=305.=--PRECAUTIONS FOR SCUDDING.
When scudding in a heavy gale of wind, care should be taken that
sufficient of lofty sail be carried on the vessel, to keep her freely
and fairly _before_ the sea. A ship will scud better with the sea right
aft, than quartering. With a heavy sea, the danger to be apprehended
is, that the wave traveling faster than the ship, may overtake and
break over her. To avoid this, and diminish its danger, some such
sail as a close-reefed topsail or foresail is generally kept set
as long as possible; but there are times when the foresail is not
the best suited, nor the safest for scudding. Some ships that steer
badly, and manifest an inclination to _yaw_, will be more steadily
steered, and easier managed when scudding under the fore-topsail and
fore-staysail. Should the ship happen to broach-to, the foresail, in
such a perilous situation, is an unwieldy and unmanageable sail to clew
up; and when the sea strikes the ship on the quarter, and causes her
head to round-to in the direction of the wind, the main-topsail tends
to assist the sea in producing this dangerous movement; whereas, the
fore-staysail, together with the fore-topsail, produces the contrary
effect.
It is deeply laden ships that are most liable to get pooped; in which
circumstance, a skilful foresight must be exercised in lightening them.
Relieving-tackles should be hooked, and hands stationed to attend them;
spare tiller and rudder-chocks at hand, and perfectly ready for use;
for, if the ship should get pooped with a heavy sea, the tiller is
likely to get snapped, the ship to broach-to, and the rudder, if not
quickly secured, to be _unhung_, and after damaging the stern, to be
lost. Wreck then almost immediately follows.
When using the foresail, a tackle hooked to the lee fore-tack would be
of service in filling the sail.
=306.=--SCUDDING.--A SHIP BROACHES-TO.
Meet her with the helm, and lee head braces, if necessary; shiver the
after yards; should she still come-to, and the sails are taken aback,
brace about the head yards, and if necessary, use the helm. If she
should get too much stern-board in falling off, haul up the foresail,
and pay her off with the fore storm-staysail; fill the after yards
as soon as possible, to gather headway, and when she has fallen off
sufficiently, brace about the head yards, and trim as before.
_Note._--As in scudding, the safety of the ship depends entirely
upon the steering, the greatest care should be taken that a steady
and expert helmsman is stationed at the wheel, and that when his
“trick” is out, and his “relief” arrives to take his place, that he
resigns not his hand at the helm, until his successor is in full
possession of the easiest method of steering the ship. The officer of
the deck should also direct a compass to be placed in the gun-room,
and be cautious that a competent seaman is there to attend the
relieving tackles, and watch closely the steerage of the ship by the
compass-card.
In frigates, and particularly flushed-decked vessels, whose
binnacle-lights are liable to be extinguished by the wind, precaution
should be taken that lighted lanterns are kept in readiness to supply
the place of the blown-out lights. On dark and starless nights, when
the steersman has no other guide to govern his steerage than the
compass-card, it is of the utmost importance that attention should
be paid to this particular; as in a number of instances the accident
of _broaching-to_ may be traced to the “blowing out” of the binnacle
lights, and carelessness of the helmsman. It requires a quick, small
_helm_ to steer a ship when scudding.
=307.=--SCUDDING.--BROUGHT BY THE LEE.
A ship is said to be “brought by the lee” when struck aback by a
change of wind. If she has headway, which will probably be the case,
put the helm a-weather, but if she has sternway, the contrary. Brace
round the after yards, and when they are full, the head ones. This is
the principle of tacking, but it is not thought as well when scudding
in a gale, as the ship might get too rapid sternway, which would be
dangerous in a heavy sea. As the object is to preserve the headway,
the yards are braced round as soon as possible. If scudding under the
main-topsail, and it becomes necessary to reduce sail, take in the
fore-topsail, for the main being nearer the centre of gravity, has
less tendency to bury the ship, and she is consequently more easily
steered.
When scudding under the main-topsail and foresail, the ship is to be
brought by the wind, and she should have a tendency to gripe, keep the
foresail on her; but if otherwise, take in the foresail, and set the
fore storm-staysail; brace up the head yards, then the after ones.
