By his orders the admiral is likewise to assist at all counc

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AN

UNIVERSAL DICTIONARY

OF THE

MARINE:

OR,

A COPIOUS EXPLANATION

OF THE

TECHNICAL TERMS and PHRASES

EMPLOYED IN THE

CONSTRUCTION, EQUIPMENT, FURNITURE, MACHINERY, MOVEMENTS, and MILITARY

OPERATIONS

OF

A SHIP.

ILLUSTRATED WITH

Variety of Original DESIGNS of SHIPPING, in different Situations;

Together with separate Views of their Masts, Sails, Yards, and Rigging.

To which is annexed,

A Translation of the FRENCH Sea-Terms and Phrases, collected from the

Works of Mess. DU HAMEL, AUBIN, SAVERIEN, &c.

By WILLIAM FALCONER,

AUTHOR of The SHIPWRECK.

LONDON:

Printed for T. CADELL (Successor to Mr. MILLAR) in the Strand.

MDCCLXIX.

TO

THE RIGHT HONOURABLE

THE LORDS COMMISSIONERS

FOR EXECUTING THE OFFICE OF

LORD HIGH ADMIRAL

OF

_GREAT BRITAIN, &c._

THIS WORK

IS,

By their LORDSHIPS’ PERMISSION,

WITH THE UTMOST RESPECT,

INSCRIBED,

BY

The AUTHOR.

[Illustration]

PREFACE.

The following work has engaged my utmost application for some years.

Several performances on the same subject have already appeared; as Sir

H. Manwaring’s _Seaman’s Dictionary_; Boteler’s _Sea Dialogues_;

Guillet’s _Gentleman’s Dictionary_, and Blanckley’s _Naval Expositor_,

&c. Far from exhibiting an enlarged and comprehensive view of naval

affairs, these productions are extremely imperfect, according to the

very circumscribed plan which their authors have adopted. There are

besides, the _Dictionaire de Marine_ of M. Aubin, published in Holland;

and that of M. Saverien, published in France. These are indeed

voluminous, but very deficient in the most necessary articles. Besides a

circumstantial detail of the local oeconomy of different marine

departments, they are swelled out with astronomy, navigation,

hydrography, natural history, &c. all of which are abundantly better

treated in other compositions. Of the machinery of a ship; the

disposition of the rigging on her masts and yards; and the comparative

force of her different mechanical powers, their accounts however are

often vague, perplexed, and unintelligible.

With regard to her internal government in action; to the general

regulations of the line of battle; and to the principal movements in

sailing, they are almost totally silent. Had any of these works been

executed with tolerable success, it might have rendered mine

unnecessary; or probably have introduced it in the form of a

translation.

I acknowledge with great pleasure the advantages I have derived in the

prosecution of this work, from several authors of distinguished

reputation: in reality however none of those above-mentioned are of the

number. In that part which is dedicated to the theory and art of

ship-building, I owe considerable obligations to the ingenious M. Du

Hamel. The principal pieces used in the construction of a ship, together

with their combination and disposition, are copiously and accurately

described in his _Elements of Naval Architecture_: and his general

account of the art itself is perspicuous and comprehensive. Many of his

explanations I have therefore implicitly adopted.

In treating of the artillery, I have occasionally consulted _Le Blond_,

_Muller_, and _Robins_, besides selecting some valuable materials from

the manuscripts of officers of long experience and established

reputation in that service. Whatever relates to the rigging, sails,

machinery, and movements of a ship; or to the practice of naval war, is

generally drawn from my own observations; unless where the author is

quoted.

As there are abundance of books professedly written on astronomy, and

the theory of navigation, I have totally omitted the terms of the

former, as foreign to my plan; and slightly passed over the latter:

because no reader could acquire a sufficient idea of those sciences from

so partial a description. Many of the least important parts of a ship,

as well as of her rigging, are very generally defined. To explain the

track of every particular rope, through its different channels, would be

equally useless and unintelligible to a land reader: to mariners it were

superfluous: and even the youths who are trained to the sea, would reap

little advantage from it; because their situation affords them much

better opportunities of making these minute discoveries.

I have in general endeavoured to give the etymology of the most material

expressions, unless when their evident analogy to common words rendered

this unnecessary. Many reasons may be alledged for introducing the

French sea-terms and phrases; particularly that obvious one, of

understanding their pilots, when we may have occasion for their

assistance. Wherever it was found necessary to explain one technical

term by another, the latter is usually printed in italics the first time

it is mentioned; so that the reader may refer to it for a further

explanation.

As the plates of this publication were intended to illustrate the

various objects to which they refer, they are little ornamented; but

have in general the recommendation of simplicity and geometrical truth.

In this part I have been particularly favoured with many original

drawings, which are usually considered amongst the inaccessible _arcana_

of ship-building. They are much more numerous, useful, and correct, than

what has hitherto appeared in any work of the kind. In fine, I have

endeavoured, to the best of my judgment, to retrench the superfluities,

and supply the deficiences of former writers on the same subject, as

well as to digest and methodise whatever appeared loose or inaccurate

therein.

This undertaking was first suggested to me by my worthy and ingenious

friend George Lewis Scott, Esq; who considered it as a work of extensive

utility, Indeed, in a country whose principal sources of strength are

derived from the superiority of her marine, it is evidently wanted. I

have the pleasure also to know that Sir Edward Hawke, and several

officers of respectable abilities in our navy, are of the same opinion.

To this may be added, what the celebrated M. Du Hamel lately observed,

in a letter to me, _s_. I mention this expressly, because some

sea-officers have considered the work unnecessary. It is however

submitted, with all possible deference, to superior judges; to men of

science and letters, who know the difficulty of explaining the parts of

a mechanical system, when the readers are unacquainted with the subject.

