of a _tackle_ which hangs in a perpendicular position, without
sustaining or hoisting any weighty body: it is then the operation of
pulling the blocks closer to each other, by means of the rope which
passes through them, to compose the tackle; and is therefore opposed to
_over-hauling_, by which the blocks are drawn farther asunder.
ROUSSING, the act of pulling together upon a cable, hauser, &c. without
the assistance of _tackles_, _capsterns_, or other mechanical powers. It
is particularly used in the exercise of removing a ship from one place
to another, by means of ropes and anchors. See the article WARPING.
_To_ ROW, _ramer_, (_rowan_, Sax.) to impel a boat or vessel along the
surface of the water by oars, which are managed in a direction nearly
horizontal. See OAR.
ROW-GALLEY. See the article GALLEY.
ROW-LOCKS, those parts of the _gunwale_, or upper edge of a boat’s side,
whereon the oar rests in the exercise of rowing. In the sides of the
smallest vessels of war, a number of little square holes, called
row-ports, are cut for this purpose, parallel to the surface of the
water.
ROWERS, _rameurs_, a name given to the persons by whom the oars are
managed.
ROWING-GUARD. See GUARD-BOAT.
ROYAL, _boulingue_, a name given to the highest sail which is extended
in any ship. It is spread immediately above the top-gallant-sail, to
whose yardarms the lower corners of it are attached. This sail is never
used but in light and favourable breezes.
RUDDER. See the article HELM.
RUN, the aftmost or hindmost part of a ship’s bottom, where it grows
extremely narrow, as the floor approaches the stern-post.
RUNG-HEADS, _fleurs_, a name sometimes given by shipwrights to the upper
ends of the floor-timbers, which are otherwise more properly called
floor-heads. See NAVAL ARCHITECTURE.
RUNNER, _itague_, a thick rope used to increase the mechanical powers of
a _tackle_. See that article.
The runner _a_, fig. 10. plate VIII. passes through a large hook-block,
as _c_, and has usually a hook _b_ attached to one of its ends, and one
of the tackle-blocks to the other; and in applying it, the hook, as well
as the lower block of the corresponding tackle, is fixed to the object
intended to be removed.
RUNNING-OUT _a warp_, the act of carrying the end of a rope out from the
ship, in a boat, and fastening it to some distant place, to remove the
ship towards the said place, or keep her steddy whilst her anchors are
lifted, &c.
RUNNING-RIGGING, all that part of a ship’s rigging which passes through
the blocks, to dilate, contract, or traverse the sails. See the article
RIGGING.
S.
SADDLE, a small _cleat_ or wooden block, hollowed on the upper and lower
side, and nailed on the lower _yard-arms_, to retain the
studding-sail-_booms_ in a firm and steddy position. For this purpose
the cavity on the lower part of the saddle conforms to the cylindrical
surface of the yard to which it is attached: and in like manner the
hollow, on the upper side, answers to the figure of the boom, and serves
as a channel whereby it may be run out or in, along the yard, as
occasion requires.
SAGGING _to leeward_, the movement by which a ship makes a considerable
_lee-way_, or is driven far to leeward of the course whereon she
apparently sails. It is generally expressed of heavy-sailing vessels, as
opposed to keeping well to windward, or, in the sea-phrase, holding a
good wind.
SAIC, a sort of Grecian ketch, which has no top-gallant-sail or
mizen-top-sail. See KETCH.
SAIL, _voile_, (_segl_, Sax. _seyhel_, _seyl_ Dutch) an assemblage of
several breadths of canvas, or other texture, sewed together, and
extended on, or between the _masts_, to receive the wind, and carry the
vessel along the water.
The edges of the _cloths_, or pieces, of which a sail is composed, are
generally sewed together with a double seam: and the whole is skirted
round at the edges with a cord, called the _bolt-rope_.
Although the form of sails is extremely different, they are all
nevertheless triangular or quadrilateral figures or, in other words,
their surfaces are contained either between three or four sides.