Watch for a smooth time, and ease down the helm, taking care to meet
her in due time.
The reason for bracing up the head yards before luffing, is, in
scudding the ship has a rapid headway, and will mind the helm very
quickly; moreover, the sea acting with violence on the quarter, will
throw her up into the wind, and unless the head yards are braced up so
as to prevent that, she will be in the same situation as if she had
broached-to.
=308.=--HEAVING-TO.
Having determined from the known quality of the ship, what sail would
be best to heave-to under; bring by the wind as in the previous
subject. If intending to lay-to under a main-topsail, when by the wind,
haul up and furl the foresail, down foretopmast-staysail; if under
lower-staysails, hoist them; at the same time taking in the foresail
and main-topsail.
The helm is kept a-lee while laying-to, but not lashed down, it being
considered best to have a little steerage-way on.
_Note._--It is best to bring by the wind under the square-sails, as
the ship is more under command than she would be if they were furled.
=309.=--TAKING IN A LOWER STUDDING-SAIL--BLOWING FRESH.
This is a much nicer operation than young officers generally are
inclined to admit, and unless executed with caution and skill on the
part of the officer “carrying on the duty” on deck, the probability
is, the topmast studding-sail boom will _snap_ short in the iron, and
the sail, swinging-boom gear and all, will have to be recorded in the
log as “expended.” When not sailing in a squadron, and the _yawing_ of
the ship be a matter of minor importance, the officer of the watch is
recommended to proceed as follows:--
Place a steady helmsman at the wheel, and stand close to him; man
well the sheet, and lead it well aft along the deck; also see that
steady hands attend the tack and guys. When perfectly prepared, direct
the helmsman with a “small helm,” to bring the wind gradually on the
opposite quarter, and the moment the body of the sail begins to lose
the breeze, and the canvass inclines to shiver, _lower_ the outer
halliards, ease the tack, and haul in on the sheet as rapidly as
possible, lowering the inner halliards at the same time.
_Note._--More booms are sprung, and even snapped short in the iron,
from the sudden jerk produced by lowering the lower halliards,
when the sail is straining and bellying to the breeze, than by
even carrying a powerful press of canvass. And here it may be well
to impress upon the mind of the young seaman, that a judicious
management of the helm, in almost every situation in which it can be
placed, will not only aid the physical strength employed, but also
greatly facilitate the service sought.
=310.=--TO UNBEND A TOPSAIL IN A GALE OF WIND.
Those who know the value of _minutes_ to men perched aloft in a
perilous position, will adopt that method which will eventually cost
the least time and trouble. The sail should be _first_ furled, then
detached from the yard, and sent down on deck (slung amidships) by the
long tackle[29] hooked at the topmast-head, and steadied forward clear
of the top-rim by the weather or lee bowline, according to the side on
which the sail is to be sent down. (See 298).
Should the ship be rolling or pitching to any extent, and it is not
deemed prudent to lower the furled sail “before all,” the sail may be
sent down through lubber’s hole. This method will depend entirely upon
the motion of the ship.
[29] Generally called the top-burton.
=311.=--SECURING IN A GALE.
See that the yards which have sails set upon them are not unnecessarily
sharp up; that the yards whose sails are furled are hoisted clear
of the caps; that the runners and tackles are up in good time; that
all unnecessary strain is taken off the rigging; and that mats are
carefully placed wherever a chafe is likely to occur, such as at the
bunts of the furled sails, and at the lee quarters of the yards, which
are braced up against the rigging.
See also that the fore and main sheets, if set, be checked a little;
the weather lifts and trusses well up and taut; jiggers on topsail
lifts, and studding-sails out of the rigging; anchors and guns properly
secured; and in a small vessel, the hatches battened down, extra on
boats, spare spars, &c., &c.
=312.=--PREPARATIONS FOR A HURRICANE AT SEA.
Endeavor to get sea room; if you have it, run before the wind. The
captain and first officer to cunn the ship; two or three of the best
men to steer; the master to keep the time, and the courses steered, and
have the ship’s place kept worked up.