[Illustration]

A

LIST of the SUBSCRIBERS.

His Royal Highness the DUKE of GLOUCESTER.

His Royal Highness the DUKE of CUMBERLAND.

Right Hon. Lords Commissioners of the ADMIRALTY, as a Board.

A

Capt. Abdy, of the Navy

John Adam, Esq;

Robert Adam, Esq;

James Adam, Esq;

William Adam, Esq;

Alex. Anderson, Esq;

Capt. Alwright, of the Navy

Capt. Antrobus, ditto

Mr. Richard Atkinson, _2 copies_

London Assurance Office

Royal Exchange Assurance Office

B

His Grace the Duke of Beaufort

Right Hon. Earl of Berkeley

Right Hon. Lord Bottetourt

Right Hon. John Buller, Lord of the

Admiralty.

Col. Bendyshe

Hon. George Berkeley

The Rev. Dr. Blair

Capt. Bentinck, of the Navy

Capt. George Bowyer, of ditto

Mr. Robert Baynes

Edward Hugh Boscawen, Esq;

William Glanville Boscawen, Esq;

John Boddington, Esq;

John Blair, Esq; Calcutta

Lieut. Henry Baynes

Lieut. T. P. Braithwaite

Lieut. James Bradley

Mr. J. Bourgh

Lieut. Geo. Baker

Capt. Brisac

Mr. Robert Bogle

Mr. William Brymer

Mr. James Barwell

Mr. William Berry

Mr. Burrel

Mr. Thomas Barwis

Charles Boddam, Esq;

Mr. Burgh

Mr. Robert Brown

John Bullock, Esq;

Theobal Burke, Esq;

C

Right Hon. Lord Cochran

Hon. H. S. Conway, Lieut. Gen. of the Ordnance, &c.

John Campbell, Esq; F.R.S. Capt. in the Navy

John Carter, Esq; Deal

John Cartwright, Esq;

Charles Cartwright, Esq;

Capt. Collin

Alexander Craufurd, Esq;

Lieut. R. P. Cooper

Mr. Henry Crawford

John Henry Cochran, Esq;

Henry Cort, Esq;

William Crighton, Esq;

General Clerk

Mr. Thomas Clerk

Mr. Duncan Clerk

Capt. John Campbell

D

Rear Admiral Sir James Douglas

Mr. Dalrymple

Mr. Robert Dallas, _2 copies_

George Dempster, Esq; _2 copies_

Lieut. George Dawson

Lieut. Richard Douglas

Mr. Duncan Davidson

Major Deaker

Mr. Edward Downes

Mr. John Delaton

Thomas Dunkerley, Esq;

Stillingfleet Durnford, Esq;

E

Right Hon. Earl of Edgcumbe

Right Hon. Earl of Egmont

Right Hon. Lord Elibank

Sir John Elwill

General Ellison

Arthur Edie, Esq;

Mr. John Ewer

F

Sir Thomas Frankland, Bart. Vice-Admiral of the Red Squadron

Capt. Fanshaw

Sir Robert Fletcher, Kt.

Charles Ferguson, Esq;

Sir Adam Ferguson

Mr. John Finch

Mr. Francis Farrar

G

Right Hon. Earl of Gainsborough

Charles Gore, Esq;

Mr. John Gathorne

James Gordon, Esq; _2 copies_

Mr. Arch. Gairdner

John Gray, Esq;

Alexander Geddes, Esq;

Mr. William Gemmell

H

Right Hon. Earl of Home

Right Hon. Lord Viscount Howe

Right Hon. Sir Edw. Hawke, K. B. first Lord of the Admiralty, &c. &c.

Thomas Hanway, Esq; Commissioner of the Navy

Capt. John Hay, of the Navy

Mr. Samuel Hannay, _4 copies_

Sir Thomas Hesketh, Bart.

Col. Hale

Warren Hastings, Esq;

The Rev. Wm. Hirst, A.M. F.R.S. _2 copies_

John Hope, Esq;

Lieut. Charles Hope

Capt. Horne, of the East India Company

Capt. Hume, of ditto

John Hume, Esq;

Mr. John Hunter, of Lisbon

Lieut. Edmond Hawker

Lieut. Harry Harmood

Adam Hayes, Esq;

Dr. Harris

Mr. Hall

Mr. Hutton

Lieut. Harris

I

The Court of Directors of the East India Company

William Innis, Esq;

George Johnstone, Esq; _4 copies_

John Johnstone, Esq;

Mr. James Johnston

Lieut. Judd

K

Hon. Augustus Keppel, Rear Admiral of the blue squadron

Mr. Daniel Kemp

Mr. John Kendrick

L

Hon. Capt. Leveson

Sir John Lindsay, Capt. in the Navy

Lieut. Charles Logie

Francis Lucas, Esq;

William Lascelles, Esq; of the Inner Temple

Mr. S. Cousgarne Lloyd

Dr. Lawrence

Capt. Lauder, of the East India Company

Mr. Liddel

Mr. Lennox

M

Capt. Macbride, of the Navy

Mr. Colin Mackenzie, _2 copies_

Mr. Majendie

Major Mills

Richard Maitland, Esq;

Lieut. David Maitland

Lieut. James Macnamara

Lieut. Thomas Montagu, _2 copies_

Edward Meadows, Esq;

James Montresor, Esq;

Robert Mure, Esq;

Mr. James Mason

Mr. Mackworth

Mr. Robert Man

Mr. James Mather

Mr. William Myrtle

Mr. Money

James Mill, Esq;

Mr. John Mackintosh

N

The principal Officers and Commissioners of his Majesty’s Navy

Valentine Neville, Esq;

Mr. Francis Newton

Mrs. Sarah Norton

O

Charles Ogilvie, Esq;

Capt. Ommanney, of the Navy

Mr. Ousnam

P

Right Hon. Earl of Plymouth

Right Hon. Lord Palmerston, Lord of the Admiralty

Right Hon. Lord Pigot

Capt. Hugh Pigot, of the Navy

Mr. Simon Parry

Edward Payne, Esq;

The Rev. Hugh Panton, L. L. B.

