the top-sail yard-arms, as exhibited by plate IX. fig. 1.

The studding-sails are set beyond the leeches or skirts of the main-sail and fore-sail, or of the top-sails or top-gallant-sails of a ship. Their upper and lower edges are accordingly extended by poles run out beyond the extremities of the yards for this purpose. Those sails however are only set in favourable winds and moderate weather.

All sails derive their name from the mast, yard, or stay upon which they are extended. Thus the principal sail extended upon the main-mast is called the main-sail, _grande voile_, _d_, fig. 2. plate IX.; the next above, which stands upon the main-top-mast, is termed the main top-sail, _grand hunier_, _e_; and the highest, which is spread across the main-top-gallant-mast, is named the main-top-gallant-sail, _grand perroquet_, _f_.

In the same manner there is the fore-sail, _misaine_, _g_; the fore-top-sail, _petit hunier_, _h_; and the fore-top-gallant-sail, _petit perroquet_, _i_; the mizen, _artimon_, _k_; the mizen top-sail, _perroquet d’artimon_, _l_; and mizen top-gallant-sail _m_. Thus also there is the main stay-sail _o_; main-top-mast stay-sail _p_; and main-top-gallant stay-sail _q_; with a middle stay-sail which stands between the two last. _N. B._ All these stay-sails are between the main and fore masts.

The stay-sails (_voiles d’etai_) between the main-mast and mizen-mast are the mizen stay-sail _r_; and the mizen top-mast stay-sail _s_; and sometimes a mizen top-gallant stay-sail above the latter.

The stay-sails between the fore-mast and the bowsprit are the fore stay-sail _t_; the fore top-mast stay-sail _u_; and the jib, _foc_, _x_. There is besides two square sails extended by yards under the bowsprit, one of which is called the sprit-sail, _civadiere_, _y_; and the other the sprit-sail top-sail _z_, _perroquet de beaupré_. For the French names of all the stay-sails, see the French term ETAI, and the phrases following it.

The studding-sails (_bonnettes en étui_) being extended upon the different yards of the main-mast and fore-mast, are likewise named according to their stations, the lower, top-mast, or top-gallant studding sails.

The ropes by which the lower yards of a ship are hoisted up to their proper height on the masts, are called the _jears_. In all other sails the ropes employed for this purpose are called _haliards_.