The former of these are sometimes spread by a _yard_, as _lateen_-sails;
and otherwise by a _stay_, as _stay_-sails; or by a mast, as
shoulder-of-mutton-sails: in all which cases the foremost _leech_ or
edge is attached to the said yard, mast, or stay, throughout its whole
length. The latter, or those which are four-sided, are either extended
by yards, as the principal sails of a ship; or by yards and booms, as
the _studding_-sails, _drivers_, _ring-tails_, and all those sails which
are set occasionally; or by _gaffs_ and booms, as the _main-sails_ of
_sloops_ and _brigantines_.
The principal sails of a ship (fig. 1. plate IX.) are the courses or
lower sails _a_, the _top-sails b_, which are next in order above the
courses; and the top-gallant-sails _c_, which are expanded above the
top-sails.
The courses are the main-sail, fore-sail, and mizen, main-stay-sail,
fore-stay-sail and mizen-stay-sail; but more particularly the three
first. _N. B._ The main-stay-sail is rarely used except in small
vessels.
In all quadrangular sails the upper edge is called the head; the sides
or skirts are called leeches; and the bottom or lower edge is termed the
foot. If the head is parallel to the foot, the two lower corners are
denominated _clues_, and the upper corners earings.
In all triangular sails, and in those four-sided sails wherein the head
is not parallel to the foot, the foremost corner at the foot is called
the tack; and the after lower-corner the clue; the foremost
perpendicular or sloping edge is called the _fore_ leech, and the
hindmost the _after_ leech.
The heads of all four-sided sails, and the fore-leeches of lateen sails,
are attached to their respective yard or gaff by a number of small cords
called robands; and the extremities are tied to the yard-arms, or to the
peek of the gaff, by _earings_.
The stay-sails are extended upon stays between the masts, whereon they
are drawn up or down occasionally, as a curtain slides upon its rod, and
their lower parts are stretched out by a tack and sheet. The clues of a
top-sail are drawn out to the extremities of the lower yard, by two
large ropes called the top-sail sheets; and the clues of the
top-gallant-sails are in like manner extended upon the top-sail
yard-arms, as exhibited by plate IX. fig. 1.
The studding-sails are set beyond the leeches or skirts of the main-sail
and fore-sail, or of the top-sails or top-gallant-sails of a ship. Their
upper and lower edges are accordingly extended by poles run out beyond
the extremities of the yards for this purpose. Those sails however are
only set in favourable winds and moderate weather.
All sails derive their name from the mast, yard, or stay upon which they
are extended. Thus the principal sail extended upon the main-mast is
called the main-sail, _grande voile_, _d_, fig. 2. plate IX.; the next
above, which stands upon the main-top-mast, is termed the main top-sail,
_grand hunier_, _e_; and the highest, which is spread across the
main-top-gallant-mast, is named the main-top-gallant-sail, _grand
perroquet_, _f_.
In the same manner there is the fore-sail, _misaine_, _g_; the
fore-top-sail, _petit hunier_, _h_; and the fore-top-gallant-sail,
_petit perroquet_, _i_; the mizen, _artimon_, _k_; the mizen top-sail,
_perroquet d’artimon_, _l_; and mizen top-gallant-sail _m_. Thus also
there is the main stay-sail _o_; main-top-mast stay-sail _p_; and
main-top-gallant stay-sail _q_; with a middle stay-sail which stands
between the two last. _N. B._ All these stay-sails are between the main
and fore masts.
The stay-sails (_voiles d’etai_) between the main-mast and mizen-mast
are the mizen stay-sail _r_; and the mizen top-mast stay-sail _s_; and
sometimes a mizen top-gallant stay-sail above the latter.
The stay-sails between the fore-mast and the bowsprit are the fore
stay-sail _t_; the fore top-mast stay-sail _u_; and the jib, _foc_, _x_.
There is besides two square sails extended by yards under the bowsprit,
one of which is called the sprit-sail, _civadiere_, _y_; and the other
the sprit-sail top-sail _z_, _perroquet de beaupré_. For the French
names of all the stay-sails, see the French term ETAI, and the phrases
following it.