Lieut. Henry Gibson Panton

Mr. Thomas Poynting

Mr. Paterson

Mr. John Perriman

Mr. Pitchford

Q

His Grace the Duke of Queensbury and Dover

R

Capt. Lockhart Ross, of the Navy

Capt. Joseph Rowley, of ditto

Capt. Reynolds, of the Navy

Dr. Charles Richardson

Capt. George Richardson, of the East India Company

S

Hon. Sir Charles Saunders, K. B. Vice-Admiral of the Blue Squadron

George Lewis Scott, Esq; F.R.S. _2 copies_

Robert Stewart, Esq;

Edward Salway, Esq;

Gordon Skelly, Esq;

Capt. Stott

Lieut. Patrick Stewart

Henry Smith, Esq;

Capt. Peter Stokes, of the East India Company

T

The Corporation of Trinity House

Capt. Tonyn, of the Navy

Lieut. Henry Tuite

Mr. William Trotter

Mr. Tais

Mr. Taulbert

Mr. William Tennant

Mr. Thomas Trower

Thomas Townshend, Esq;

V

The Commissioners for Victualling his Majesty’s Navy, as a Board

Hon. Capt. Raby Vane

His Excellency Count San-Vincent, Rear Admiral of Portugal

Henry Vansittart, Esq;

George Vandeput, Esq; Capt. in the Navy

W

Mr. Thomas Walker

Mr. John Way

Andrew Wilkinson, Esq;

Capt. Williams

Mr. William Wigginton, of Bristol

Capt. John Waddell, of the East India Company

Lieut. George Robinson Walters

Y

Rear Admiral Young

TABLE OF CONTENTS

PREFACE.

A LIST OF THE SUBSCRIBERS.

AN UNIVERSAL DICTIONARY OF THE MARINE.

A TRANSLATION OF THE PHRASES AND TERMS OF ART IN THE FRENCH MARINE.

AN

UNIVERSAL DICTIONARY

OF THE

MARINE.

A.

ABACK, _coeffé_, the situation of the sails when their surfaces are

flatted against the masts by the force of the wind.

The sails are said to be _taken aback_, when they are brought into this

situation, either by a sudden change of the wind, or by an alteration in

the ship’s course. They are _laid aback_, to effect an immediate

retreat, without turning to the right or left; or, in the sea-phrase, to

give the ship _stern-way_, in order to avoid some danger discovered

before her in a narrow channel; or when she has advanced beyond her

station in the line of battle, or otherwise.

The sails are placed in this position by slackening their lee-braces,

and hauling in the weather ones; so that the whole effort of the wind is

exerted on the fore-part of their surface, which readily pushes the ship

astern, unless she is restrained by some counter-acting force. See

BACKING, and BRACING.

It is also usual to spread some sail aback near the stern, as the

mizen-top-sail, when a ship rides with a single anchor in a road, in

order to prevent her from approaching it so as to entangle the flukes of

it with her slackened cable, and thereby loosen it from the ground. See

ANCHOR.

Fig. 1. Plate III. discovers the plan of a ship, _a b_, with her

main-top-sail, _c d_, aback; in which the curved dotted line expresses

the cavity of it, as blown back by the wind on each side of the mast.

The fore-top-sail, which is full, is exhibited by the line _e f_. Fig.

3. represents a perspective view of the ship in the same situation; and

the dart shews the direction of the wind upon both.

_Lay all flat_ ABACK, the order to arrange all the sails in this

situation.

ABAFT, _arriere_, (_abaftan_, Sax. behind) the hinder part of a ship, or

all those parts both within and without, which lie towards the stern, in

opposition to afore; which see.

ABAFT, _arriere de_, is also used as a preposition, and signifies

_further aft_, or _nearer the stern_; as, the barricade stands _abaft_

the main mast, i. e. behind it, or nearer the stern.

ABOARD (_à bord_, Fr. _abordo_, Ital.) the inside of a ship: hence any

person who enters a ship is said to go _aboard_: but when an enemy

enters in the time of battle, he is said to _board_. A phrase which

always implies hostility. See the article BOARDING.

To fall ABOARD of, _aborder_, to strike or encounter another ship, when,

one or both are in motion; to be driven upon a ship by the force of the

wind or current.

ABOARD-_main-tack!_ _amure la grande voile!_ the order to draw the

main-tack, i. e. the lower corner of the main-sail, down to the

chess-tree. See CHESS-TREE.

ABOUT, _reviré_, (_abutan_, Sax.) the situation of a ship immediately

after she has _tacked_ or changed her course by going about, and

standing on the other tack. See TACKING.

ABOUT-SHIP! _adieu-va!_ the order to the ship’s crew to prepare for

tacking.

ABREAST, _par le travers_ (of _breost_, Sax.), side by side, or opposite

to; a situation in which two or more ships lie, with their sides

parallel to each other, and their heads equally advanced.

This term more particularly regards the line of battle at sea, where, on

the different occasions of attack, retreat, or pursuit, the several

squadrons, or divisions of a fleet, are obliged to vary their

dispositions, and yet maintain a proper regularity by sailing in _right_

or _curved_ lines. When the line is formed _abreast_, the whole squadron

advances uniformly, the ships being equally distant from, and parallel

to each other, so that the length of each ship forms a right angle with

the extent of the squadron or line _abreast_. The commander in chief is

always stationed in the center, and the second and third in command in

the centers of their respective squadrons. See this farther illustrated

in the article LINE.

