and proper in other respects. The sails of each ship are disposed in
such a manner as to counter-act each other, so that the ships in general
neither advance or retreat during the action. By this circumstance they
are enabled to retain their stations with greater stability, and to
prosecute the battle with vigour and resolution, yet without perplexity
and disorder. The uniformity of the line will be preserved, so that the
admiral’s orders may be readily communicated by signals from the van to
the rear. The distress of any particular ship, that is disabled and
rendered incapable to continue the action, will be presently discovered,
and her place accordingly supplied by one of the ships in reserve. The
circumstances and situation of the enemy’s line will be ever open to the
view of the commander in chief, so that he may be enabled to convert any
disaster that may happen therein to his own advantage.
It may be alledged indeed, that the same reasons hold good with regard
to the enemy, to whom this arrangement will be equally beneficial. It
may also be observed, that particular occasions have rendered it
necessary to break the order of the line; and that sometimes this
expedient has been practised with equal judgment and success. To the
first of these allegations it may be answered, that in war as well as
politics, there are certain general rules absolutely necessary to be
observed by the hostile powers: rules which are founded on mutual
convenience, and authorised by the invariable example of all ages!
Whatever tends to facilitate the designs of the adverse parties on each
other, or whatever operates to shorten the period of war, and render it
less destructive and fatal, are objects which ought never to be
disregarded. Disorder has not only a tendency to protract the war, but
to make it more bloody and ruinous, and to aggravate all the calamities
with which it is inseparably attended. Perhaps this observation is
particularly applicable to our present purpose, unless the consequences
of disorder in a sea-fight, as related below, should rather be
considered as the creation of fancy, than a recital of facts, naturally
resulting from known causes. Although peculiar circumstances have
sometimes, by their success, justified the measure of engaging an
enemy’s fleet, without forming the line; or after the line has been
separated; there is nevertheless very few operations in war that require
greater delicacy and vigilance, if the hostile fleets are very near to
each other. Perhaps no military enterprize can be attended with greater
hazard, or with fewer hopes of success. The incessant fire of so large
an assembly of ships in a very short time covers the scene of action
with a cloud of smoke, which is constantly accumulating. The winds that
enabled the two fleets to approach each other are soon become extremely
feeble, or perhaps perfectly lulled, by the explosions of a vigorous
cannonade: they are of course incapable any longer to dissipate the
smoke, which then darkens the air, and is almost impenetrable to the
eye. If in this situation the hostile ships are promiscuously scattered
amongst each other, it is easy to foretel the mischief, perplexity, and
distraction, to which the whole will be inevitably exposed. Not only is
the most comprehensive skill of the commander in chief rendered useless;
the smaller ships, abandoned to their ill fortune, may be torn to pieces
by superior force, without relief or succour: and, what is infinitely
worse than all, the ships of the same fleet may cannonade each other,
with all the resolution and spirit which they exert against their
enemies! If the design of war is conquest, and not massacre, it is thus
totally perverted! The battle, instead of being brought to a speedy
issue, and decided by a victory and defeat, is unhappily protracted into
a scene of slaughter and ruin, equally fatal and undecisive to both
parties.
If then disorder and confusion are fraught with such dangerous
consequences in a naval armament, it is no less certain that the
principal sinews of its strength are discipline, regularity, vigilance,
and activity. It has been already remarked, that the ships of the line
should be sufficiently close, to sustain each other; for if they are
farther apart than those of the enemy’s line, many single ships will
suffer the fire of two at once. Hence the fleet is rendered inferior to
that of the enemy, at the onset of battle; a circumstance which evinces
the superiority of larger ships, accompanied with weightier metal! the
enemy is defeated by the efforts of a more numerous and more powerful
artillery.
Besides these advantages, the larger ships are in other respects highly
preferable in a line of battle. They overlook those of an inferior rate,
which are accordingly laid open to the fire of their musquetry. In a
high sea they can more safely employ the artillery of their lower deck
than a smaller ship; and if both are obliged to shut their lower deck
ports, the advantage of the three-decked ships, with regard to their
cannon, will yet be considerable: they have three tier against two, and
two against one. The same superiority subsists, in case they are
dismasted, when the upper-deck is encumbered with the ruins.
