Chapter L: L, the deck-transom (1)

M, N, O, first, second, and third transoms; with _l_, _m_, _n_, _o_, four intermediate transoms.

O M L K P, the direction of the fashion-piece, whose upper part is expressed by the dotted lines K P.

Q, the cove, a sort of arched canopy, serving as a roof to the stern-gallery.

R Q R, the screen bulk-head, or partition, containing the cabin windows.

R S S R, the balustrade of the stern gallery, with S S, the foot-pace-rail, which determines the height of its floor, or platform.

S C S, the ward-room windows.

T, the lower finishing of the quarter gallery.

_To Face STERN_ _PLATE X._
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Fig. 2. exhibits a stern view of a 60 gun-ship, with the curve of the _frame-timbers_ on one side, and the disposition of all the planks of the bottom on the other side.

Fig. 3. represents a stern view of a French man of war of 70 guns.

Plate XI. fig. 1. is a stern for a first or second rate: accordingly it is furnished with a middle apartment between the ward-room and the captain’s cabin. This apartment is also furnished with galleries on the stern and quarter. The other parts of it are described in the explanation of fig. 1. in plate X. See also the article QUARTER.

STERN-FAST, a rope used to confine the stern of a ship or boat to any wharf or jetty-head, &c.

STERNMOST, usually implies that part of a fleet of ships which is in the rear, or farthest astern, as opposed to _head-most_.

STERN-POST, _etambot_, a long straight piece of timber erected on the extremity of the _keel_, to sustain the rudder, and terminate the ship behind.

This piece, which is expressed by B in the PIECES _of the_ HULL, plate I. ought to be well secured and supported; because the ends of all the lower planks of the ship’s bottom are fixed in a channel, cut on its surface; and the whole weight of the rudder is sustained by it.

The dimensions of the stern-post, or the proportional breadth and thickness, in the different parts of its height, are geometrically delineated in the _quarter_ and stern of a 74 gun-ship, plate VIII. and X. being expressed in both by A B. It is usually marked like the _stem_, with a scale of feet from the keel upwards, in order to ascertain the draught of water, at that part of the vessel.

The difficulty of procuring a stern-post of sufficient breadth in one piece, has introduced the practice of fixing an additional piece behind it, which is strongly bolted to the former. The hinges, which support the rudder, are accordingly fixed to this latter, which is also tenanted into the keel, and denominated the back of the _post_, being expressed by E in the _pieces_ of the _hull_, referred to above. It is half the breadth of the stern-post, at the heel, but diminishes gradually towards the upper end, where it is one third narrower.

The stern-post is strongly attached to the keel by a knee, G, PIECES of the HULL, of which one branch extends along the keel, being _scarfed_ and bolted to the _dead-wood_, and fore-locked under the keel; whilst the other branch inclines upwards, and corresponds with the inside, or fore part of the stern-post; to which it is also bolted in the same manner.

STERN-SHEETS, that part of a boat which is contained between the stern and the aftmost, or hindmost, seat of the _rowers_. It is generally furnished with benches, to accommodate the passengers. See the article BOAT.

STERN-WAY, the movement by which a ship retreats, or falls backward, with her stern foremost.

STEWARD, _maitre-valet_, an officer in a ship of war, appointed by the purser, to distribute the different species of provisions to the officers and crew; for which purpose he is furnished with a mate, and proper assistants.

STIFF, the quality by which a ship is enabled to carry a sufficient quantity of sail, without hazard of oversetting. See the articles BALLAST and TRIM.

STINK-POT, _pot à feu_, an earthen jar, or shell, charged with powder, grenadoes, and other materials of an offensive and suffocating smell. It is frequently used by privateers, in the western ocean, in the attack of an enemy, whom he designs to board; for which purpose it is furnished with a lighted fuse, at the opening or touch-hole. See BOARDING.

STIRRUPS. See the article HORSE.

STOCKS, a frame erected on the shore of a river, or harbour, whereon to build shipping. It generally consists of a number of wooden blocks, ranged parallel to each other, at convenient distances, and with a gradual declivity towards the water. See LANCHING.

STOPPERS, _bosses_, certain short pieces of rope, which are usually _knotted_ at one, or both ends, according to the purpose for which they are calculated. They are either used to suspend any weighty body, or to retain a cable, _shroud_, &c. in a fixed position.

Thus, the anchors, when first hoisted up from the ground, are hung to the cat-head, by a stopper attached to the latter, which passing through the anchor-ring, is afterwards fastened to the timber-head, _n_, fig. 10. plate IV. and the same rope serves to fasten it on the _bow_ at sea; or to suspend it by the ring when it is to be sunk from the ship to the bottom.

The stoppers of the cables have a large knot, and a _laniard_, at one end, and are fastened to a ring-bolt in the deck, by the other. They are attached to the cable, by the laniard, which is fastened securely round both by several turns passed behind the knot, or about the neck of the stopper; by which means the cable is restrained from running out of the ship, when she rides at anchor. See also BITS and RING-ROPE.

The stoppers of the shrouds have a knot and a laniard at each end. They are only used when the shrouds are cut asunder in battle, or disabled by tempestuous weather; at which time they are _lashed_, in the same manner as those of the cables, to the separated parts of the shroud, which are thereby reunited, so as to be fit for immediate service. This, however, is only a temporary expedient, applied when there is not time or opportunity to refit them, by a more complete operation.

STORE-KEEPER, _garde-magasin_, an officer in the royal dock-yards, invested with the charge of the principal naval stores; as the sails, anchors, cordage, &c.