ABREAST, within the ship, implies on a line with the beam, or by the

side of any object aboard; as, the frigate sprung a leak abreast of the

main hatch-way, i. e. on the same line with the main hatch-way, crossing

the ship’s length at right angles, in opposition to _afore_ or _abaft_

the hatch-way. See ABAFT.

_We discovered a fleet ABREAST of Beachy-Head_, i. e. off, or directly

opposite thereto.

ACORN, _pomme de girouette_, a little ornamental piece of wood,

fashioned like a cone, and fixed on the uppermost point of the spindle,

above the vane, on the mast-head. It is used to keep the vane from being

blown off from the spindle in a whirlwind, or when the ship leans much

to one side under sail. See plate I. fig. 1. where _a_ represents the

acorn, _b_ the vane and stock, _c_ the spindle, and _d_ the mast-head.

ADMIRAL, _amiral_, an officer of the first rank and command in the

fleet, and who is distinguished by a flag displayed at his

main-top-mast-head. Also an officer who superintends the naval forces of

a nation, and who is authorised to determine in all maritime causes.

The origin and denomination of this important office, which seems to

have been established in most countries that border on the sea, have

given rise to a great variety of opinions. Some have borrowed them from

the Greek, others from the Arabic, while a third sort, with greater

probability, derive both the title and dignity from the Saracens.[1] But

since no certain conclusions have been deduced from these elaborate

researches, and as it rather appears the province of this work to give

the reader an idea of the office and duty of an admiral at sea, than to

furnish an historical or chronological detail of the rank and power with

which admirals have been invested in different nations, we shall

contentedly resign this task to the ingenious lexicographers who have so

repeatedly entertained us with such critical investigations.

The ADMIRAL, or commander in chief of a fleet, being frequently invested

with a great charge, on which the fate of a kingdom may depend, ought

certainly to be possessed of abilities equal to so important a station

and so extensive a command. His fleet is unavoidably exposed to a

variety of perplexing situations in a precarious element. A train of

dangerous incidents necessarily arise from those situations. The health,

order, and discipline of his people, are not less the objects of his

consideration, than the condition and qualities of his ships. A sudden

change of climate, a rank and infectious air, a scarcity, or

unwholsomness of provisions, may be as pernicious to the former, as

tempestuous weather or dangerous navigation to the latter. A lee-shore,

an injudicious engagement with an enemy greatly superior, may be equally

fatal to both. He ought to have sufficient experience to anticipate all

the probable events that may happen to his fleet during an expedition or

cruise, and, by consequence, to provide against them. His skill should

be able to counter-act the various disasters which his fleet may suffer

from different causes. His vigilance and presence of mind are necessary

to seize every favourable opportunity that his situation may offer to

prosecute his principal design; to extricate himself from any difficulty

or distress; to check unfortunate events in the beginning, and retard

the progress of any great calamity. He should be endued with resolution

and fortitude to animate his officers by the force of example, and

promote a sense of emulation in those who are under his command, as well

to improve any advantage, as to frustrate or defeat the efforts of his

ill fortune.

The most essential part of his duty, however, appears to be military

conduct. As soon as the fleet under his command puts to sea, he is to

form it into the proper order of battle, called the LINE. In this

arrangement he is to make a judicious distribution of strength from the

van to the rear, throwing the principal force into the center, to resist

the impression of the enemy’s fleet; which might otherwise, at some

favourable opportunity, break through his line, and throw the van and

rear into confusion.

A competent knowledge of the seas, weather, and reigning winds, of the

coast or region where he is stationed, is also requisite, as it will

greatly facilitate his plans on the enemy. It will enable him to avoid

being improperly embayed, where he might be surprised in a

disadvantageous situation; and to judge whether it will be most

expedient to attack his adversary, or lie prepared to receive his

assault. When his fleet is forced by stress of weather or otherwise to

take shelter in a road or bay, it will likewise suggest the necessary

conduct of keeping a sufficient number of cruisers at sea, to bring him

early intelligence, that they may be ready to cut or slip the cables

when they are too much hurried to weigh their anchors.

As the forming a complete, strong, and uniform line is a very material

article in naval war, the admiral ought frequently to arrange the fleet

under his command into this order, that the inferior officers may

observe to bring their ships, with greater dexterity and alertness, into

their several stations, and maintain the regularity of the line when

they tack, veer, or sail abreast. See LINE.

When the admiral intends a descent on an enemy’s coast, or other attack

which may be attended with complicated and unforeseen incidents, his

orders should be delivered or drawn up with the greatest accuracy and

precision: they should be simple, perspicuous, direct, and

comprehensive; they should collect a number of objects into one point of

view, and, foreseeing the effects of success or defeat, appoint the

proper measures to be adopted in consequence thereof. History and

experience confirm the necessity of this observation, and present us

with a variety of disasters that have happened on such occasions, merely

by a deficiency in this material article. In the commanding officer,

inattention, barrenness of expedient, or a circumscribed view of the

necessary effects of his enterprize, may be equally pernicious. And

general orders ought to be utterly free from pedantry and perplexity,

which always betray a false taste and confused imagination, besides the

probability of producing many fatal consequences.

When an admiral conquers in battle, he should endeavour to improve his

victory, by pushing the advantages he has acquired as far as prudence

directs; a conduct which merits his attention as much as any in the

action! When he is defeated, he ought to embrace every opportunity of

saving as many of his ships as possible, and endeavour principally to

assist those which are disabled. In short, it is his duty to avail

himself of every practicable expedient rather than sink under his

misfortune, and suffer himself to become an easy prey to the enemy.

