THE SEAMAN'S FRIEND; CONTAINING
A TREATISE ON PRACTICAL SEAMANSHIP,
WITH PLATES, A DICTIONARY OF SEA TERMS;
CUSTOMS AND USAGES OF THE MERCHANT SERVICE;
LAWS RELATING TO THE PRACTICAL DUTIES OF
MASTER AND MARINERS.
BY R. H. DANA, JR.,
AUTHOR OF "TWO YEARS BEFORE THE MAST."
FIFTH EDITION.
BOSTON:
PUBLISHED BY THOMAS GROOM.
1847.
Entered, according to Act of Congress, in the year 1841,
BY R. H. DANA, JR.,
in the Clerk's Office of the District Court of Massachusetts.
STEREOTYPED BY
GEO. A. & J. CURTIS,
NEW-ENGLAND TYPE AND STEREOTYPE FOUNDRY.
Transcriber's Note: Minor typographical errors have been corrected
without note. Irregularities and inconsistencies in the text have
been retained as printed. The cover of this book was created by the
transcriber and is hereby placed in the public domain.
To all sea-faring persons, and especially to those commencing the sea
life;--to owners and insurers of vessels;--to judges and practitioners
in maritime law;--and to all persons interested in acquainting
themselves with the laws, customs, and duties of Seamen;--this work is
respectfully dedicated by
THE AUTHOR.
CONTENTS.
PART I.
A PLAIN TREATISE ON PRACTICAL SEAMANSHIP.
CHAP. I.--GENERAL RULES AND OBSERVATIONS, pages 13--18.
Construction of vessels, 13. Tonnage and carriage of merchant
vessels, 14. Proportions of spars, 14. Placing the masts, 16. Size
of anchors and cables, 16. Lead-lines, 17. Log-line, 17. Ballast and
lading, 18.
CHAP. II.--CUTTING AND FITTING STANDING RIGGING, 19--25.
Cutting lower rigging, 19. Fitting lower rigging, 20. Cutting and
fitting topmast rigging, 21. Jib, topgallant and royal rigging, 21.
Ratling, 23. Standing rigging of the yards, 23. Breast-backstays,
25.
CHAP. III.--FITTING AND REEVING RUNNING RIGGING, 26--29.
To reeve a brace, 26. Fore, main, and cross-jack braces, 26. Fore
and main topsail braces, 26. Mizzen topsail braces, 27. Fore, main,
and mizzen topgallant and royal braces, 27. Halyards, 27. Spanker
brails, 28. Tacks, sheets, and clewlines, 28. Reef-tackles,
clew-garnets, buntlines, leechlines, bowlines, and slablines, 29.
CHAP. IV.--TO RIG MASTS AND YARDS, 30--36.
Taking in lower masts and bowsprit, 30. To rig a bowsprit, 31. To
get the tops over the mast-heads, 31. To send up a topmast, 31. To
get on a topmast cap, 32. To rig out a jib-boom, 32. To cross a
lower yard, 33. To cross a topsail yard, 33. To send up a topgallant
mast, 34. Long, short, and stump topgallant masts, 34. To rig out a
flying jib-boom, 34. To cross a topgallant yard, 35. To cross a
royal yard, 35. Skysail yards, 35.
CHAP. V.--TO SEND DOWN MASTS AND YARDS, 36--38.
To send down a royal yard, 36. To send down a topgallant yard, 37.
To send down a topgallant mast, 37. To house a topgallant mast, 37.
To send down a topmast, 37. To rig in a jib-boom, 38.
CHAP. VI.--BENDING AND UNBENDING SAILS, 38--42.
To bend a course, 38. To bend a topsail by the halyards, 39;--by the
buntlines, 40. To bend topgallant sails and royals, 40. To bend a
jib, 40. To bend a spanker, 41. To bend a spencer, 41. To unbend a
course, 41. To unbend a topsail, 41. To unbend a topgallant sail or
royal, 41. To unbend a jib, 41. To send down a topsail or course in
a gale of wind, 42. To bend a topsail in a gale of wind, 42. To bend
one topsail or course and send down the other at the same time, 42.
CHAP. VII.--WORK UPON RIGGING. ROPE, KNOTS, SPLICES, BENDS,
HITCHES, 43--53.
Yarns, strands, 43. Kinds of rope--cable-laid, hawser-laid, 43.