Previous to its coming on, have a life-line set up on each side of
the deck. Furl all sails, and secure them with studding-sail tacks
as well as long gaskets; batten down the hatches, and have the
relieving tackles on the tiller; down topgallant-yards, and send
topgallant-masts on deck, and flying jib-boom in. Clear the tops; gaffs
down; rudder-chocks and spare tiller at hand; axes and hawsers at hand;
scuppers clear; pumps ready. Let each man wear a belt to secure himself
if required to the most convenient place; keep the after yards square;
head yards thrown forward, and have the fore-staysail set with double
sheets.
=313.=--PREPARATIONS FOR A HURRICANE AT AN ANCHOR, (_with notes on the
Barometer._)
The ship should be moored with a whole cable each way if in harbor, or
if in an open roadstead, veer to a hundred fathoms on each anchor.
The more your berth is out of the way of other ships, the better, as
vessels driving, or getting adrift, occasion much damage to those who
might otherwise have held on.
If moored, the sheet cable to be bent and ranged, and the anchor let
go, and veer on the bowers to the clinches.
All the ground tackle you have should be used. Have a _shackle_ abaft
the foremost stopper, on each cable, ready for slipping if absolutely
necessary, to prevent swamping, or from other causes.
Batter down fore and aft.
Down topgallant yards and masts.
If time, unbend sails (topsails and courses, I mean).
Strike lower-yards and topmasts.
Get yards as much fore and aft as possible.
Jib-boom eased in.
Keep try-sails and fore stay-sail bent, and the former reefed. Unreeve
the running rigging, that nothing may be aloft to hold the wind.
Clear the tops.
No boats to be above the gunwale.
Axes and hawsers up ready.
If anchors drag, cut away lower masts--the rigging being first cut
and cleared. Remember the stays.
_Notes and remarks on the Barometer._
==============================+======================================
|As the force of the wind is what is
|required for service at sea, the
SCALE OF BAROMETER AT PRESENT.|following would be better understood.
------------------------------+-------+------------------------------
Inches.| |Inches.|
31.0 |Very dry. | |
30.5 |Set fair. | 30.5 |Very settled.
30.0 |Fair. | 30.0 |Fine weather.
| | 29.7 |Unsettled.
29.5 |Changeable. | 29.5 |Gale.
| | 29.2 |Storm.
29.0 |Rain. | 29.0 |Violent storm.
28.5 |Much rain. | 28.5 |Tempest.
28.0 |Stormy. | |
When the mercury _falls_ in the Barometer, it announces rain, or
wind, or in general what is called bad weather; and, on the contrary,
when it _rises_, it announces fair weather.
When the mercury falls in frosty weather, either snow, or a thaw may
be expected; but if it rises in the winter with a north or east wind,
it generally forebodes a frost.
If the mercury sinks slowly, we may expect rain, which will probably
be of some continuance; but if it rises gradually, we may expect fine
weather that will be lasting.
When the Barometer is fluctuating, rising and falling suddenly, the
weather may be expected to be like it--changeable.
When the mercury falls very low, there will be much rain; but if its
fall is low and sudden, a high wind frequently follows.
When an extraordinary fall of the mercury happens, without any
remarkable change near at hand, there is some probability of a storm
at a distance.
In very warm weather the fall of the mercury indicates thunder.
The Barometer will descend sometimes as an indication of wind only,
and sometimes rise when the wind is to the north or east.
A north-east wind generally causes the Barometer to rise, and it is
generally low with a south-west wind.
An extraordinary fall of the mercury will sometimes take place in
summer previous to heavy showers, attended with thunder; but in
spring, autumn, and winter, it indicates violent winds.
The mercury is higher in cold than in warm weather, and lower at noon
and midnight than at any other period of the day.
The mercury generally falls at the approach of new and full moon, and
rises at the quadratures.
Before high tides, there is almost always a great fall of the
mercury; this takes place oftener at the full than at the new moon.
The greatest changes of the Barometer commonly take place during
clear weather with a north wind, and the smallest risings during
cloudy, rainy, or windy weather, with a south or nearly south wind.
The words generally engraved on the plate of the Barometer, rather
serve to _mislead_, than to inform; for the changes of weather depend
rather on the rising and falling of the mercury, than on its standing
at any particular height.