He should be sufficiently acquainted with civil law, to judge with

propriety of the proceedings of courts-martial, and to correct the

errors, and restrain the abuses which may happen therein by mistake, or

ignorance, or inattention.

As secret treaties, propositions, or schemes of the enemy, may

occasionally be submitted to his inspection, or fall into his possession

by capture; and which it might be improper to discover to any person

near him, he ought to have a competent knowledge of the modern

languages, or at least, those of the countries against whom his military

operations are directed, to be able to comprehend with facility the full

scope and purport of such papers.

He ought to be well versed in geometry, to order proper and correct

surveys of unknown coasts, roads, or harbours to be made, and to judge

of their accuracy, and detect their errors. To ascertain the situation

and longitude of different places, he should be also sufficiently

skilled in astronomy, and the method of taking observations, which

indeed is essentially necessary to the profession of a sea-officer,

although too much neglected.

By his orders the admiral is likewise to assist at all councils of war

that relate to naval affairs: to visit, as often as convenient, the

other ships of his squadron: to enquire particularly into their

condition, and observe the men mustered, taking care that no

supernumeraries are borne on the books. He is directed to acquaint the

secretary of the admiralty of all his proceedings relating to the

service, for the information of the lord-high-admiral, or lords

commissioners of the admiralty; and to attend him or them, on his return

home, with an account of his voyage or expedition, and to transmit a

copy of his journal to their secretary.

Much more might be observed on this occasion. It appears however by the

general outline which we have sketched, that the office and duty of an

admiral requires greater skill and more comprehensive abilities than is

generally supposed necessary to the command of a naval armament. And

that he ought to be duly qualified, at least in this kingdom, to assist

at the councils of his sovereign, and enter into the enlarged system of

protecting his country from an invasion by sea, or of meditating a

descent on an enemy’s coast; as well as to improve navigation, and open

new channels of commerce. For further particulars of his charge, see the

articles ENGAGEMENT, LINE, SQUADRON.

ADMIRAL _of the fleet_, the highest officer under the admiralty of

Great-Britain: when he embarks on any expedition, he is distinguished by

the union flag at the main-top-mast-head.

_Vice_-ADMIRAL, _vice-Amiral_, the officer next in rank and command to

admiral; his flag is displayed at the fore-top-mast-head.

_Rear_-ADMIRAL, _contre-amiral_, _lieutenant-général des armées

navales_, the officer next in rank and command to the vice-admiral, and

who carries his flag at the mizen-top-mast-head.

There are at present in England, besides the admiral of the fleet, three

admirals of the white squadron, and four of the blue. Three

vice-admirals of the red, three of the white, and four of the blue. Four

rear-admirals of the red, four of the white, and five of the blue

squadron: besides twenty-two rear-admirals that have carried no flag,

who are superannuated upon half-pay.

_Vice_-ADMIRAL is also a civil officer appointed by the

lords-commissioners of the admiralty. There are several of these

officers established in different parts of Great-Britain, with judges

and marshals under them, for executing jurisdiction within their

respective districts. Their decisions, however, are not final, an appeal

lying to the court of admiralty in London.

ADMIRALTY, _Amirauté_, the office of lord-high-admiral, whether

discharged by one single person, or by joint commissioners, called Lords

of the Admiralty.

ADVICE-BOAT, _pacquet d’ avis_, a small vessel employed to carry

expresses or orders with all possible dispatch.

ADRIFT (from _a_ and _drift_, Sax.) the state of a ship or vessel broke

loose from her moorings, and driven without controul at the mercy of the

wind, seas, or current, or all of them together.

AFLOAT, (_à flot_, Fr.) floating on the surface of the water: a ship is

said to be _afloat_ when there is a volume of water under her bottom of

sufficient depth to buoy her up from the ground.

AFORE, _avant_, (_fore_, Sax.) all that part of a ship which lies

forward, or near the stem.

AFORE, as a preposition, likewise implies _further forward_, or nearer

the prow; as, the manger stands _afore_ the fore-mast, i. e. further

forward, or nearer the stem. In both these senses _afore_ is used in

contradistinction to _abaft_. See the article ABAFT.

AFT, _arriere_, (from _æfter_, or _abaft_) behind, or near the stern of

the ship; being opposed to _fore_; as, run out the guns _fore and aft_!

i. e. from one end of the ship to the other; and whence,

AFTER, _de l’arriere_, (_æfter_, Sax.) a phrase applied to any object

situated in the hinder-part of the ship; as, the _after_-hatchway, the

_after_-capstern, the _after_-sails, &c.

The AFTER-SAILS usually comprehend all those which are extended on the

mizen-mast, and on the stays between the mizen and main-masts. They are

opposed to the head-sails, which include all those that are spread on

the fore-mast and bowsprit; and both by their mutual operation on the

opposite ends of the ship, duly balance her when under sail. See the

article TRIM.

AGENT-VICTUALLER, _avitalleur_, an officer stationed at a royal port, to

regulate the victualling of the king’s ships, under the directions of

the commissioners for victualling the navy. He receives all the

provisions from the victualling-office in London, and distributes them

to the ships in the harbour. He also receives into his store-houses such

as may be returned by ships after the expiration of their voyage, and

renders an account thereof to the said commissioners.

AGROUND, _echoué_, (from _a_ and _ground_) the situation of a ship whose

bottom, or any part of it, hangs or rests upon the ground, so as to

render her immoveable till a greater quantity of water floats her off;

or till she is drawn out into the stream, by the application of

mechanical powers.