Spunyarn, 44. Worming, parcelling, and service, 44. Short splice,
44. Long splice, 45. Eye splice, 45. Flemish eye, 45. Artificial
eye, 46. Cut splice, 46. Grommet, 46. Single and double walls, 46.
Matthew Walker, 47. Single and double diamonds, 47. Spritsail sheet
knot, 47. Stopper knot, 47. Shroud and French shroud knots, 48.
Buoy-rope knot, 48. Turk's head, 48. Two half-hitches, clove hitch,
overhand knot, and figure-of-eight, 48. Standing and running
bowlines, and bowline upon a bight, 49. Square knot, 49. Timber
hitch, rolling hitch, and blackwall hitch, 49. Cat's paw, 50. Sheet
bend, fisherman's bend, carrick bend, and bowline bend, 50.
Sheep-shank, 50. Selvagee, 50. Marlinspike hitch, 50. To pass a
round seizing, 51. Throat seizing, 51. Stopping and nippering, 51.
Pointing, 51. Snaking and grafting, 52. Foxes, Spanish foxes,
sennit, French sennit, gaskets, 52. To bend a buoy-rope, 52. To pass
a shear-lashing, 52.
CHAP. VIII.--BLOCKS AND PURCHASES, 53--55.
Parts of a block, made and morticed blocks, 53. Bull's-eye,
dead-eye, sister-block, 53. Snatch-block, tail-blocks, 54.
Tackles--whip, gun-tackle, luff-tackle, luff-upon-luff,
runner-tackle, watch-tackle, tail-tackle, and burtons, 54.
CHAP. IX.--MAKING AND TAKING IN SAIL, 55--67.
To loose a sail, 55. To set a course, 55. To set a topsail, 56. To
set a topgallant sail or royal, 56. To set a skysail, 56. To set a
jib, flying jib, or fore topmast staysail, 56. To set a spanker, 57.
To set a spencer, 57. To take in a course, 57. To take in a topsail,
57. To take in a topgallant sail or royal, 58. To take in a skysail,
58. To take in a jib, 58. To take in a spanker, 58. To furl a royal,
59. To furl a topgallant sail, 60. To furl a topsail or course, 60.
To furl a jib, 60. To stow a jib in cloth, 61. To reef a topsail,
61. To reef a course, 62. To turn out reefs, 63. To set a topgallant
studdingsail, 63. To take in a topgallant studdingsail, 64. To set a
topmast studdingsail, 65. To take in a topmast studdingsail, 66. To
set a lower studdingsail, 66. To take in a lower studdingsail, 67.
CHAP. X.--GENERAL PRINCIPLES OF WORKING A SHIP, 68--71.
Action of the water upon the rudder; headway, sternway, 68. Action
of the wind upon the sails; head sails, after sails, 69. Centre of
gravity or rotation, 70. Turning a ship to or from the wind, 70.
CHAP. XI.--TACKING, WEARING, BOXING, &C., 71--77.
To tack a ship, 71. To tack without fore-reaching, 73. Tacking
against a heavy head sea, 73. Tacking by hauling off all, 73. To
trim the yards when close-hauled, 73. Missing stays, 74. Wearing,
74. To wear under courses, under a mainsail, under bare poles, 75.
Box-hauling, 75. Short-round, 76. Club-hauling, 76. Drifting in a
tide way, 76. Backing and filling in a tide-way, 77. Clubbing in a
tide-way, 77.
CHAP. XII.--GALES OF WIND, LYING-TO, GETTING ABACK, BY THE LEE,
&C., 78--81.
Lying-to, 78. Scudding, 79. To heave-to after scudding, 79. Taken
aback, 79. Chappelling, 80. Broaching-to, 80. Brought by the lee,
80.
CHAP. XIII.--ACCIDENTS, 81--84.
On beam-ends, 81. Losing a rudder, 82. A squall, 83. A man
overboard, 83. Collision, 84.
CHAP. XIV.--HEAVING-TO BY COUNTER-BRACING, SPEAKING, SOUNDING,
HEAVING THE LOG, 84--87.
Counter-bracing, 84. Speaking, 85. Sounding, 85. Heaving the log,
86.
CHAP. XV.--COMING TO ANCHOR, 87--90.
Getting ready for port, 87. Mooring, 88. A flying moor, 89. Clearing
hawse, 89. To anchor with a slip-rope, 89. To slip a cable, 90.
Coming-to at a slipped cable, 90.