STORE-ROOM, _soute_, an apartment, or place of reserve, of which there are several in a ship, to contain the provisions, or stores of a ship, together with those of her officers, during a sea-voyage.

STOWAGE, _arrimage_, the general disposition of the several materials contained in a ship’s hold, with regard to their figure, magnitude, or solidity.

In the stowage of different articles, as ballast, casks, cases, bales, and boxes, there are several general rules to be observed, according to the circumstances or qualities of those materials. The casks, which contain any liquid, are, according to the sea phrase, to be _bung-up_ and _bilge-free_, i. e. closely wedged up, in an horizontal position, and resting on their quarters: so that the bilges, where they are thickest, being entirely free all round, cannot rub against each other, by the motion of the vessel. Dry goods, or such as may be damaged by the water, are to be carefully inclosed in casks, bales, cases, or wrappers; and wedged off from the bottom and sides of the ship, as well as from the bows, masts, and pump-well. Due attention must likewise be had to their disposition, with regard to each other, and to the trim and centre of gravity of the ship; so that the heaviest may always be nearest the keel, and the lightest gradually above them. See BALLAST, TRIM, and ROLLING.

STRAIT, _etroite_, a narrow channel, or arm of the sea, contained between two opposite shores; as the straits of Gibraltar; the straits of Sunda; the straits of Dover, &c.

STRAKES, or STREAKS, the uniform ranges of planks on the bottom and sides of a ship; or the continuation of planks joined to the end of each other, and reaching from the _stem_, which limits the vessel forward, to the _stern-post_, and fashion-_pieces_, which terminate her length abaft. The lowest of these, which is called the _garboard-streak_, is let into the keel below, and into the stem and stern-post. See those articles.

STRAND, _touron_, one of the twists, or divisions, of which a rope is composed. See the articles ROPE and CABLE.

STRAND also implies the sea-beach: hence a ship is said to be stranded when she has run a-ground on the sea-shore.

STRETCHER, _banquet_, a sort of staff fixed athwart the bottom of a boat, for the rower to place his feet against, in order to communicate a greater effort to his oar.

STRETCHING, _in navigation_, is generally understood to imply the progression of a ship under a great surface of sail, when _close-hauled_. The difference between this phrase and _standing_, is apparently in the quantity of sail, which, in the latter, may be very moderate; but in stretching, generally signifies excess: as, we saw the enemy at day-break stretching to the southward, under a crowd of sail, &c.

_To_ STRIKE, _in navigation_, to run ashore, or to beat upon the ground in passing over a bank or shallow.

_To_ STRIKE also implies to lower or let down any thing; as an ensign, or topsail, in saluting; or, as the yards and topmasts in tempestuous weather. It is, however, more particularly used to express the lowering of the colours, in token of surrender, to a victorious enemy.

STRING _in ship-building_, the highest range of planks in a ship’s ceiling; or that which lies between the _gunnel_, and the upper edge of the upper deck-ports, as expressed by T in the MIDSHIP-FRAME, plate VII.

_To_ STRIP _the masts_, _defuner_, is to unrig a ship, or deprive the masts of their machinery and furniture; an exercise which is otherwise called dismantling.

STROKE, a single sweep of the oars in rowing. Hence they say, Row a long stroke! _longue rime!_ which is intended to push the vessel forward more steddily. See the article OAR; as also the French term NAGER, and the phrases following it.

_PLATE XI._

_Geometrical Elevation of the STERN of a 1^{st} 2^d RATE._
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STROKESMAN, the person who rows the hindmost oar in a boat, and gives the stroke, which the rest are to follow; so that all the oars may operate together.

STROP, _etrope_, a piece of rope _spliced_ into a circular wreath, and used to surround the body of a block; so that the latter may be hung to any particular station about the _masts_, _yards_, or _rigging_. Thus, fig. 37. and 38. in plate II. represent two block-strops of different sorts. See BLOCK and EYE.

STROPS are also used occasionally to fasten upon any large rope, for the purpose of hooking a _tackle_ to the eye, or double part of the strop; in order to extend, or pull with redoubled effort, upon the said rope; as in _setting-up_ the rigging, where one hook of the tackle is fixed in a strop applied to the particular _shroud_, and the other to its laniard. See the article LANIARD.

STUDDING-SAILS, _bonettes en etui_, certain light sails extended, in moderate and steddy breezes, beyond the skirts of the principal sails, where they appear as wings upon the yard-arms.

The word may be traced from several derivations; as from _scud_, _stead_, or _steddy_. The small sails used by _sloops_, schooners, and tartanes, when scudding, are nearly of the same size and figure with the lower studding-sails; and the accidental application of the former, to the usual design of the latter, throws a probability on the derivation from _scud_; especially as being used in the small vessels of our ancestors, who were unacquainted with topmasts; and, of course, had no conception of topmast-studding-sails. An ingenious friend of the author, seems, with greater propriety, to derive it from steddy; because, when the wind is extremely feeble, the fluctuation of the sea, although almost imperceptible, is communicated to the ship, and thence to the principal sails; which, being shaken and slapped against the masts, will, by their weight, prevent, or at least considerably diminish, the operation of the wind. The studding-sails, on the contrary, being of a much lighter and thinner texture, more readily feel the effort of the breeze, and continue inflated, so as to push the ship forward, and give her head-way. By this circumstance, she becomes susceptible of the power of the helm, and is accordingly retained in a steddy course; and hence those sails may originally have been called _steddying_-sails, afterwards corrupted into studding-sails. The last conjecture, which seems equally favourable, is drawn from the Saxon word _sted_, to help or assist; in which sense, those sails may be considered as auxiliar, being set occasionally to help the others, or assist the ship’s course; and thence called steading, or stedding-sails. But the expression of _steering sails_, however adopted by many officers, is a most contemptible conceit, without either authority or reason to support it. The others are implicitly submitted to the reader’s decision.