The large ships, being higher _between-decks_, are less incommoded with
the smoke; and their cannon is managed with greater facility.
The large ships, having greater solidity of frame, are better calculated
to resist the effects of battle and tempest. In general also, they sail
better than the small ones, except in fine weather; for in a fresh wind,
when the sea becomes agitated, they have always the superiority.
The fire-ships do not succeed so well against large ships as the smaller
ones: the artillery will sink them, or oblige them sooner to relinquish
their design; and they are easily _towed_ away by the great long boats.
The line of a fleet, which has abundance of capital ships, need not be
so much enclosed as that of an enemy who has fewer. The former may be
also less numerous, without being weaker.
An open line will, on many occasions, work more easily than one which is
more enclosed; and if it is less numerous, the movements thereof are
more expeditious; the signals better attended; the general order more
exactly preserved; and the ships less liable to be separated. Hence it
will be less embarrassed by a change of wind, and the order will be
sooner re-established.
A less numerous line will more readily approach or escape from an enemy,
or a hostile shore; and, finally, when cruizing in a smaller space, it
will not be so much contracted.
From the preceding reflections it results, that the line, which contains
more capital ships, will be stronger than one more numerous, if composed
of smaller ships. This reflection however does not exclude a certain
number of the third and fourth _rates_, which are necessary in all naval
armaments[38].
As the hostile fleets are drawn up in two opposite lines, with their
sides to the wind, it is evident that one must be to the leeward of the
other, as appears in fig. 8. plate V. Both situations however have their
defects as well as advantages.
The advantages of a weather-line are generally, that it may approach the
enemy so as to determine the time and distance of action. If it is more
numerous than the lee-line, it may easily appoint a detachment to fall
upon the van and rear of the latter, and enclose it between two fires.
It is little incommoded by the fire or smoke of the cannon, and may
dispatch the fire-ships, under cover of the smoke, upon the disabled
ships of the lee-line; or wheresoever they may occasion perplexity and
disorder, by obliging the enemy to break the line and _bear away_.
The weather-line has nevertheless its defects, which sometimes
counterbalance the advantages above recited. If the sea is rough, and
the wind boisterous, it cannot readily fight with the lower-deck
battery. It cannot decline the action without the dangerous expedient of
forcing through the enemy’s line: and if it _keeps the wind_, the
lee-line may enclose, and totally destroy it, especially if it is
inferior in number to the latter; or if the ships thereof are in bad
condition; for it then can find no other resource but in the dexterity
of its manœuvres, unless it is favoured by the wind, or any oversight of
the enemy. The disabled ships of the weather-line must tack, to avoid
falling into the enemy’s fleet; and if they are much shattered, they may
be altogether separated from their own fleet, particularly if they are
in the rear of the line.
The line to leeward has also its advantages, which have occasionally
been preferred to those of the weather-line. The ships of the former may
use the guns of their lower decks, without the hazard of taking in much
water at the ports in stormy weather; whereas the line to windward dare
not open them, without the greatest danger. If the lee-line, although
more numerous, cannot so easily _double_ upon the van and rear of the
enemy, and inclose them between two fires, it may nevertheless have
opportunities of tacking, and cutting off a part of the enemy’s rear, by
obliging them to bear away, or separate from the rest. The disabled
ships to leeward are much more readily removed from the line than those
to windward, without being obliged to tack and continue exposed to the
enemy’s fire: they bear away, and remain at a competent distance from
the fleet in a state of safety. Finally, the lee-line can with more
facility avoid the action than its adversary; a circumstance which is
extremely favourable to an inferior squadron.
The defects of the lee-line, on the contrary, are, that it cannot decide
the time and distance of the battle, which may commence before it is
sufficiently formed; and it will perhaps be attacked by an enemy, who
bears away upon it in regular order. The fire and smoke of the
weather-line are a great inconvenience to it; and it cannot easily break
the enemy’s line with its fire-ships, which are very slowly and with
great difficulty conveyed to windward.