AHEAD, _avant_, _au devant_, (from _a_ and _head_, Sax.) further onward

than the ship, or at any distance before her, lying immediately on that

point of the compass to which her stem is directed. It is used in

opposition to _astern_, which expresses the situation of any object

behind the ship. See ASTERN.

_To run AHEAD of one’s reckoning_, _depasser_, to sail beyond the place

shewn erroneously in the dead-reckoning as the ship’s station.

_Line_ AHEAD. See the article LINE.

A-HULL, _à sec; à mats, & à cordes_ (from _a_ and _hull_) the situation

of a ship when all her sails are furled on account of the violence of

the storm, and when having lashed her helm on the lee-side, she lies

nearly with her side to the wind and sea, her head being somewhat

inclined to the direction of the wind. See this further explained in the

article TRYING.

AIM, the direction of a cannon, or other fire-arm, to its object, or the

point to which it is directed; whence,

_To take_ AIM, _prendre sa mire_, (from _esmer_, Fr.) is to point a gun

to its object according to the point-blank range. See CANNON and RANGE.

ALEE, _envoié_, (from _a_ and _lee_) the situation of the helm when it

is pushed down to the lee side of the ship, in order to put the ship

about, or lay her head to the windward.

ALL _in the wind_, the state of a ship’s sails when they are parallel to

the direction of the wind, so as to shake and shiver, by turning the

ship’s head to windward, either by design, or neglect of the helm’s man.

ALL’_s well_! an acclamation of safety or security pronounced by a

centinel, and repeated by all the others who are stationed in different

places of a ship of war, at the time of striking the bell each half-hour

during the period of the night watch.

ALL _hands high_, or ALL _hands hoay_! _tout le monde haut!_ the call or

order by which all the ship’s company are summoned upon deck by the

boatswain.

ALOFT, _en haut_, (_loffter_, to lift up, Dan.) up in the tops, at the

mast-heads, or any where about the higher yards or rigging.

ALONG-_side_, _bord à bord_, _flanc & flanc_, side by side, or joined to

a ship, wharf, &c. and lying parallel thereto.

To lay ALONG-_side_, _alonger_, to arrange a ship by the side of

another.

ALONG-_shore_, along the coast; this phrase is commonly applied to

coasting-navigation, or to a course which is in sight of, and nearly

parallel to, the shore.

_Lying_ ALONG, _à la bande_, (_au longe_, Fr.) the state of being

pressed down sideways by a weight of sail in a fresh wind that crosses

the ship’s course either directly or obliquely.

ALOOF, _lof_, this has frequently been mentioned as a sea-term, but

whether justly or not we shall not presume to determine; it is known in

common discourse to imply, at a distance; and the resemblance of the

phrases, _keep aloof_, and _keep a luff_, or _keep the luff_, in all

probability gave rise to this conjecture. If it was really a sea-phrase

originally, it seems to have referred to the dangers of a lee-shore, in

which situation the pilot might naturally apply it in the sense commonly

understood, _viz._ keep _all off_, or quite off: it is, however, never

expressed in that manner by seamen now. See LUFF. It may not be improper

to observe, that, besides using this phrase in the same sense with us,

the French also call the weather side of a ship, and the weather clue of

a course, _le lof_.

AMAIN, _cale-tout_, (from _main_, or _maigne_, old French) at once,

suddenly; as, let go _amain_! i. e. let it run at once. This phrase is

generally applied to any thing that is hoisted or lowered by a tackle,

or complication of pullies.

AMIDSHIPS, the middle of the ship, either with regard to her length or

breadth. Example in the first sense; The enemy boarded us _amidships_,

i. e. in the middle, between the stem and stern. Example in the second

sense; Put the helm _amidships_, i. e. in the middle, between the two

sides.

ANCHOR, _ancre_ (_anchora_, Lat. from αγκυρα, Greek) a heavy, strong,

crooked instrument of iron, dropped from a ship into the bottom of the

water, to retain her in a convenient station in a harbour, road, or

river.

The most ancient anchors are said to have been of stone, and sometimes

of wood, to which a great quantity of lead was usually fixed. In some

places baskets full of stones, and sacks filled with sand, were employed

for the same use. All these were let down by cords into the sea, and by

their weight stayed the course of the ship. Afterwards they were

composed of iron, and furnished with teeth, which being fastened to the

bottom of the sea, preserved the vessel immoveable; whence ὀδοντες and

_dentes_ are frequently taken for anchors in the Greek and Latin poets.

At first there was only one tooth, whence anchors were called

ἐτερόστομοι; but in a short time the second was added by Eupalamus, or

Anacharsis, the Scythian philosopher. The anchors with two teeth were

called ἀμφίβολοι, or ἀμφίστομοι, and from ancient monuments appear to

have been much the same with those used in our days, only the transverse

piece of wood upon their handles (the stock) is wanting in all of them.

Every ship had several anchors, one of which, surpassing all the rest in

bigness and strength, was peculiarly termed ἱηρὰ, or _sacra_, and was

never used but in extreme danger; whence _sacram anchoram solvere_, is

proverbially applied to such as are forced to their last refuge.

_Potter’s Antiquities of Greece._

The anchors now made are contrived so as to sink into the ground as soon

as they reach it, and to hold a great strain before they can be loosened

or dislodged from their station. They are composed of a shank, a stock,

a ring, and two arms with their flukes. The stock, which is a long piece

of timber fixed across the shank, serves to guide the flukes in a

direction perpendicular to the surface of the ground; so that one of

them sinks into it by its own weight as soon as it falls, and is still

preserved steadily in that position by the stock, which, together with

the shank, lies flat on the bottom. In this situation it must

necessarily sustain a great effort before it can be dragged through the

earth horizontally. Indeed this can only be effected by the violence of

the wind or tide, or of both of them, sometimes increased by the

turbulence of the sea, and acting upon the ship so as to stretch the

cable to its utmost tension, which accordingly may dislodge the anchor

from its bed, especially if the ground be soft and oozy or rocky. When

the anchor is thus displaced, it is said, in the sea phrase, to _come

home_.