The topmast studding-sails, or those which are set on the out side of the topsails, are spread below by a boom, which, sliding out from the extremities of the main and fore-yards, as explained in the article SADDLE, pushes out their lower corners: and their upper edges, which are attached to a light pole, are hoisted up to the topsail-yard-arms. See also BOOM-IRON, in the article IRON-WORK.

The lower studding-sails, which are spread beyond the skirts or _leech_ of the main-sail and fore-sail, are fixed nearly in the same manner; only that the boom, which extends their bottoms, is generally hooked to the _chains_ by means of a _goose-neck_; or else swings off along with the sail, to which it is suspended; being kept steddy behind by a rope called the _guy_.

STUFF, _courrée_, any composition, or melted mass, used to smear or daub the masts, sides, or bottom of a ship. That which is chiefly used for the lower masts is simply turpentine, rosin, or varnish of pine: for the topmasts, tallow or butter: for the sides, turpentine, varnish of pine, tar and oil, or tar mixed with oil and red oker: and for the bottom, a mixture of tallow, sulphur, and rosin, or tar: whale-oil and broken glass; or any part of these ingredients: and this application is called giving a new coat of stuff to the masts, sides, &c.

SUPERCARGO, an officer charged with the accounts of the cargo, and all other commercial affairs in a merchant-ship.

SUPPLY, a fresh recruit of provisions or stores sent to a ship or fleet.

SURF, the swell of the sea which breaks upon the shore, or any rock lying near the surface of the sea.

SURGE, the same with a wave; which see.

SURVEY, an examination made by several naval officers into the state or condition of the provisions, or stores, belonging to a ship, or fleet of men of war.

SURVEYORS _of the navy_, two officers, who sit at the navy-board, being invested with the charge of building and repairing his Majesty’s ships, at the different dock-yards of the kingdom: for which purpose they are trained to the theory and practice of ship-building. It is also their office to know the state of the navy; to audit the accounts of all boatswains and carpenters serving therein; and to enquire into the condition of all naval stores, at home or abroad, in order to supply whatsoever may be deficient.

SWAB, _fauber_, (_swabb_, Swed.) a sort of mop formed of a large bunch of old rope-yarns, and used to clean the decks and cabins of a ship: hence the person, who uses it, is called the swabber.

SWEEPING, _draguer_, the act of dragging the bight, or loose part of a small rope, along the surface of the ground, in a harbour, or road, in order to hook and recover some anchor, wreck, or other material, sunk at the bottom. It is performed by fastening the two ends of this rope to the sides of two boats which are abreast of each other, at some distance. To the middle of the rope are suspended two cannon-shot, or something which weighs heavy, in order to sink it to the ground; so that, as the boats advance, by rowing ahead, the rope drags along the bottom, to hook any anchor, &c. for which they are searching.

SWELL, _enflement_, generally denotes an heavy and continued agitation of the waves, according to a particular direction: as there is a great swell setting into the bay. It is, however, more particularly applied to the fluctuating motion of the sea, which remains after the expiration of a storm: as also, to that which breaks on the sea-shore; or upon rocks, or shallows.

SWIFTER, a rope used to confine the bars of the capstern in their sockets, whilst the men are heaving it about; for which purpose it is passed through holes in the extremities of the bars, so as to strain them firmly together like the spokes of a wheel; which is accordingly called swifting. See the article CAPSTERN.

SWIFTER is also a strong rope, sometimes used to encircle a boat longitudinally, as well as to strengthen and defend her sides, as to enable her the better to resist the impression of other boats which may run against her occasionally. It is usually fixed about a foot under the boat´s upper edge, or gunnel.

SWIFTERS are likewise two _shrouds_ fixed on the starboard and larboard side of the lower masts, above all the other shrouds, as an additional security to the masts. The hoisters are never confined, like the other shrouds, by _Cat-harpings_. See that article.

_To_ SWING, to turn round the anchors, or _moorings_, at the change of the wind, or tide: it is usually expressed of a ship, either when she is moored by the head, or _riding_ at a single anchor.

T.

TABLING, _bander_, a sort of broad hem formed on the skirts and bottoms of a ship’s sails, to strengthen them in that part which is attached to the bolt-rope.

TACK, _couet_, a rope used to confine the foremost lower-corners of the _courses_ and _stay-sails_ in a fixed position, when the wind crosses the ship’s course obliquely. The same name is also given to the rope employed to pull out the lower corner of a _studding-sail_ or _driver_ to the extremity of its boom.

The main-sail and fore-sail of a ship are furnished with a tack on each side, which is formed of a thick rope tapering to the end, and having a knot wrought upon the largest end, by which it is firmly retained in the clue of the sail. By this means one tack is always fastened to windward, at the same time that the _sheet_ extends the sail to leeward. See CHESTREE.

TACK is also applied, by analogy, to that part of any sail to which the tack is usually fastened.

A ship is said to be on the starboard or larboard tack, when she is _close-hauled_, with the wind upon the starboard or larboard side; and in this sense the distance which she sails in that position is considered as the length of the tack; although this is more frequently called a BOARD. See that article.