When the mercury is as high as “fair,” and the surface of it is
_concave_, (which is the case when it begins to descend,) it very
often rains; and on the contrary, when the mercury is opposite
“rain,” and the surface of it is _convex_, (which is the case when it
begins to ascend,) fair weather may be expected. These circumstances
not being duly attended to, is the principal cause that many people
have not a proper confidence in this instrument.
For sea-service, it would be as well to read the Barometer off three
times a day at least--at 8 A. M., noon, and 8 P. M.--and oftener if
bad weather.
In Europe, if the alteration in the quicksilver should be in as great
a proportion as six-tenths of an inch to twenty-four hours, sudden
but not lasting changes of weather may be expected.
If the alteration should be gradual, probably in the proportion of
two or three-tenths to twenty-four hours, the weather indicated will
be likely to last.
One-fifth of the variation of the Barometer, in any climate, in
twenty-four hours, may be considered as an indication of sudden
change.
If wind should follow rain, the wind may be expected to increase.
Rain following wind is likely to lull it, and the wind may be
expected to abate.
=314.=--THE FOREMAST IS CARRIED AWAY.
Hard up the helm, brace in the after yards, hoist the main-staysail,
take in after sail, and endeavor to get before the wind; if successful,
keep her so, by veering a range of cable over the stern, and lashing
it amidships; if not, which is most likely to be the case, and should
carry away the main-topmast also, lay her to under the main-staysail.
If the main-topmast should stand, clew-up the main-topsail immediately,
get the breast backstays over the topsail-yard, and set them up as far
forward as possible, by means of tackles. Bend hawsers on the wreck,
clear it away, _especially the lanyards of the lee-rigging_, so as to
preserve the channels and chain-bolts, and endeavor to haul it aboard.
Send down the after yards and spars, and save as much of the wreck as
possible. Rig a jury-foremast, fitting spars and sails to the best
advantage; when the jury-mast is rigged, reeve a main-topmast stay,
of a hawser, and take the breast-backstays aft again, after which cut
clear of the wreck, if not required.
=315.=--TO RIG A JURY-MAST.
Take a spare spar, the largest on board, a main-topmast for instance,
and launch the head over the night-heads, the heel resting against the
stump of the old mast; put on the cross-trees and bolsters, fit the
rigging and stays from hawsers, and hook a couple of tackles from the
jury-mast head--which take to the sides and haul taut; hook another,
which take well aft; lash the heel of the stump to prevent slipping,
and raise the mast with the after purchase, tending the stays and
pendant-tackles; when up, reeve the lanyards, set up the rigging and
stays. Cleet and lash the heel securely. Ship the cap, send up a
topgallant-mast for a topmast, fit a topsail yard for a lower yard, and
a topgallant yard for a topsail yard, and so on.
=316.=--ACCIDENTS TO TILLER.
_In the event of losing a mast._
Should the tiller break in the rudder head, the rudder must immediately
be chocked, that its stump may be taken out and the spare tiller
fitted, which, together with the chock, should _always_ be placed in
readiness for immediate use. While the rudder is useless, the ship must
be hove-to till it is repaired, or some contrivance prepared to supply
its place.
=317.=--THE MAIN-MAST IS CARRIED AWAY.
Hard-up the helm, secure the mizen topmast if it still stands, clear
the wreck, save as much as possible, and rig a jury main-mast, as above.
=318.=--THE BOWSPRIT IS CARRIED AWAY.
Hard-up the helm, shiver the after yards, take in after sail, and
get the ship before the wind; take the fore-topmast breast-backstays
forward over the top-sail yard, hook the pendant tackles and set them
up to the cat-heads; unreeve the main-topmast and spring-stays, and
set them up to the foretopsail sheet bitts; hitch a hawser to the
foretopmast head, take this in through one of the hawse-holes, and
set it up on the gun-deck. While this is performing, let some hands
be reducing sail, sending down topgallant yards and masts if they
are aloft, and clearing the wreck; rig a jury-bowsprit of a spare
main-topmast or a jib-boom.
=319.=--A TOPMAST IS CARRIED AWAY.