That the figure of this useful instrument may be more clearly

understood, let us suppose a long massy beam of iron erected

perpendicularly, Plate I. fig. 2. _b c_; at the lower end of which are

two arms, _d_ _e_, of equal thickness with the beam (usually called the

shank) only that they taper towards the points, which are elevated above

the horizontal plane at an angle of thirty degrees; or inclined to the

shank at an angle of sixty degrees: on the upper part of each arm (in

this position) is a fluke, or thick plate of iron, _g h_, commonly

shaped like an isosceles triangle, whose base reaches inwards to the

middle of the arm. On the upper-end of the shank is fixed the stock

transversely with the flukes: the stock is a long beam of oak, _f_, in

two parts, strongly bolted, and hooped together with iron rings. See

also fig. 3. Close above the stock is the ring, _a_, to which the cable

is fastened, or _bent_: the ring is curiously covered with a number of

pieces of short rope, which are twisted about it so as to form a very

thick texture or covering, called the puddening, and used to preserve

the cable from being fretted or chafed by the iron.

Every ship has, or ought to have, three principal anchors, with a cable

to each, viz. the sheet, _maitresse-ancre_, (which is the _anchora

sacra_ of the antients) the best bower, _second ancre_, and small bower,

_ancre d’ affourche_, so called from their usual situation on the ship’s

bows. There are besides smaller anchors, for removing a ship from place

to place in a harbour or river, where there may not be room or wind for

sailing; these are the stream-anchor, _ancre de touei_; the kedge and

grappling, _grapin_; this last, however, is chiefly designed for boats.

_To drag the_ ANCHORS, _chasser sur ses ancres_, implies the effort of

making the anchor _come home_, when the violence of the wind, &c.

strains the cable so as to tear it up from the bed into which it had

sunk, and drag it along the ground; as already explained.

_Foul_-ANCHOR: it is so called when it either hooks some other anchor,

wreck, or cable, under the surface of the water; or when, by the wind

suddenly abating, the ship slackens her strain, and straying round the

bed of her anchor, entangles her slack cable about the upper fluke of

it, and easily draws it out of its place, as soon as she begins to ride

with a strain. To prevent this, it is usual, as she approaches the

anchor, in light winds, to draw the slack cable into the ship as fast as

possible.

_To_ ANCHOR, _ancrer_, _mouiller_, _&c._ is to let go the anchor, and to

let the ship ride thereby.

_The_ ANCHOR _is a cock-bill_, _ancre est àla vielle_, implies that the

shank-painter, or rope by which the flukes were hung to the ship’s bow,

being cast off, the flukes drop down perpendicularly; whilst the anchor

is suspended at the cat-head by its stopper, ready to be sunk from the

bow at a moment’s warning.

_At_ ANCHOR, _à l’ ancre_, the situation of a ship which rides by her

anchor in a road or haven, &c. Plate I. fig. 6. represents the fore-part

of a ship, as riding in this situation.

_The_ ANCHOR _is a peek_. See the article APEEK.

_The_ ANCHOR _is a-trip_, or _a-weigh_. See those articles.

_To back the_ ANCHOR. See BACK.

_To cat the_ ANCHOR, _caponner l’ancre_, is to hook a tackle called the

_cat_ to its ring, and thereby pull it up close to the cat-head, which

see.

_To fish the_ ANCHOR, to draw up the flukes upon the ship’s side after

it is catted. See the articles DAVIT and FISH.

_To sheer the ship to her_ ANCHOR, _gouverner sur l’ancre_, is to steer

the ship’s head towards the place where the anchor lies when they are

heaving the cable into the ship; that the cable may thereby enter the

hause with less resistance, and the ship advance towards the anchor with

greater facility.

_To shoe the_ ANCHOR. See the article SHOE.

_To weigh the_ ANCHOR, _lever l’ancre_, to heave the anchor out of the

ground by its cable. See CAPSTERN and WINDLASS.

_To weigh the_ ANCHOR _with the long-boat_, _lever l’ancre avec la

chaloupe_, is to draw it up by applying mechanical powers to the

buoy-rope, and thereby pull it up to the boat’s stem or stern.

_To weigh the_ ANCHOR _by the hair_, is to weigh it by the cable in a

boat, when the ship cannot approach it, or when the buoy rope is broke.

See the French term _Ancre_, and the phrases which succeed in order.

ANCHOR-_ground_, _fond de bonne tenue_, is a bottom which is neither too

deep, too shallow, nor rocky; as in the first the cable bears too nearly

perpendicular, and is thereby apt to jerk the anchor out of the ground:

in the second, the ship’s bottom is apt to strike at low water, or when

the sea runs high, by which she is exposed to the danger of sinking: and

in the third, the anchor is liable to hook the broken and pointed ends

of rocks, and tear away its flukes; whilst the cable, from the same

cause, is constantly in danger of being cut through as it rubs on their

edges.

APEEK, (_à pique_, Fr.) perpendicular to the anchor; a ship is said to

be in this situation, when the cable is drawn so tight into the bow as

to, bring her directly over the anchor, so that the cable bears right

down from the ship’s stem.

APRON, (from _a_ and _foran_, Sax.) a platform, or flooring of plank,

raised at the entrance of a dock, a little higher than the bottom,

against which the dock gates are shut. See the article DOCK.

APRON, _contre etrave_, in ship-building, a piece of curved timber fixed

behind the lower part of the stem, immediately above the foremost end of

the keel. See plate I. fig. H. in the PIECES _of the_ HULL.