_To_ TACK, _virer vent devant_, to change the course from one board to another, or turn the ship about from the starboard to the larboard tack, in a contrary wind. Thus the ship A, fig. 2. plate XI. being close-hauled on the larboard tack, and turning her prow suddenly to windward, receives the impression of the wind on her head-sails _a_, by which she falls off upon the line of the starboard tack _a_. Tacking is also used, in a more enlarged sense, to imply that manœuvre, in navigation, by which a ship makes an oblique progression to the windward, in a zigzag direction. This, however, is more usually called beating or turning to windward. See BEATING and TURNING.

Thus, suppose a ship A, fig. 2. plate XI. bound to a port B lying to windward, with the wind northerly, as expressed by the arrow. The sails _a_, _b_, _c_, being braced obliquely with the keel, the wind also falls upon their surfaces in an oblique direction, by which the ship is pushed to leeward, as explained in the article LEE-WAY. Hence, although she apparently sails W. N. W. upon the larboard tack, as expressed in the dotted line A _d_, and E. N. E. upon the other _d f_, yet if the lee-way is only one point, (and indeed it is seldom less in the smoothest water), the course will accordingly be W. _by_ N. upon one tack, and E. _by_ N. upon the other, as represented by the lines A _e_, and _e g_.

If the port A were directly to windward of the ship, it is evident that both tacks ought to be of equal length; or, in other words, that she ought to run the same distance upon each tack: but as the place of her destination lies obliquely to windward, she must run a greater distance upon one tack than the other; because the extremities of both _boards_ should be equally distant from the line of her true course B A; so the larboard tack A _e_, crossing the course more obliquely than the other _e g_, will necessarily be much longer.

As the true course, or the direct distance from B to A, is only 12 leagues, it is evident, that with a favourable wind she could reach it in a few hours. On the contrary, her distance is considerably increased by the length of her boards, in a contrary wind; which, by its obliquity with her sails, operates also to retard her velocity. Thus her first board A _e_, on a W. _by_ N. course, is equal to 5.7 leagues. The second tack _e g_ is 9.2 leagues E. _by_ N.: the third tack, parallel to A _e_, is 11.5: the fourth, parallel to _e g_, is 9.2: and the fifth, parallel to the first, 11.7 leagues. Finally, the sixth board is 4.8 leagues, parallel to the second, which brings her to the port B. By this scheme it appears that she has run more than four times the extent of the line A B, her primitive distance; and this in the most favourable circumstances of a contrary wind, viz. when the sea is smooth, and when she may carry her full topsails. For if the wind blows stronger, to render it necessary to _reef_ the topsails, she will soon make two points of _lee-way_, and accordingly run east on one board, and west on the other. In this situation she will neither approach, nor recede from the place of her destination: but if the wind increases, the sea will also be enlarged; a circumstance that still farther augments the lee-way. Hence the vessel will gradually fall off from the port, in proportion to the augmentation of the wind and sea, which occasions a proportional increase of lee-way.

In order to explain the theory of tacking a ship, it may be necessary to premise a known axiom in natural philosophy, That every body will persevere in a state of rest, or of moving uniformly in a right line, unless it be compelled to change its state by forces impressed; and that the change of motion is proportional to the moving force impressed, and is made according to the right line in which that force is exerted.

By this principle it is easy to conceive how a ship is compelled to turn into any direction, by the force of the wind acting upon her sails, in horizontal lines. For the sails may be so arranged as to receive the current of air, either directly, or more or less obliquely: hence the motion communicated to the sails must of necessity conspire with that of the wind upon their surfaces. To make the ship tack, or turn round with her head to the windward, it is therefore necessary, after she has received the first impression from the _helm_, that the head-sails should be so disposed as to diminish the effort of the wind, in the first instant of her motion, and that the whole force of the wind should be exerted on the _after_-sails, which operating on the ship’s stern, carries it round like a weather-cock. But since the action of the after-sails, to turn the ship, will unavoidably cease when her head points to the windward, it then becomes necessary to use the head-sails, to prevent her from _falling-off_, and returning to her former situation. These are accordingly laid _aback_ on the lee-side, to push the vessel’s fore-part towards the opposite side, till she has fallen into the line of her course thereon, and fixed her sails to conform with that situation.

It has been observed above, that the first effort to turn the ship in tacking is communicated by the helm, which is then put to the lee-side. This circumstance being announced by the pilot, or commanding-officer, who then calls out, _Helm’s a-lee!_ the head-sails are immediately made to shiver in the wind, by casting loose their _sheets_, or _bowlines_. The pilot then calls, _Up tacks and sheets!_ which is executed by loosening all the ropes which confine the corners of the lower sails, in order that they may be more readily shifted to the other side. When the ship has turned her head directly to windward, as in _d_, fig. 2. plate XI. the pilot gives the order to turn about the sails on the main and mizen masts, by the exclamation, _Haul main-sail, haul!_ the bowlines and braces are then instantly cast off on one side, and as expeditiously drawn in on the other side, so as to wheel the yards about their masts: the lower corner of the main-sail is, by means of its tack, pulled down to its station at the chestree; and all the after-sails are, at the same time, adjusted to stand upon the other board. Finally, when the ship has fallen off five or six points, as _h_, fig. 2. plate XI. the pilot cries, _Haul of all!_ or, _Let go, and haul!_ the sails on the fore-mast are wheeled about by their braces: and as the ship has then a tendency to fall off, she is checked by the effort of the helm, which for that purpose is put _hard a-lee_. The fore-tack, or the lower corner of the fore-sail, being fixed in its place, the bowlines are hauled; and the other sails, which have been neglected in the hurry of tacking, are properly arranged to the wind, which exercise is called trimming the sails. See LEE-WAY and SAILING.