The studding-sails (_bonnettes en étui_) being extended upon the
different yards of the main-mast and fore-mast, are likewise named
according to their stations, the lower, top-mast, or top-gallant
studding sails.
The ropes by which the lower yards of a ship are hoisted up to their
proper height on the masts, are called the _jears_. In all other sails
the ropes employed for this purpose are called _haliards_.
The principal sails are then expanded by haliards, sheets, and bowlines,
except the courses, which are always stretched out below by a _tack_ and
sheet. See BOWLINE, CLOSE-HAULED, _&c._ They are drawn up together, or
trussed up, by _bunt-lines_, _clue-lines_, _d d_, fig. 1.;
_leech-lines_, _e e_; _reef-tackles_, _f f_; _slab-line_, _g_; and
_spilling-lines_. As the bunt-lines and leech-lines pass on the other
side of the sail, they are expressed by dotted lines in the figure. See
those articles.
The courses, top-sails, and top-gallant sails, are wheeled about the
mast, so as to suit the various directions of the wind, by _braces_. The
higher studding-sails, and in general all the stay-sails, are drawn
down, so as to be furled, or taken in, by down-hauls. See BRACE, TRIM,
and DOWN-HAUL.
SAIL is also a name applied to any vessel beheld at a distance under
sail.
_To set_ SAIL, _faire voile_, is to unfurl and expand the sails, upon
their respective yards and stays, in order to begin the action of
sailing.
_To make_ SAIL, is to spread an additional quantity of sail, so as to
increase the ship’s velocity.
_To shorten_ SAIL, is to reduce or take in part of the sails, with an
intention to diminish the ship’s velocity.
_To strike_ SAIL, is to _lower_ it suddenly. This is particularly used
in _saluting_ or doing homage to a superior force, or to one whom the
law of nations acknowledges as superior in certain regions. Thus all
foreign vessels strike to an English man of war in the British seas. See
SALUTE.
SAILING, the movement by which a vessel is wafted along the surface of
the water, by the action of the wind upon her sails.
When a ship changes her state of rest into that of motion, as in
advancing out of a harbour, or from her station at anchor, she acquires
her motion very gradually, as a body which arrives not at a certain
velocity till after an infinite repetition of the action of its weight.
[Illustration:
_PLATE. IX._
]
The first impression of the wind greatly affects the velocity, because
the resistance of the water might destroy it, since the velocity being
but small at first, the resistance of the water which depends on it will
be very feeble: but as the ship increases her motion, the force of the
wind on the sails will be diminished; whereas on the contrary the
resistance of the water on the _bow_ will accumulate, in proportion to
the velocity with which the vessel advances. Thus the repetition of the
degrees of force which the action of the sails adds to the motion of the
ship, is perpetually decreasing; whilst on the contrary the new degrees
added to the effort of resistance on the bow are always augmenting. The
velocity is then accelerated in proportion as the quantity added is
greater than that which is subtracted: but when the two powers become
equal, when the impression of the wind on the sails has lost so much of
its force, as only to act in proportion to the opposite impulse of
resistance on the bow, the ship will then acquire no additional
velocity, but continue to sail with a constant uniform motion. The great
weight of the ship may indeed prevent her from acquiring her greatest
velocity; but when she has attained it, she will advance by her own
intrinsic motion, without gaining any new degree of velocity, or
lessening what she has acquired. She moves then by her own proper force
_in vacuo_, without being afterwards subject either to the effort of the
wind on the sails, or to the resistance of the water on the bow. If at
any time the impulsion of the water on the bow should destroy any part
of the velocity, the effort of the wind on the sails will revive it, so
that the motion will continue the same. It must however be observed,
that this state will only subsist when these two powers act upon each
other in direct opposition; otherwise they will mutually destroy one
another. The whole theory of working ships depends on this
counter-action, and the perfect equality which should subsist between
the effort of the wind and the impulsion of the water. _Bouguer_,
_Traité du navire_.