It must be remarked, that the admiral’s ship attentively preserves her
station in the centre of the line; for if the commander in chief should
give way to the caprice or inattention of any of those under his
direction, it would introduce an endless disorder into the squadron.
To illustrate this article, and enable the reader to form a clearer idea
of the line, we have, in plate V. represented several distinct views,
according to the different situations which it occasionally assumes.
Fig. 7. exhibits a perspective view of the line of battle on the
starboard-tack, A B being the plan thereof.
Fig. 8. _a_, represents the profile of the same line on the
starboard-tack, as brought to action by the opposite line _b_. The plan
of these squadrons, A B, appears immediately below.
It is necessary to remark here, that a fleet frequently retains the
order of the same tack, occasionally, when the whole fleet goes about at
once, as expressed by _a_, fig. 9. of which A is the plan. Or it goes
about gradually, the headmost ship having _tacked_ first, and the next
tacked as soon as she arrived in her wake; the rest following the same
example. See _c_, fig. 7. and C in the plan of the same figure.
It also frequently preserves the order of the line close-hauled,
although steering with a large wind, either in pursuit of a flying
enemy, or proceeding in a particular course. Thus the fleet _b_, fig.
10. although ranged so as to be in a line upon the larboard-tack, if
close to the wind, is chacing the fleet _a_ to leeward, which is either
parallel to the former and preserving the same order, or sails on a line
abreast, as expressed by the plan C. See also the article ABREAST.
Fig. 11 exhibits a fleet formed into a line, on the starboard-tack,
bearing away upon the continuation of the same line astern. Thus
supposing them to be formed on the starboard-tack, and sailing due
north, in a line ahead; it is evident that if every ship, at one and the
same time, bears away and steers south, the whole fleet will again be
upon a line ahead, with the wind upon the larboard-quarter, as expressed
in this figure, and in the plan under it.
Fig. 12 represents a fleet bearing away, and having half of its ships
ranged on the starboard-tack, and the other half on the larboard-tack,
so as to form the two sides of the angle _b c a_, of which the commander
in chief _a_ makes the central point. This disposition is sometimes used
to force through a passage which is guarded by an enemy. See also the
plan thereof, A B C below, where it is evident that the admiral is the
foremost ship, whilst bearing away, although she would be the last in
both lines, if they were close-hauled.
Fig. 13 expresses the order of retreat, which is frequently practised by
the French, and is directly the reverse of this; because the angular
point is farthest to leeward in the former, whereas it is to windward of
both lines in the latter; being also the headmost of both, when
close-hauled, although the sternmost ship while they are bearing away.
In an engagement, the ships are generally _brought-to_, with the
main-top-sails laid aback, and their fore-top-sails full, for the
purpose of bearing away more readily, when occasion requires. This
disposition of the sails is represented in fig. 13. plate III. See also
LYING-TO.
The line is said to be formed abreast, when the ships sides are all
parallel to each other, on a line which crosses their keels at right
angles. This is more frequently used in pursuing or retreating, with the
wind right aft, so that the line forms a perpendicular with the
direction of the wind, as exhibited by the ships C, in the plan annexed
to fig. 10.
LINE is also a name given to several small cords, of different sizes,
and used for various purposes at sea; as house-line, marline,
rattling-line, &c. See those articles.
LINTSTOCK, _baton à feu_, a staff about three feet long, having a sharp
point at one end, and a sort of fork or crotch in the other; the latter
of which serves to contain a lighted match, and by the former the
lintstock is occasionally stuck in the deck, in an upright position. It
is frequently used in small vessels, in an engagement, where there is
commonly one fixed between every two guns, by which the match is always
kept dry and ready for firing.
LOADING. See the articles CARGO and LADING.
_Shot_-LOCKER. See GARLAND.
LOG, a machine used to measure the ship’s head-way, or the rate of her
velocity as she advances through the sea. It is composed of a reel and
line, to which is fixed a small piece of wood, forming the quadrant of a
circle. The term log however is more particularly applied to the latter.