TACKLE, _palan_, pronounced _taicle_, a machine formed by the communication of a rope with an assemblage of blocks, and known in mechanics by the name of pulley.

Tackles are used in a ship to raise, remove, or secure weighty bodies; to support the masts; or to extend the sails and rigging. They are either moveable, as communicating with a _runner_; or fixed, as being hooked in an immoveable station; and they are more or less complicated, in proportion to the effects which they are intended to produce.

If _a b d e_, fig. 3. plate XI be a single block, upon which are suspended the weights _f g_, then since the nearest distance of the ropes _f g_, from the center of motion _c_, are _a c_ equal to _d c_, the block will be reduced to the lever or balance _a d_ with respect to its power: Since _a c_ is then equal to _d c_, it is apparent that _f g_ will always be in equilibrium. As no advantage therefore can be acquired, in raising a weight by an immoveable single block, it is only rendered useful by changing the direction of the moving power. This circumstance is extremely convenient to the labourers, and often absolutely necessary; particularly in raising bodies to a higher station; as from the hold to the upper decks, or from the deck to the masts or yards, &c. which would otherwise be difficult or impracticable to perform. See also the articles BLOCK and WHIP.

When a single block is moveable along with the body to which it is attached, fig. 4. plate XI. as the blocks of the _brace-pendants_, _reef-tackle pendants_, _jiggers_, &c. the momentum of the power is doubled; because it moves twice as fast as the weight, or body to which it is attached. For in the same time that any part of the rope _f_, moves upward from _f_ to _g_, equal in length to the two equal ropes _d_ and _c_, the block, and consequently the weight annexed, will be drawn through the space _e h_, whose length is equal to one of the ropes only.

When a tackle consists of two or more fixed and moveable blocks, wherein one rope communicates with the whole; if one end of the rope be fixed, as in fig. 5. 6. and 7. in order to proportion the weight to the resistance, the power applied must be to the weight, as one, to twice the number of _sheaves_ in the moveable blocks: because, in the efforts of a tackle, the velocity of the moving power is, to the velocity of the rising or moving body, as twice the number of moveable sheaves to unity, as appears in fig. 5. which consists of one fixed block _a_, and another moveable as _e_. For since one rope operates on all the sheaves from _g_ to _f_, the part at _f_, lying beyond the fixed block, and called the _fall_, cannot be drawn down and lengthened, unless the two parts _d_ and _c_, on each side of the moveable block, be at the same time equally drawn up and shortened. Hence it is evident, that the part _a f_ will be lengthened twice as much as either _d_ or _c_ is shortened, because whatever is taken from each of those parts is added to the length of _a f_; but the point _f_, to which the power is applied, descends as fast as _a f_ is lengthened and the point _e_, to which the weight is fastened, ascends as fast as _d_ or _c_ is shortened. If therefore, a weight suspended at _f_, be to a weight suspended at _e_, as one to two, they will balance each other, as being in the reciprocal ratio of their velocities.

Whatever has been observed with regard to the tackles above mentioned, is equally applicable to all others, and is in the same manner demonstrable, viz. that the velocity with which the mechanical force moves, in raising a weight, is to the velocity wherewith the weight rises, as twice the number of moveable sheaves to unity.

A tackle wherein both the blocks are moveable, and communicate with a runner, is represented by fig. 10. plate VIII. That part of the tackle which is fixed to one of the blocks, &c. is called the standing part; all the rest are called running parts; and that whereon the men pull when employing the tackle, is called the _fall_. The application of the tackle to mechanical purposes is termed _hoisting_ or _bowssing_. See those articles.

_Ground_ TACKLE. See GROUND TACKLE.

TACK-TACKLE, a small tackle used occasionally to pull down the tack of the principal sails of a ship to their respective stations. There is also a tackle of this kind constantly fixed to the tacks of the main-sail in _brigs_, _sloops_, and _schooners_, for the same purpose. See the French term PALAN, and the phrases annexed thereto.

TAFFAREL, _couronnement_, the upper part of a ship’s stern, being a curved piece of wood, expressed by F F, in fig. 1. plate X. and usually ornamented with sculpture.

TAIL, a name given by sailors to the extremities of a hurricane, wherein the violence is considerably exhausted.

TAIL-BLOCK, a small single block, having a short piece of rope attached to it, by which it may be fastened to any object at pleasure; either for convenience, or to increase the force applied to the said object, as explained in the first part of the article TACKLE.

TAKING-IN, the act of brailing-up and furling the sails at sea, particularly when the wind increases. It is generally used in opposition to _setting_. See also FURL and SHORTEN.

TALLYING, _border_, a phrase used by the common sailors, implying the act of pulling aft the _sheets_, or lower corners of the main-sail and fore-sail.

TAR, a sort of liquid gum, of a blackish hue, which distils from pines or fir-trees, either naturally or by incision; and being prepared by boiling, is used to pay the sides of ships and boats, and their rigging, in order to preserve them from the effects of the weather, by which they would otherwise soon become cracked, split, or rotten.

TAR is also a figurative expression for a sailor of any kind.

TAR-PAWLING, _prélart_, a broad piece of canvas well daubed with tar, and used to cover the hatchways of a ship at sea, to prevent the penetration of the rain, or sea-water, which may occasionally rush over the decks. See BATTENS.