CHAP. XVI.--GETTING UNDER WAY, 91--95.
Unmoor, 91. To get under way from a single anchor, 91. To cat and
fish an anchor, 92. To get under way with the wind blowing directly
out and riding head to it, 92. To get under way, riding head to the
wind, with a rock or shoal close astern, 93. To get under way riding
head to wind and tide, and to stand out close-hauled, 93. To get
under way wind-rode, with a weather tide, 94. To get under way
tide-rode, casting to windward, 94. To get under way tide-rode,
wearing round, 94.
A DICTIONARY OF SEA TERMS, 96--130.
PART II.
CUSTOMS AND USAGES OF THE MERCHANT SERVICE.
CHAP. I.--THE MASTER, 131--138.
Beginning of the voyage, 131. Shipping the crew, 132. Outfit,
provisions, 132. Watches, 133. Navigation, 134. Log-book,
observations, 134. Working ship, 135. Day's work, 136. Discipline,
137.
CHAP. II.--THE CHIEF MATE, 138--146.
Care of rigging and ship's furniture, 138. Day's work, 139. Working
ship, 139. Getting under way, 139. Coming to anchor, 140. Reefing
and furling, 140. Duties in port, account of cargo, stowage, 141.
Station, watch, and all-hands duties, 142. Log-book, navigation,
145.
CHAP. III.--SECOND AND THIRD MATES, 146--153.
Second Mate.--Navigation, 146. Station; watch duties, 147. Day's
work, 147, 149. Working ship, 148, 150. Reefing, furling, and duties
aloft, 148. Care of ship's furniture, 151. Stores, 151. Duties in
port, 152. Third Mate, 152, 153.
CHAP. IV.--CARPENTER, COOK, STEWARD, &C., 153--158.
Carpenter.--Working ship, 153. Seaman's work, helm, duty aloft,
station, 154. Work at his trade, 154. Berth and mess, 154. Standing
watch, 154. Sailmaker 155. Steward.--Duty in passenger-ships, 156.
In other vessels, 156. Relation to master and mate; duty aloft and
about decks; working ship, 156. Cook.--Berth, watch and all-hands
duty; care of galley; duty aloft, 157. Idlers, 157.
CHAP V.--ABLE SEAMEN, 158--163.
Grades, 158. Rating, 158. Requisites of an able seaman, 159. Hand,
reef, and steer, 159. Work upon rigging, 160. Sailmaking, 160. Day's
work, 160. Working ship; reefing; furling, 161. Watch duty, 162.
Coasters and small vessels, 162.
CHAP. VI.--ORDINARY SEAMEN, 163--165.
Requisites, 163. Hand, reef, and steer; loose, furl, and set sails;
reeve rigging, 163. Work upon rigging, 164. Watch duty, 164.
CHAP. VII.--BOYS, 165--167.
Requisites, wages, 165. Day's work; working ship; duties aloft and
about decks, 166.
CHAP. VIII.--MISCELLANEOUS, 167--174.
Watches, 167. Calling the watch, 168. Bells, 169. Helm, 170.
Answering, 171, (at helm, 170.) Discipline, 172. Stations, 173.
Food, sleep, &c., 173.
PART III.
LAWS RELATING TO THE PRACTICAL DUTIES OF MASTER AND MARINERS.
CHAP. I.--THE VESSEL, pages 175--179.
Title, 175. Registry, enrolment and license, 175. Certificate of
registry or enrolment, 177. Passport, 177. Sea letter, list of crew,
bill of health, clearance, manifest, invoice, bill of lading,
charter-party, log-book, list of passengers and crew, list of
sea-stores, 178. Medicine-chest, 178. National character of crew,
178. Provisions, 178. Passengers, 179.
CHAP. II.--MASTER'S RELATION TO VESSEL AND CARGO, 179--187.
Revenue duties and obligations, 179. List of crew, 179. Certified
copy, 180. Certified copy of shipping articles, 180. Sea-letter,
passport, list of passengers, manifest, sea-stores, 180, 181.
Unloading, 180, 181. Post-office, 181. Forfeitures, 180, 181, 182.
Report, 182. Coasting license, 182. Power to sell and pledge, 182.
Keeping and delivering cargo, 185. Deviation, 185. Collision, 186.
Pilot, 187. Wages and advances, 187.
CHAP. III.--MASTER'S RELATION TO PASSENGERS AND OFFICERS, 187, 188.