Get the ship before the wind immediately, and reduce sail; hook the
top-blocks and reeve hawsers through them; bend the lee one to the
topsail-yard, which is probably hanging to leeward of the topmast, with
the wreck. Clew up the topsail if practicable, and cut the parrel if
it can be got at. The yard now hangs clear of the topmast; bend the
weather hawser to the wreck of the topmast; have guys from the weather
side of the deck--clear away the lanyards of the rigging and stays,
also the rigging leading to the topmast head, and send it down on deck;
hook the yard-tackles, slack the braces and trusses, bouse the lower
yards forward, and send down the stump; get the topsail-yard down in
the lee-gangway, and repair its damages while the spare topmast is got
aloft and secured by the old rigging; send aloft the yard, set the
topsails, and bring her to her course again.
=320.=--THE JIB-BOOM IS CARRIED AWAY.
Mind the weather helm, hoist the foretopmast-staysail, and get in the
wreck by the fore pendant-tackles, hooked to the fore-stay; reeve a
heel-rope and get in the stump; point another boom, and rig it with the
old rigging, if sound, if not, with spare ropes or hawsers.
=321.=--THE FOREMAST IS SPRUNG NEAR THE HOUNDS OR BIBBS.
Get the ship before the wind immediately, reduce sail, and get all the
strain off the foremast; secure the main-topmast.
Send down topgallant yards and masts; hook the jeers, and settle the
fore yard; hook top-blocks, reeve top-pendants and house topmasts,
allowing the heel to come considerably below the defect; fish the
foremast with side fishes, and the heel of the topmast, wedging the
lashings. Clap a lashing around the doublings of the mast-head, having
chocks between; keep the pendant-tackles rove, turn in the rigging
afresh, and set it up; wedge the topmast in the cap, and sway the
fore yard close up to the heel of the topmast; reef the head sails to
diminish the strain if required.
=322.=--THE FOREMAST AND BOWSPRIT CARRIED AWAY.
Proceed as in 314, the remarks being applied to the present case;
lay-to under the main-staysail, to leeward of the wreck, and repair
damages on board, in the best possible manner; rig a jury foremast and
bowsprit, and then cut clear, having saved as many spars and sails,
and as much rigging as possible; if the ship lays easily by the wreck,
it would probably be well to ride by it, until the gale abates. If it
is absolutely necessary to veer, it might be done as before mentioned,
with the assistance of the mainsail, making use of the wreck as a drag,
by taking the hawser as a spring to the quarter.
=323.=--THE BOWSPRIT IS SPRUNG.
Up helm, shiver the after yards, take in after sail, and get the ship
before the wind; haul down the head sails, come up the main topmast
stays, and set them up on deck; get the fore-topmast breast-backstays
forward, hook the fore pendant tackles, and set them up to the
cat-head; come up all the head stays, and rig in the head booms; send
down upper yards and masts, take the fore-topmast stays through the
hawse-hole, and set them up.
_Note._--All strain now being off the bowsprit, fish it with the
regular fishes; if there are none on board, use the jib-boom; if
thought sufficiently strong to bear the strain of the head stays, get
them in their proper places, but if not, get stays out merely to make
sail.
=324.=--A TOPMAST IS SPRUNG NEAR THE LOWER CAP.
Get the ship before the wind and reduce sail; if a spare topmast is not
to be had, the old one may be housed far enough to allow the spring to
come some feet below the cap, setting the lower yard as in the last
case; fit a larger chock between the topmast and lowermast head, and
clap stout lashings around, above, and below the defect part, wedging
them well; reef the foresail so that it can be set with the yard in its
present place, and also the top-sail, to lessen the strain on the weak
spar.
_Note._--Sheep-shank the rigging, if required, before setting up.
=325.=--TO SEND ALOFT A TOPMAST, AND A HEAVY SEA ON.
After the topmast is pointed and rigged, hook the burtons to stout
strops, at the rim of the top on each side; hitch hawsers to the
mast-head, leading one through a larger block at the fore-topmast head,
and another aft through one at the mizen; haul the burtons and hawsers
taut; sway aloft the topmast, slacking up as it goes aloft; when
fidded, steady the topmast until the rigging and stays are set up.
=326.=--THE GAMMONING CARRIED AWAY.