TARTAN, (_tartana_, Ital.) a small coasting vessel navigated in the Mediterranean sea, and having only one mast and a bowsprit, the principal sail, which is extremely large, being extended by a lateen-yard. See VESSEL.

TAUGHT, _roide_, (_dicht_, Dutch) the state of being extended or stretched out. It is usually applied to a rope or sail, in opposition to slack.

TAUNT, _foit_, an epithet used, in the sea-language, to signify high or tall. It is peculiarly expressed of the masts when they are of an extraordinary length, as _square_ is applied to the yards on the same occasion.

TENDER, _patache_, a small vessel employed in the King’s service, on various occasions; as, to receive volunteers and impressed men, and convey them to a distant place; to attend on ships of war or squadrons; and to carry intelligence or orders from one place to another, &c.

TENDING, the movement by which a ship turns or swings round her anchor in a tide-way, at the beginning of the flood or ebb. Thus, if the flood sets northerly, it is evident that the ship, unless when moored head and stern, will fall into the line of the current, turning her head to the southward. But as the reflux will for the same reason set to the southward, the ship will of necessity turn about at the change of the tide, and carry her head to the northward; and the transition from one situation to the other is called tending or swinging.

TENON, the end of a piece of timber cut smaller to enter into a mortise.

THIMBLE, _cosse_, a sort of iron ring, whose outer surface is hollowed throughout its whole circumference, in order to contain, in the channel or cavity, a rope which is spliced about it, and by which it may be hung in any particular station. See plate XII. fig. 1. It is used to guide the direction of some running rope, which passes through it, from one place to another. See Span.

THOLES, (_tholet_, Fr.) certain small pins driven perpendicularly into the upper edge of a boat, as expressed by _e_, fig. 1, plate III. In the exercise of rowing, the oar is contained between the two tholes, in the space which is called the _row-lock_. Sometimes there is only one pin to each oar, as in the boats navigated on the Mediterranean sea. In that case the oar is hung upon the pin by means of a strop; and indeed this method is much more ancient than the former. See the article ROWING.

THROAT, a name given to the inner end of a _gaff_, or to that part which is next to the mast. It is opposed to _peek_, which implies the outer extremity of the said gaff, or that part of it which extends the sail behind. Hence the ropes employed to hoist up, and lower a gaff, being applied to those parts of it, are called the throat and peek haliards. See _Haliards_.

THUS! the order by which the pilot directs the helmsman to keep the ship in her present situation when sailing with a _scant_ wind; so that she may not approach too near the direction of the wind, and thereby shiver her sails, nor fall to leeward, and run farther out of her course. See STEERING.

THWART, _banc_, the seat or bench of a boat whereon the rowers sit to manage the oars.

THWART-SHIPS, across the ship. See the article ATHWART.

TIDE, _marée_, (_tyd_, Sax.) a regular periodical current of the water, setting alternately in a flux and reflux, produced by the influence of the moon.

If the ocean were equally deep in every place, the ebbing and flowing of the tide would be universally regular and equal; but the shallowness of the water in many places, and the streightness of the channels, by which the tides may be considerably interrupted in some parts, and propagated in others, occasion a great diversity in their force and quantity. Hence, without an exact knowledge of all the circumstances of the several places where they happen to run, as of the position of the land, the breadth and depth of channels; it is impossible to account for this diversity.

The theory of the tides is concisely described by a great author, in these words: “That motion of the water called tides is a rising and falling of the sea: the cause of this is the attraction of the moon, whereby the part of water in the great ocean which is nearest the moon, being most strongly attracted, is raised higher than the rest; and the part opposite to it being least attracted, is also higher than the rest; and these two opposite elevations of the surface of the water in the great ocean, following the motion of the moon from est to west, and striking against the large coasts of the continents, from thence rebounds back again, and so makes floods and ebbs in narrows, seas, and rivers.” _Locke._

With regard to the relative force of the tide on a ship floating therein, it is already explained in the article CURRENT.

TIER, _batterie_, a name given to the range of cannon mounted on one side of a ship’s deck. See the articles DECK and CANNON.

TIER _of the cable_, is a range of the _fakes_ or windings of the cable, which are laid within one another in an horizontal position, so as that the last becomes the innermost. See COILING.

_Cable_-TIER is the hollow space in the middle of a cable, when it is _coiled_.

TIGHT, (_dicht_, Dutch) the quality whereby a vessel resists the penetration of any fluid, whether compressing its surface, or contained within it. Hence a ship is said to be tight, when her planks are so compact and solid as to prevent the entrance of the water in which she is immersed: and a cask is called tight, when the staves are so close that none of the liquid contained therein can issue through or between them. In both senses it is opposed to _leaky_, which see.

TILLER, _timon_, or _barre de gouvernail_, the bar or lever employed to turn the rudder in steering. See the article HELM.

TILT, _tendelet_, (_tyld_, Sax.) a small canopy or awning of canvas, or other cloth, extended over the stern-sheets of a boat, and supported by small pillars, or broad laths of flexible wood incurvated into arches. It is used to cover the passengers from the rain or sunshine. See BOAT.

TIMBERS, _couples_, the ribs of a ship, or the incurvated pieces of wood, branching outward from the keel in a vertical direction, so as to give strength, figure, and solidity to the whole fabric.