The APRON conforms exactly to the shape of the stem, so that when the

convexity of the former is applied to the concavity of the latter, it

forms one solid piece, which serves to fortify the stem, and give it a

firmer connexion with the keel.

As the apron is composed of two pieces scarfed together, and used to

support she scarf of the stem, it is necessary that the scarf thereof

should be at some distance from that of the stem. It is formed of the

same thickness with the heel of the stem; but its thickness is equal

throughout. Sometimes the piece immediately under the apron forms a

curve, of which the horizontal part covers the dead-wood, whilst the

vertical part corresponds with the inside of the stem, to which it is

fayed, making the commencement of the apron.

[Illustration:

_Naval ARCHITECTURE_ _PLATE. I._

]

APRON, _platine_, is also a square piece of lead fastened over the

touch-hole of the cannon, to keep the charge dry at sea or in rainy

weather.

_Naval_ ARCHITECTURE, or the science of ship-building, comprehends the

theory of delineating marine vessels upon a plane; and the art of

framing them upon the stocks, according to the proportions exhibited in

a regular design.

All edifices, whether civil or military, are known to be erected in

consequence of certain established plans, which have been previously

altered or improved till they have arrived at the desired point of

perfection. The construction of ships appears also to require at least

as much correctness and precision as the buildings which are founded

upon _terra firma_: it is therefore absolutely necessary that the

mechanical skill of the shipwright should be assisted by plans and

sections, which have been drawn with all possible exactness, examined by

proper calculations, and submitted to the most accurate scrutiny.

_Naval_ ARCHITECTURE, or ship-building, may be distinguished into three

principal parts.

First, To give the ship such an exterior form as may be most suitable to

the service for which she is designed.

Secondly, to give the various pieces of a ship their proper figures; to

assemble and unite them into a firm, compact frame, so that by their

combination and disposition they may form a solid fabric, sufficient to

answer all the purposes for which it is intended: And,

Thirdly, To provide convenient accommodations for the officers and crew,

as well as suitable apartments for the cargo, furniture, provisions,

artillery and ammunition.

The exterior figure of a ship may be divided into the bottom and

upper-works.

The bottom, or quick-work, contains what is termed the _hold_, and which

is under water when the ship is laden. The upper-works, called also the

dead-work, comprehend all that part which is usually above the water

when the ship is laden.

The figure of the bottom is therefore determined by the qualities which

are necessary for the vessel, and conformable to the service for which

she is proposed.

The limits of our design will not admit of a minute description, and

enumeration of all the pieces of timber which enter into the

construction of a ship, nor of a particular description of their

assemblage and union; or the manner in which they reciprocally

contribute to the solidity of those floating citadels. It nevertheless

appears necessary to give a general idea of the use, figure, and

station, of the principal pieces, to those who are intirely unacquainted

with the subject. As our definitions will be greatly illustrated also by

the proper figures, we have annexed to this article a plate which

comprehends some of the most material draughts, as well as a

representation of the principal pieces employed in naval architecture.

It is usual amongst shipwrights to delineate three several draughts.

First, The whole length of the ship is represented according to a side

view, perpendicular to the keel, and is termed the plane of elevation,

or sheer-draught. Plate I.

Second, The ship is exhibited according to an end view, and stripped of

her planks, so as to present the outlines of the principal timbers; and

this is properly termed the plane of projection, or the vertical plane

of the timbers, Plate I. because it shews the projection of their frames

relatively to each other.

Third, It is not sufficient to have the vertical curves of the bottom in

different places, for a distinct idea of the horizontal curves is also

equally necessary and useful: this is obtained by means of

_water-lines_, traced upon what is called the horizontal plane. In this

draught, the curves of the transoms called the _round-aft_, is also

marked, and sometimes the breadth and thickness of the timbers.

The plane of elevation, plate I. determines the length and depth of the

keel; the difference of the draughts of water; the length and

projection, or _rake_, of the stem and stern-post; the position of the

mid-ship frame upon the keel, together with that of the principal frames

afore and abaft; the load-water-line; the wales, the dimensions and

situations of the gun-ports, the projection of the rails of the head and

stern-gallery, with the stations of the masts and channels. See the

article ELEVATION.

This draught, however, conveys no idea of the vertical curve of the ribs

or timbers; for as their projection will be only represented in a plane

elevated upon the length of the keel, they will appear in this direction

no otherwise than as streight lines. To perceive these curves

accurately, they must be regarded in another point of view, which will

represent their projection upon a vertical plane, supposed to cut the

keel at right angles in the place where the ship is broadest. For as all

ships are broader near the middle of their length than towards the

extremities, it is evident that the timbers are more extended in

proportion. The most capacious of these represents what is called the

_midship-frame_; and upon the area of this frame is delineated the

projection of all the others.

Thus the plane of projection limits the different breadths of a ship in

various points of her length, and exhibits the outline of the timbers

respectively to each other, as they are erected upon the keel.

Accordingly, this draught ought to present a variety of sections of the

ship in different places of her length, and always perpendicular to the

surface of the water; so that the eye of the observer, when placed in

what may be properly termed the _axis_ of the ship, may perceive the

several sections at one glance, that is to say, when looking full on the

stem, from before the ship, (See plate V. fig. 4.) he shall discover the

fore-timbers; and when looking from behind, directly on the stern, he

shall perceive the form of the after-timbers, (See plate X. fig. 2 and

3.) in both of which figures the sections of the inferior timbers are

expressed by curved black lines drawn upon the area of the

midship-frame, which is already described to be a plane elevated

perpendicularly upon the keel at the extreme breadth of the vessel.