Treatment of passengers, 187. Removal of officers, 188.
CHAP. IV.--MASTER'S RELATION TO THE CREW, 189--195.
Shipment, 189. Shipping articles, 189. Discharge, 190. Imprisonment,
191. Punishment, 192. Power of consuls as to punishment, 192, 193,
194.
CHAP. V.--PASSENGERS, 195, 196.
Provisions, 195. Treatment, 195. Passage-money, 196. Deportment,
196. Services, 196.
CHAP. VI.--MATES AND SUBORDINATES, 197--201.
Mates included in 'crew,' 197. Removal, 197. Succession, 198.
Log-book; wages; sickness, 198. Punishment, 199. Subordinates, 200.
Pilots, 200.
CHAP. VII.--SEAMEN. SHIPPING CONTRACT, 201--203.
Shipping contract, 201. Erasures and interlineations, 202. Unusual
stipulations, 202. Violation of contract, 202.
CHAP. VIII.--SEAMEN--CONTINUED, 204--206.
Rendering on board, 204. Refusal to proceed, 204. Desertion or
absence during the voyage, 205. Discharge, 206.
CHAP. IX.--SEAMEN--CONTINUED, 207--210.
Provisions, 207. Sickness, medicine-chest, 208. Hospital money, 209.
Relief in foreign ports, 209. Protection, 210.
CHAP. X.--SEAMEN--CONTINUED, 210--214.
Punishment, 210. Revolt and mutiny, 211. Embezzlement, 213. Piracy,
214.
CHAP. XI.--SEAMEN'S WAGES, 214--220.
Wages affected by desertion or absence, 214;--by misconduct,
216;--by imprisonment, 217;--by capture, 218;--by loss of vessel or
interruption of voyage, 218. Wages on an illegal voyage, 220.
CHAP. XII.--SEAMEN--CONCLUDED, 220--223.
Recovery of wages, 220. Remedies, 221. Time for commencing suits,
222. Interest on wages, 222. Salvage, 222.
[Illustration: Plate I.]
PLATE I.
THE SPARS AND RIGGING OF A SHIP.
INDEX OF REFERENCES.