It has been observed in the article _Naval_ ARCHITECTURE, that one timber is composed of several pieces united into one frame, which is accordingly called a frame of timbers by the artificers. These different pieces are exhibited in plate I. PIECES of the HULL, by U, V, and W. The head of the lower piece, called the _floor_-timber, being cut square, to join the heel of the next above it. To support the connection of the timber in that place, another assemblage of pieces are formed, and joined in the same manner; so that when both the sets are fastened together, the joinings in one set will be nearly opposite to the middle of the pieces in the other. Hence it is evident, that the mould which serves for the lowest piece will conform to the under part of the corresponding piece above it: and thus the mould, appropriated to every division of a timber, will determine, or answer to the figure of the next adjoining thereto.

The timbers whose areas or _planes_ are perpendicular to the _keel_, are called square timbers; and those which are placed obliquely on the keel, as at the extremities of a ship, are called cant-timbers. The foremost of those pieces on the ship’s _bow_, are called the knuckle-timbers; and the hindmost on the quarter are called the fashion-pieces.

The outlines, or _bends_ of the principal timbers of the ship are geometrically delineated in the plane of projection, plate I. as also in plate IV. fig. 11. and plate X. fig. 2.: and their particular stations in the ship’s length are represented in the horizontal plane, and that of the elevation, plate I. In order to give a more comprehensive idea of their figures and dimensions, we have exhibited a perspective view of the carcase of a small vessel, in plate XII. fig. 2. consisting only of the _keel_ A, the _stern-post_ B, the _stem_ C, the _transoms_ K L M, and the _ribbands_ F F.

TIMBER AND ROOM, or _room and space_, is the alliance betwixt the moulding edge of two adjoining timbers, which must always contain the breadth of two timbers; and sometimes two or three inches between them. It must be observed, that one mould serves for two timbers; the fore side of the one being supposed to unite with the after side of the other, and so make only one line; which is actually the case in all the frames, which in some ships are every third, and in others every fourth timber. The frames are first put up, and fastened to the ribbands, and afterwards the others are put up, which are called fitting-timbers. _Murray’s ship-building._

TIMONEER, (_timonier_, Fr.) the helmsman, or person who manages the helm to direct the ship’s course. See the article STEERING.

In a ship of war the quarter-masters and timoneers are usually chosen by the master, to _cun_ and steer the ship; as also, to stow the provisions in the hold, coil the cables, regulate the watch, &c. See QUARTER-MASTER.

TOGETHER! _accord_, the order given to the men in the exercises of _heaving_, rowing, holding, &c. to act all in concert, or at the same instant.

TOGGEL, _cabillot_, a small wooden pin, about five or six inches in length, and usually tapering from the middle towards the extremities. It is used to fix transversely in the lower part of a tackle, in which it serves as an hook whereby to attach the tackle to a strop, slings, or any body whereon the effort of the tackle is to be employed.

There are also toggels of another kind, employed to fasten the top-gallant sheets to the _span_, which is knotted round the cap at the top-mast-head. For as the lifts of the topsail-yard are out of use when the topsail is hoisted, they are always converted into top-gallant sheets, to render the rigging at the mast-heads as light and simple as possible. Before the topsail-yards can be lowered so as to be sustained by their lifts, it therefore becomes necessary to transfer that part of the lift to the top-mast-head, that so the whole weight of the yard may be sustained by its mast-head, and no part thereof by the top-gallant-yard, which would otherwise be the case. This is performed by fixing the double part, or bight of the lift, within the eye of the span above mentioned, and inserting the toggel through the former, so as to confine it to the latter, which operation is amongst sailors called putting the sheets in the _beckets_.

TOMPION, (_tampon_, Fr.) a sort of bung or cork used to stop the mouth of a cannon. At sea this is carefully encircled with tallow or putty, to prevent the penetration of the water into the bore, whereby the powder contained in the chamber might be damaged or rendered incapable of service.

TONNAGE. See the article BURTHEN.

TOP, _hune_, a sort of platform, surrounding the lower mast-head, from which it projects on all sides like a scaffold.

The principal intention of the top is to extend the top-mast shrouds, so as to form a greater angle with the mast, and thereby give additional support to the latter. It is sustained by certain timbers fixed across the _hounds_ or shoulders of the mast, and called the tressel-trees and cross-trees, the former of which are expressed by _k_, fig. 1. plate VI. and the latter by _l, l_, fig. 2. The plan of the top is represented in fig. 6. where _g g_ represents the holes through which the top-mast shrouds communicate with those of the lower mast, as explained in the article SHROUD.

Besides the use above mentioned, the top is otherwise extremely convenient to contain the materials necessary for extending the small sails, and for fixing or repairing the rigging and machinery, with more facility and expedition. In ships of war it is used as a kind of redoubt, and is accordingly fortified for attack or defence, being furnished with swivels, musketry, and other fire-arms; and guarded by a thick fence of corded _hammocs_. Finally, it is employed as a place for looking out, either in the day or night.

The frame of the top is either close-planked like a platform, or open like a grating. The former kind, which is exhibited in fig. 6. plate VI. is generally stronger and more convenient; but the latter is much better in tempestuous weather, as presenting a smaller surface to the wind when the ship leans over to one side, and by consequence being less exposed to its efforts.

In all ships of war, and in the largest merchantmen, the top is fenced on the aft-side by a rail of about three feet high, stretching across, and supported by stanchions, between which a netting is usually constructed, as appears by fig. 2. plate VI. The outside of this netting is generally covered with red bayze or red painted canvas, which is extended from the rail down to the edge of the top, and called the top-armour. By this name it seems to have been considered as a sort of blind, behind which the men may conceal themselves from the aims of the enemy’s fire-arms in time of action, whilst they are charging their own muskets, carabines, or swivels.