The log, fig. 14, plate V. is generally about a quarter of an inch
thick, and five or six inches from the angular point _a_ to the
circumference _b_. It is balanced by a thin plate of lead, nailed upon
the arch, so as to swim perpendicularly in the water, with about ⅔
immersed under the surface. The line is fastened to the log by means of
two legs _a_ and _b_, fig. 15, one of which passes through a hole _a_ at
the corner, and is knotted on the opposite side; whilst the other leg is
attached to the arch by a pin _b_, fixed in another hole, so as to draw
out occasionally. By these legs the log is hung in equilibrio, and the
line, which, is united to it, is divided into certain spaces, which are
in proportion to an equal number of geographical miles, as a half minute
or quarter minute is to an hour of time.
This instrument is employed to measure the ship’s course in the
following manner: The reel, fig. 16, about which the log-line is wound,
being held by one man, and the half-minute glass by another, the mate of
the watch at the same time fixes the pin, and throws the log over the
stern, which, swimming perpendicularly in the sea, feels an immediate
resistance as the ship advances. To prevent the pin from being drawn by
the effort of this resistance, the person who heaves the log continually
slackens the line over the stern, or quarter, so that it becomes almost
straight on the water, and the log continues nearly in the same place
where it first alighted, and is considered as fixed therein. The knots
are measured from a mark fastened at the distance of 12 or 15 fathoms
from the log; the glass is therefore turned at the instant when this
mark passes over the stern, and as soon as the glass runs out, the line
is accordingly stopped; when the water, acting forcibly on the surface
of the log, immediately dislodges the pin, so that the log, no longer
resisting the effort of the water, is easily drawn aboard. The degree of
the ship’s velocity is then readily determined, by examining the number
of knots nearest to that part of the line, where it was stopped at the
expiration of the glass, as the knots increase in their natural order
from the mark above mentioned. The space comprehended between that mark
and the log is used to let the latter be far enough astern, to be out of
the eddy of the ship’s _wake_ when the glass is turned.
If the glass runs thirty seconds, the distance between the knots should
be fifty feet. When it runs more or less, it should therefore be
corrected by the following analogy: As 30 is to 50, so is the number of
seconds of the glass to the distance between the knots upon the line. As
the heat or moisture of the weather has often a considerable effect on
the glass, so as to make it run slower or faster, it should be
frequently tried by the vibrations of a pendulum. The line, being also
liable to relax or shrink from the same cause, ought likewise to be
measured, as occasion requires.
It is usual to heave the log once every hour in ships of war and
East-India men; and in all other vessels, once in two hours; and if at
any time of the watch, the wind has increased or abated in the
intervals, so as to affect the ship’s velocity, the officer generally
makes a suitable allowance for it, at the close of the watch.
LOG-BOARD, a sort of table, divided into several columns, containing the
hours of the day and night, the direction of the winds, the course of
the ship, and all the material occurrences that happen during the
twenty-four hours, or from noon to noon; together with the latitude by
observation. From this table the different officers of the ship are
furnished with materials to compile their journals, wherein they
likewise insert whatever may have been omitted; or reject what may
appear superfluous in the log-board. See the article JOURNAL.
LOG-BOOK, a book into which the contents of the log-board is daily
copied at noon, together with every circumstance deserving notice, that
may happen to the ship, or within her cognizance, either at sea or in a
harbour, &c. The intermediate divisions or watches of the log-book,
containing four hours each, are usually signed by the commanding officer
thereof, in ships of war or East-Indiamen.
LONG-BOAT, _chaloupe_, the largest and strongest boat belonging to any
ship. It is principally employed to carry great burthens, as anchors,
cables, ballast, &c. See the article BOAT.
LOOF, the after-part of a ship’s bow; or that part of her side forward
where the planks begin to be incurvated into an arch, as they approach
the _stem_.
LOOK-OUT, _découverte_, a watchful attention to some important object,
or event, which is expected to arise from the present situation of a
ship, &c. It is principally used in navigation, when there is a
probability of danger from the real or supposed proximity of land,
rocks, enemies, and, in short, whatever peril she may encounter, through
inattention, which might otherwise have been avoided by a prudent and
necessary vigilance.