1 Head.
2 Head-boards.
3 Stem.
4 Bows.
5 Forecastle.
6 Waist.
7 Quarter-deck.
8 Gangway.
9 Counter.
10 Stern.
11 Tafferel.
12 Fore chains.
13 Main chains.
14 Mizzen chains.
15 Bowsprit.
16 Jib-boom.
17 Flying jib-boom.
18 Spritsail yard.
19 Martingale.
20 Bowsprit cap.
21 Foremast.
22 Fore topmast.
23 Fore topgallant mast.
24 Fore royal mast.
25 Fore skysail mast.
26 Main mast.
27 Main topmast.
28 Main topgallant mast.
29 Main royal mast.
30 Main skysail mast.
31 Mizzen mast.
32 Mizzen topmast.
33 Mizzen topgallant mast.
34 Mizzen royal mast.
35 Mizzen skysail mast.
36 Fore spencer gaff.
37 Main spencer gaff.
38 Spanker gaff.
39 Spanker boom.
40 Fore top.
41 Foremast cap.
42 Fore topmast cross-trees.
43 Main top.
44 Mainmast cap.
45 Main topmast cross-trees.
46 Mizzen top.
47 Mizzenmast cap.
48 Mizzen topmast cross-trees.
49 Fore yard.
50 Fore topsail yard.
51 Fore topgallant yard.
52 Fore royal yard.
53 Main yard.
54 Main topsail yard.
55 Main topgallant yard.
56 Main royal yard.
57 Cross-jack yard.
58 Mizzen topsail yard.
59 Mizzen topgallant yard.
60 Mizzen royal yard.
61 Fore truck.
62 Main truck.
63 Mizzen truck.
64 Fore stay.
65 Fore topmast stay.
66 Jib stay.
67 Fore topgallant stay.
68 Flying-jib stay.
69 Fore royal stay.
70 Fore skysail stay.
71 Jib guys.
72 Flying-jib guys.
73 Fore lifts.
74 Fore braces.
75 Fore topsail lifts.
76 Fore topsail braces.
77 Fore topgallant lifts.
78 Fore topgallant braces.
79 Fore royal lifts.
80 Fore royal braces.
81 Fore rigging.
82 Fore topmast rigging.
83 Fore topgallant shrouds.
84 Fore topmast backstays.
85 Fore topgallant backstays.
86 Fore royal backstays.
87 Main stay.
88 Main topmast stay.
89 Main topgallant stay.
90 Main royal stay.
91 Main lifts.
92 Main braces.
93 Main topsail lifts.
94 Main topsail braces.
95 Main topgallant lifts.
96 Main topgallant braces.
97 Main royal lifts.
98 Main royal braces.
99 Main rigging.
100 Main topmast rigging.
101 Main topgallant rigging.
102 Main topmast backstays.
103 Main topgallant backstays.
104 Main royal backstays.
105 Cross-jack lifts.
106 Cross-jack braces.
107 Mizzen topsail lifts.
108 Mizzen topsail braces.
109 Mizzen topgallant lifts.
110 Mizzen topgal't braces.
111 Mizzen royal lifts.
112 Mizzen royal braces.
113 Mizzen stay.
114 Mizzen topmast stay.
115 Mizzen topgallant stay.
116 Mizzen royal stay.
117 Mizzen skysail stay.
118 Mizzen rigging.
119 Mizzen topmast rigging.
120 Mizzen topgal. shrouds.
121 Mizzen topmast backstays.
122 Mizzen topgal'nt backstays.
123 Mizzen royal backstays.
124 Fore spencer vangs.
125 Main spencer vangs.
126 Spanker vangs.
127 Ensign halyards.
128 Spanker peak halyards.
129 Foot-rope to fore yard.
130 Foot-rope to main yard.
131 Foot-rope to cross-jack yard.
[Illustration: Plate II.]
PLATE II.
A SHIP'S SAILS.
INDEX OF REFERENCES.
1 Fore topmast staysail.
2 Jib.
3 Flying jib.
4 Fore spencer.
5 Main spencer.
6 Spanker.
7 Foresail.
8 Fore topsail.
9 Fore topgallant sail.
10 Fore royal.
11 Fore skysail.
12 Mainsail.
13 Main topsail.
14 Main topgallant sail.
15 Main royal.
16 Main skysail.
17 Mizzen topsail.
18 Mizzen topgallant sail.
19 Mizzen royal.
20 Mizzen skysail.
21 Lower studdingsail.
21a Lee ditto.
22 Fore topmast studdingsail.
22a Lee ditto.
23 Fore topgallant studdingsail.
23a Lee ditto.
24 Fore royal studdingsail.
24a Lee ditto.
25 Main topmast studdingsail.
25a Lee ditto.
26 Main topgallant studdingsail.
26a Lee ditto.
27 Main royal studdingsail.
27a Lee ditto.
[Illustration: Plate III.]
PLATE III.
THE FRAME OF A SHIP.
INDEX OF REFERENCES.
A. THE OUTSIDE.
1 Upper stem-piece.
2 Lower stem-piece.
3 Gripe.
4 Forward keel-piece.
5 Middle keel-piece.
6 After keel-piece.
7 False keel.
8 Stern knee.
9 Stern-post.
10 Rudder.
11 Bilge streaks.
12 First streak under the wales.
13 Apron.
14 Lower apron.
15 Fore frame.
16 After frame.
17 Wales.
18 Waist.
19 Plank-shear.
20 Timber-heads.
21 Stanchions.
22 Rail.
23 Knight-heads.
24 Cathead.
25 Fashion timbers.
26 Transoms.
27 Quarter pieces.
B. THE INSIDE OF THE STERN.
1 Keelson.
2 Pointers.
3 Chock.
4 Transoms.
5 Half transoms.
6 Main transom.
7 Quarter timbers.
8 Transom knees.
9 Horn timbers.
10 Counter-timber knee.
11 Stern-post.
12 Rudder-head.
13 Counter timbers.
14 Upper-deck clamp.
C. THE INSIDE OF THE BOWS.
1 Keelson.
2 Pointers.
3 Step for the mast.
4 Breast-hook.
5 Lower-deck breast-hook.
6 Forward beam.
7 Upper-deck clamp.
8 Knight-heads.
9 Hawse timbers.
10 Bow timbers.
11 Apron of the stem.
D. THE TIMBERS.
1 Keelson.
2 Floor timbers.
3 Naval timbers or ground futtocks.
4 Lower futtocks.
5 Middle futtocks.
6 Upper futtocks.
7 Top timbers.
8 Half timbers, or half top-timbers.
PLATE IV.
EXPLANATIONS.