Proceed as in 323, until all strain is off the bowsprit; put a stout
chock on the bowsprit, and pass the end of the messenger out of a
hawse-hole, over the chock, in through the other hawse-hole, and bitt
it; take the other end to the capstan, and get the bowsprit well down
in its bed by the messenger and bob-stays; come up the old gammoning,
and pass a new one.
_Note._--Iron gammonings are used for all vessels, by new regulation.
(_See Rigging Table._)
=327.=--A LOWER CAP SPLITS.
Take all sail off the mast, pass a stout lashing around the topmast and
lower mast-head, which wedge; after which woold and wedge the cap.
=328.=--THE TRESTLE-TREES ARE SPRUNG.
Get the ship before the wind, take all sail off the mast, send down
topgallant yards and masts, housing the others; hook the top-blocks,
reeve top-pendants, hook top-tackles, and bouse them well taut, taking
all strain off the fid; pass several stout lashings around the heel
of the topmast and lower mast-head, cleating them to prevent their
slipping; make sail as the mast will bear.
=329.=--A LOWER YARD IS CARRIED AWAY IN THE SLINGS.
If the fore-yard, get the ship before the wind, haul up the foresail,
clew up the topsail, take in all sail on the mizen-mast, unreeve the
foretopsail sheets and board them on deck; bring her on your course
again, and haul the bowlines.
If a main-yard, keep on the course, haul up the mainsail, clew up the
topsail, unreeve the sheets, board them on deck, and haul the bowlines
well out; having proceeded thus far, get stout strops around the inner
quarter of the yard, and hook the pendant-tackles to bolts in the lower
cap, and these strops; if the pendant-tackles are not at hand, use the
burtons.
Lash the jear-blocks, reeve the jears, and send the yard down by the
jears, lifts, and pendant-tackles; fish the lower yards immediately, if
it can be done; if it cannot, rig a topsail yard for a lower yard.
=330.=--A TOPSAIL YARD IS CARRIED AWAY.
If it is the fore, reduce after sail; mind the weather helm, and keep
the ship on her course. If it is the main, stand on, clew up the sail,
unbend it, and get it into the top the best manner possible. Get a
strop around the topmast-head, above the eyes of the rigging, to which
hook a large single block, and reeve a hawser through it. If the yard
is completely broken off, bend the hawser which is not secured by the
parrel, bend on guys, and send it down; then send down the other piece.
If it still remains together, bend on the slings, stop out to leeward,
have a tripping line and rolling ropes, and get it fore and aft on
deck; take off all the old rigging, which put on to the spare yard in
the chains; then bend on the hawser, sway aloft, and cross it as in
fitting the ship out, have rolling ropes around it as it goes aloft;
bend the topsail, and set it.
=331.=--THE SHIP LEAKS FASTER THAN THE PUMPS CAN FREE HER.
Find out where the leak is; thrum an old sail very thickly, and have
stout ropes attached to each leech; make it up, take it under the
bowsprit, and get the ropes on their respective sides; heave the ship
to; when her headway eases, drop the sail overboard; after it has sunk
beneath the keel, break the stops, haul aft on the ropes attached to
each clew; when the body of the sail is over the leak, haul well taut
all the ropes attached to the leeches and the head, which will prevent
the sail from going aft when going ahead; make sail, and continue
pumping.
=332.=--THE PUMPS ARE CHOKED.
Hoist them out, and clear them.
=333.=--A SHOT GETS LOOSE IN A GUN SECURED FOR A GALE.
[Illustration]
Prick the cartridge well down, and pour vinegar enough in the
touch-hole to drown it.
=334.=--TO THROW A LOWER DECK GUN OVERBOARD.
Fit a chock in the port-sill, and over the pomelion of the gun,
to which, from the housing-bolt, hook a stout tackle; unlash the
muzzle, heave up the breech, and put in the bed and coin; unreeve the
breeching, throw back the cap squares, and place capstan bars under
the breech to ease it, and prevent the gun from slipping back into the
carriage again; man the side and port tackles, watch the roll, trice up
the port briskly, run out, and throw the gun clear of the carriage, by
the breech-tackles and capstan-bars; shut in the port immediately.
[Illustration]
[Illustration: United States’ Sloop-of-War Albany, under full sail.]