There is always a look-out kept on a ship’s forecastle at sea, to watch
for any dangerous objects lying near her track, and to which she makes a
gradual approach as she advances: the mate of the watch accordingly
calls often from the quarter-deck, “Look out afore there!” to the
persons appointed to this service.
LOOMING, an indistinct appearance of any distant object, as the
sea-coast, ships, mountains, &c. as, “she looms large afore the wind;
the looming of the land is high above the water,” &c.
LOOP-HOLES, _meurtrieres_, certain small apertures, formed in the
_bulk-heads_ and other parts of a merchant-ship, through which the small
arms are fired on an enemy who boards her.
_To_ LOOSE, _deferler_, to unfurl or call loose any sail, in order to be
_set_, or dried, after rainy weather.
LOST, _passé_, the state of being foundered or cast away; expressed of a
ship when she has either sunk at sea, or struck upon a rock, shelf, or
lee-shore, where she has beat to pieces by the violence of the sea.
LOW-WATER, that state of the tide, in which the reflux has fallen to its
greatest depression from the sea-coasts, or rivers of any country. See
the article TIDE.
_To_ LOWER, _amener_, to ease down gradually, expressed of some weighty
body, which is suspended by tackles, or other ropes, which, being
slackened, suffer the said body to descend as slowly or expeditiously as
the occasion requires. Hence
LOWER _handsomely_! and _lower cheerly!_ are opposed to each other, the
former being the order to lower gradually, and the latter to lower
expeditiously.
LUFF, _lof_, the order from the pilot to the steersman to put the helm
towards the _lee_-side of the ship, in order to make the ship sail
nearer the direction of the wind. Hence, luff round, or luff alee,
_envoie, lof tout_, is the excess of this movement, by which it is
intended to throw the ship’s head up in the wind, in order to tack her,
&c.
A ship is accordingly said to spring her luff, _faire une olofée_, when
she yields to the effort of the helm, by sailing nearer to the line of
the wind than she had done before. See also HAULING _the wind_, and
STEERING.
LUFF-TACKLE, a name given by sailors to any large tackle that is not
destined for a particular place, but may be variously employed as
occasion requires. It is generally somewhat larger than the
_jigger-tackle_, although smaller than those which serve to hoist the
heavier materials into and out of the vessel; which latter are the main
and fore-tackles, the stay and quarter-tackles, &c.
LUG-SAIL, _treou_, a square sail, hoisted occasionally on the mast of a
boat, or small vessel, upon a yard which hangs nearly at right angles
with the mast. These are more particularly in the barca longas,
navigated by the Spaniards in the Mediterranean.
LYING-TO, or LYING-BY, _en panne_, the situation of a ship when she is
retarded in her course, by arranging the sails in such a manner as to
counteract each other with nearly an equal effort, and render the ship
almost immoveable, with respect to her progressive motion, or
_head-way_. A ship is usually _brought-to_ by the main and
fore-top-sails, one of which is laid _aback_, whilst the other is full;
so that the latter pushes the ship forward, whilst the former resists
this impulse, by forcing her astern. This is particularly practised in a
general engagement, when the hostile fleets are drawn up in two lines of
battle opposite each other. It is also used to wait for some other ship,
either approaching or expected; or to avoid pursuing a dangerous course,
especially in dark or foggy weather, &c.
LYING-TO _in a storm_. See the article TRYING.
M.
MAGAZINE, _soute au poudres_, a close room or store-house, built in the
fore, or after-part of a ship’s hold, to contain the gun-powder used in
battle, &c. This apartment is strongly secured against fire, and no
person is suffered to enter it with a lamp or candle: it is therefore
lighted, as occasion requires, by means of the candles or lamps which
are fixed in the _light-room_ contiguous to it. See that article.
MAGNET. See the article COMPASS.
MAIN, an epithet usually applied by sailors to whatever is principal, as
opposed to what is inferior or secondary. Thus the main land is used in
contradistinction to an island or peninsula; and the main-mast, the
main-wale, the main-keel, and the main-hatchway, are in like manner
distinguished from the fore and mizen-masts, the channel-wales, the
false-keel, and the fore and after-hatchways, &c.