SHIP.--A ship is square-rigged throughout; that is, she has tops, and
carries square sails on all three of her masts.
BARK.--A bark is square-rigged at her fore and main masts, and differs
from a ship in having no top, and carrying only fore-and-aft sails at
her mizzenmast.
BRIG.--A full-rigged brig is square-rigged at both her masts.
HERMAPHRODITE BRIG.--An hermaphrodite brig is square-rigged at her
foremast; but has no top, and only fore-and-aft sails at her main mast.
TOPSAIL SCHOONER.--A topsail schooner has no tops at her foremast, and
is fore-and-aft rigged at her mainmast. She differs from an
hermaphrodite brig in that she is not properly square-rigged at her
foremast, having no top, and carrying a fore-and-aft foresail, in stead
of a square foresail and a spencer.
FORE-AND-AFT SCHOONER.--A fore-and-aft schooner is fore-and-aft rigged
throughout, differing from a topsail schooner in that the latter
carries small square sails aloft at the fore.
SLOOP.--A sloop has one mast, fore-and-aft rigged.
HERMAPHRODITE BRIGS sometimes carry small square sails aloft at the
main; in which case they are called BRIGANTINES, and differ from a
FULL-RIGGED BRIG in that they have no top at the mainmast, and carry a
fore-and-aft mainsail instead of a square mainsail and trysail. Some
TOPSAIL SCHOONERS carry small square sails aloft at the main as well as
the fore; being in other respects fore-and-aft rigged. They are then
called MAIN TOPSAIL SCHOONERS.
[Illustration: Plate IV.
Ship
Bark
Full-rigged Brig
Hermaphrodite Brig
Top-sail Schooner
Fore & aft Schooner
Sloop]
PART I.
CHAPTER I.
GENERAL RULES AND OBSERVATIONS.
Construction of vessels. Tonnage and carriage of merchant vessels.
Proportions of the spars. Placing the masts. Size of anchors and
cables. Lead-lines. Log-line. Ballast and lading.
CONSTRUCTION OF VESSELS.--As merchant vessels of the larger class are
now built in the United States, the extreme length of deck, from the
after part of the stern-post to the fore part of the stem, is from four
and a half to four and three fourths that of the beam, at its widest
part. The Damascus, of 700 tons' measurement, built at Boston in 1839,
and considered a fair specimen of our best freighting vessels, had 150
feet from stem to stern-post, and 32 feet 6 inches extreme breadth. The
Rajah, of 530 tons, built at Boston in 1837, had 140 feet length, and
30 feet beam;--being each in length about four and six tenths their
beam.
A great contrast to this proportion is exhibited in the most recent
statistics (1841) of vessels of the same tonnage in the English navy;
as the following table will show.
Tons. Deck. Beam. Proportion.
{Dido 734 120 ft. 37 ft. 6 in. 3.20
English {Pilot 492 105 33 6 3.13
Navy. {Alert 358 95 30 4 3.16
American {Damascus 694 150 32 6 4.60
Merchantmen. {Rajah 531 140 30 0 4.66
These may, perhaps, be considered the extremes of ship-building; and
between these there is every grade of difference.
TONNAGE AND CARRIAGE OF MERCHANT VESSELS.--The amount a vessel will
carry in proportion to her tonnage, depends upon whether, and to what
extent, she is full or sharp built. A sharp-built vessel of 300 tons'
measurement, will carry just about her tonnage of measurement goods. A
sharp-built vessel of 200 tons or under would probably carry less than
her measurement; if over 400 tons, she would increase gradually to
fifty per cent. above her measurement. A sharp-built vessel of 600
tons, is generally rated at 900 tons carriage. A full-built vessel of
300 tons, after the latest model of American freighting vessels, will
carry 525 tons, or seventy-five per cent. above her measurement; and
one of 500 tons would carry full double her measurement.
The following table may give a pretty fair average.
TONS OF MEASUREMENT GOODS.
Tonnage. Full built. Sharp built.
300 (.75) 525 (.00) 300
400 (.80) 725 (.40) 560
500 (1.00) 1000 (.50) 750
600 (1.33) 1400 (.50) 900
PROPORTIONS OF SPARS.--There is no particular rule for sparring
merchant vessels; some being light, and others heavy sparred; and some
having long topmasts and short lower masts, and others the reverse. The
prevailing custom now is, to spar them lightly; the main yard being a
little less than double the beam; and the others proportioned by the
main. Most merchant vessels now have the yards at the fore and main of
the same size, for convenience in shifting sails; so that the same
topsail may be bent on either yard.