The dimensions of tops in the royal navy are as follow. The breadth of the top _athwart-ships_, _q q_, fig. 6. is one third of the length of its corresponding top-mast. The length of all tops, from the foremost to the after edge _p p_, is equal to three fourths of their breadth athwart; and the square hole in the middle is five inches to a foot of those dimensions. The tressel-trees and cross-trees extend nearly to the edge of the tops. See those articles.

TOP-BLOCK. See BLOCK and MAST.

TOP-CHAIN. See the article CHAIN.

TOP-LANTHORN, _fanal de hune_, a large lanthorn placed in the after part of the top, in any ship where an admiral or commodore is personally aboard. It is supported on each side by iron braces _r_, as expressed in fig. 3. plate VI.

TOP-MAST, _mât de hune_, the second division of a mast; or that part which stands between the upper and lower pieces. See the article MAST.

TOP-ROPE, _guinderesse_, a rope employed to _sway-up_ a top-mast or top-gallant mast, in order to fix it in its place; or to lower it in tempestuous weather, or when it is no longer necessary. The rope used on this occasion for the top-masts is, on account of their great weight, furnished with an assemblage of pullies, at its lower end, called the _top-tackle_, to hoist or lower the mast with greater facility. The whole of this is particularly explained in the article MAST, and the plate therein referred to.

TOP-SAILS, certain large sails extended across the top-masts, by the top-sail-yard above, and by the yard attached to the lower mast beneath; being fastened to the former by _robands_, and to the latter by means of two great blocks fixed on its extremities, through which the topsail-sheets are inserted, passing from thence to two other blocks fixed on the inner part of the yard close by the mast: and from these latter the sheets lead downwards to the deck, where they may be slackened or extended at pleasure. See the article SAIL. _N. B._ The top-gallant sails are expanded above the topsail-yard, in the same manner as the latter are extended above the lower yard.

The several parts of the machinery by which the top-sails are managed, as the _bowlines_, _braces_, _haliards_, _lifts_, and _sheets_, being copiously defined in their proper places, it would be superfluous to repeat their explanations.

TOPPING, _apiquer_, the act of pulling one of the extremities of a yard higher than the other, by slackening one of the _lifts_, and pulling upon the opposite one, so as to place the yard at a greater or lesser obliquity with the mast.

TOPPING-LIFT, _balancine de gui_, a large and strong tackle, employed to suspend or _top_ the outer end of a gaff, or of the _boom_ of a main-sail and fore-sail; such as are used in _brigs_, _sloops_, or _schooners_. See SQUARE.

TORNADO, _travade_, a violent squall or gust of wind rising suddenly from the shore, and afterwards veering round the compass like a hurricane. These are very frequent on the coasts of Guinea and South Barbary. See WIND.

TOUCHING, the state of a ship’s sails when they first begin to shiver, with their edges in the direction of the wind. It is either occasioned by a sudden alteration of the ship’s course, or by a change of the wind, in which it blows more obliquely along the surface of the sails, instead of falling into their cavities from behind, according to its usual direction. See FULL AND BY.

TOUCHING-AT, implies the circumstance of stopping, or anchoring occasionally, at some intermediate port, in the course of a voyage.

_To_ TOW, _remorquer_, (_teon_, _teohan_, Sax.) to draw a ship forward in the water, by means of a rope attached to another vessel or boat, which advances by the effort of rowing or sailing.

Towing is either practised when a ship is disabled, and rendered incapable of carrying sail at sea; or when her sails are not fixed upon the masts, as in a harbour: or when they are deprived of their force of action by a cessation of the wind.

When a ship of war is dismasted, or otherwise disabled from carrying sail at sea, she is usually towed by a cable reaching from her bow to another ship a-head. In a harbour towing is practised by one or more boats, wherein all the force of the oars are exerted to make her advance.

TOW-LINE, a small hauser generally used to remove a ship from one part of an harbour or road to another, by means of anchors, capsterns, &c. as explained in the article WARPING. It is also employed occasionally to moor a small vessel in a harbour, conveniently sheltered from the wind and sea.

TOW-ROPE, a name given to any cable or other rope used in the exercise of towing.

TRACING-LINE, _martinet_, a small cord generally passing through a block or _thimble_, and used to hoist up any object to a higher station, in order to render it less inconvenient. Such are the tracing-lines of the _awnings_, and those of the _yard-tackles_, which, by hanging down in a cavity or bight, would be aukward and incommodious.

TRACK _of a ship_. See the article WAKE.

TRACKING, the act of pulling any vessel or floating body along the stream of a canal or river, by means of a rope extending from the vessel, &c. to the adjacent shore, and drawn along the banks of the river, by men or horses. Whence,

TRACK-SCOUT, a vessel employed to carry goods or passengers up and down the rivers or canals in Holland, and the countries bordering on the Baltic sea. It is usually tracked by a horse, who trots along the margin to a limited distance, after which he is relieved by another.

TRADE-WINDS, certain regular winds blowing within or near the tropics, and being either periodical or perpetual. Thus, in the Indian ocean, they blow alternately from different points of the compass, during a limited season; and, in the Atlantic ocean, continue almost without intermission in the same direction. They are accordingly called trade-winds, from their great utility in navigation and commerce. See MONSOON and WIND.

TRAIN. See the articles CANNON and FIRE-SHIP.