The following table, taken from the "Seamen's Manual," will show the
average proportions of the spars of merchant vessels of the largest
class, as formerly built.
Main-mast, two and a half times the ship's beam.
Fore-mast, eight ninths of the main-mast.
Mizzen-mast, five sixths of the main-mast.
Bowsprit, two thirds of the main-mast.
Topmasts, three fifths of the lower masts.
Topgallant masts, one half the length of their topmasts.
Jib-boom, the length of the bowsprit.
Main-yard, twice the beam.
Fore-yard, seven eighths of the main-yard.
Maintopsail-yard, two thirds of the main-yard.
Foretopsail-yard, two thirds of the fore-yard.
Crossjack-yard, the length of the maintopsail-yard.
Topgallant-yards, two thirds of the topsail-yards.
Mizzentopsail-yard, the length of the maintopgallant-yard.
Royal-yards, two thirds of the topgallant-yards.
Spritsail-yard, five sixths of the foretopsail-yard.
Spanker-boom, the length of the maintopsail-yard.
Spanker-gaff, two thirds of the boom.
For the thickness of the spars, the same book allows for the lower
masts one inch and a quarter diameter at the partners, for every three
feet of length; and nine tenths in the middle and two thirds under the
hounds, for every inch at the partners. For the yards, one inch at the
slings, and half an inch at the yard-arms, within the squares, for
every four feet of the length. For the breadth of the maintop, one half
of the beam, and of the foretop, eight ninths of the maintop.
The following are the proportions of the spars of the ship Damascus,
before mentioned, built in 1839.
Main-mast 74 ft. Head 11 ft. 6 in. Size 26 in.
Fore-mast 70 ft. Head 11 ft. 6 in. Size 25 in.
Mizzen-mast 68 ft. Head 8 ft. 6 in. Size 18 in.
Main and fore topmasts 41 ft. Head 6 ft. 6 in. Size 14-1/2 in.
Mizzen topmast 32 ft. Head 5 ft. Size 9-1/2 in.
Main topgallant-mast 23 ft. (15 ft. with 2 feet head.) Size 9-1/2 in.
Fore topgallant-mast 21 ft. 14 ft. with 2 feet head.) Size 9-1/2 in.
Mizzen topgallant-mast 17 ft. 11 ft. with 18 in. with 2 feet head.)
Main and fore yards 60 ft. yard-arms 2 ft. 6 in.
Main and fore topsail yards 48 ft. yard-arms 3 ft. 6 in.
Main topgallant yard 37 ft. yard-arms 2 ft.
Fore topgallant yard 34 ft. yard-arms 2 ft.
Main royal yard 27 ft. yard-arms 1 ft. 6 in.
Fore royal yard 24 ft. yard-arms 1 ft. 6 in.
Main skysail yard 17 ft.
Fore skysail yard 15 ft.
Cross-jack yard 44 ft. yard-arms 2 ft.
Mizzen topsail yard 35 ft. yard-arms 2 ft. 9 in.
Mizzen topgallant yard 25 ft. yard-arms 1 ft. 6 in.
Mizzen royal yard 16 ft.
Mizzen skysail yard 10 ft.
Bowsprit, out-board 27 ft. Size 26 in.
Jib-boom 42 ft. Head 3 ft. Size 14-1/2 in.
Flying jib-boom 40 ft. Head 3 ft. 6 in.
Main pole 12 ft., 10 above royal-mast, 5 in. in cap.
Fore pole 11 ft., 9 above royal-mast, 4-1/2 in. in cap.
Mizzen pole 9 ft., 7 above royal-mast
Spanker-boom 40 ft.
Spanker-gaff 30 ft.
Swinging-booms 40 ft.
Topmast studdingsail-booms 34 ft.
Topgallant studdingsail-booms 27 ft., yards for do. 17 ft.
PLACING THE MASTS.--For a full-built ship, take the ship's extreme
length and divide it into sevenths. Place the foremast one seventh of
this length from the stem; the mainmast three sevenths from the
foremast, and the mizzenmast two sevenths from the mainmast. If a
vessel is sharp-built, and her stem and stern-post rake, her foremast
should be further aft, and her mizzenmast further forward, than the
rule of sevenths would give. A common rule for placing the foremast, is
to deduct three fifths of a ship's beam from her length, for the
curvature of the keel forward, which is called the _keel-stroke_, and
place the mast next abaft the keel-stroke.
SIZE OF ANCHORS AND CABLES.--Various rules have been adopted for the
weight of a ship's anchors. A vessel of 100 tons will generally have a
best bower of 6 cwt. and a small bower of 5 cwt.; the weight of both
being eleven pounds to a ton of the vessel. As a vessel increases in
size, the proportion diminishes. A vessel of 700 tons will usually
carry a best bower of 27 cwt. and a small bower of 24 cwt.; the weight
of both being seven and a half pounds to a ton of the vessel. The
_stream_ should be a little more than one third the weight of the best
bower. The anchor-stock should be the length of the shank; its diameter
should be half that of the ring, and its thickness one inch at the
middle and half an inch at each end for every foot in length. Chain
cables are usually ninety fathoms in length, for large-sized vessels,
and sixty for small vessels, as schooners and sloops. The regulation of
the United States Navy for chain cables, is one inch and a half for a
sloop of war, and one and a quarter for brigs and schooners. In the
merchant service, a ship of 400 tons would probably have a best bower
cable of one and five sixths, and a working bower of one and a quarter
inches. A ship of 700 tons would have a best bower of one and five
eighths, and a working bower of one and a half inches. Chain cables
have a shackle at every fifteen fathoms, and one swivel at the first
shackle. Some have two swivels; and formerly they were made with a
swivel between each shackle.
LEAD-LINES.--The _hand-lead_ weighs usually seven pounds, and the
hand-line is from twenty to thirty fathoms in length. The
_deep-sea-lead_ (pro. dipsey) weighs from fourteen to eighteen or
twenty pounds; and the deep-sea-line is from ninety to one hundred and
ten fathoms. The proper way to mark a hand-line is, black leather at 2
and 3 fathoms; white rag at 5; red rag at 7; wide strip of leather,
with a hole in it, at 10; and 13, 15 and 17 marked like 3, 5 and 7; two
knots at 20; 3 at 30; and 4 at 40; with single pieces of cord at 25 and
35.
The deep-sea-line has one knot at 20 fathoms, and an additional knot at
every 10 fathoms, with single knots at each intermediate 5 fathoms. It
sometimes has a strip of leather at 10 fathoms, and from 3 to 10 is
marked like the hand-line.
LOG-LINE.--The rate of a ship's sailing is measured by a log-line and a
half-minute glass. The line is marked with a knot for each mile; the
real distance between each knot being, however, 1/120 of a mile, since
a half-minute is 1/120 of an hour. A knot being thus the same portion
of a mile that a half-minute is of an hour, the number of knots carried
off while the glass is running out will show the number of miles the
vessel goes in an hour. Many glasses, however, are made for
twenty-eight seconds, which, of course, reduces the number of feet for
a knot to forty-seven and six tenths. But as the line is liable to
stretch and the glass to be affected by the weather, in order to avoid
all danger of a vessel's overrunning her reckoning, and to be on the
safe side, it is recommended to mark forty-five feet to a knot for a
twenty-eight second glass. About ten fathoms is left unmarked next the
chip, called _stray-line_. The object of this is that the chip may get
out of the eddy under the stern, before the measuring begins. The end
of the stray-line is marked by a white rag, and the first knot is
forty-five or forty-seven feet from the rag. A single piece of cord or
twine is put into the line for the first knot, one knot for the second,
two for the fourth, three for the sixth, and so on, a single piece of
cord being put in at the intermediate knots.
BALLAST AND LADING.--A ship's behavior, as the phrase is, depends as
much upon the manner in which she is loaded and ballasted, as upon her
model. It is said that a vessel may be prevented from rolling heavily,
if, when the ballast is iron, it is stowed up to the floor-heads;
because this will bring the ship back, after she has inclined, with
less violence, and will act upon a point but little distant from the
centre of gravity, and not interfere with her stiff carrying of sail.
The cargo should be stowed with the weightier materials as near as
possible to the centre of gravity, and high or low, according to the
build of the vessel. If the vessel is full and low built, the heavy
articles should be stowed high up, that the centre of gravity may be
raised and the vessel kept from rolling too much, and from being too
laborsome. But a narrow, high-built vessel should have the heavy
articles stowed low and near the keelson, which will tend to keep her
from being crank, and enable her to carry sail to more advantage.