The effect of sailing is produced by a judicious arrangement of the
sails to the direction of the wind. Accordingly the various modes of
sailing are derived from the different degrees and situations of the
wind with regard to the course of the vessel.
To illustrate this observation by examples, the plan of a number of
ships proceeding on various courses are represented by fig. 3. plate IX.
which exhibits the thirty-two points of the compass, of which C is the
center: the direction of the wind, which is northerly, being expressed
by the arrow.
It has been observed in the article CLOSE-HAULED, that a ship in that
situation will sail nearly within six points of the wind. Thus the ships
B and _y_ are close-hauled, the former being on the larboard _tack_,
steering E. N. E. and the latter on the starboard tack sailing W. N. W.
with their yards _a_ _b_ braced obliquely, as suitable to that manner of
sailing. The _line_ of battle on the larboard tack would accordingly be
expressed by C B, and on the starboard by C _y_.
When a ship is neither close-hauled, nor steering afore the wind, she is
in general said to be sailing _large_. The relation of the wind to her
course is precisely determined by the number of points between the
latter and the course _close-hauled_. Thus the ships _c_ and _x_ have
the wind one point large, the former steering E. _b_ N. and the latter
W. _b_ N. The yards remain almost in the same position as in B and _y_:
the bowlines and _sheets_ of the sails being only a little slackened.
The ships _d_ and _u_ have the wind two points large, the one steering
east and the other west. In this manner of sailing, however, the wind is
more particularly said to be upon the _beam_, _perpendiculaire du vent_,
as being at right angles with the keel, and coinciding with the position
of the ship’s beams. The yards are now more across the ship, the
bowlines are cast off, and the sheets more relaxed; so that the effort
of the wind being applied nearer to the line of the ship’s course, her
velocity is greatly augmented.
In _e_ and _t_ the ships have the wind three points large, or one point
_abaft_ the beam, the course of the former being E. _b_ S. and that of
the latter
W. _b_ S. The sheets are still more flowing; the angle which the yards
make with the keel farther diminished; and the course accelerated in
proportion.
The ships _f_ and _s_ the first of which steers E. S. E. and the second
W.S. W. have the wind four points large, or two points abaft the beam.
In _g_ and _r_ the wind is five points large, or three points abaft the
beam, the former sailing S. E. _b_ E. and the latter S. W. _b_ W. In
both these situations the sheets are still farther slackened, and the
yards laid yet more athwart the ship’s length, in proportion as the wind
approaches the _quarter_.
The ships _h_ and _q_, steering S. E. and S. W. have the wind six points
large, or more properly on the quarter; which is considered as the most
favourable manner of sailing, because all the sails co-operate to
increase the ship’s velocity: whereas, when the wind is right aft, as in
the ship _m_, it is evident, that the wind, in its passage to the
foremost sails, will be intercepted by those which are farther aft. When
the wind is on the quarter, the fore-tack is brought to the cat-head;
and the main-tack being cast off, the weather-clue of the mainsail is
hoisted up to the yard, in order to let the wind pass freely to the
foresail; and the yards are disposed so as to make an angle of about two
points, or nearly 22°, with the keel.
The ships _i_ and _p_, of which the former sails S. E. _b_ S. and the
latter S. W, _b_ S. are said to have the wind three points on the
larboard or starboard quarter: and those expressed by _k_ and _o_, two
points; as steering S. S. E. and S. S. W. in both which positions the
yards make nearly an angle of 16°, or about a point and an half, with
the ship’s length.
When the wind is one point on the quarter, as in the ships _l_ and _n_,
whose courses are S. _b_ E. and S. _b_ W. the situation of the yards and
sails is very little different from the last mentioned; the angle which
they make with the keel being somewhat less than a point, and the
stay-sails being rendered of very little service. The ship _m_ sails
right afore the wind, or with the wind right aft. In this position the
yards are laid at right angles with the ship’s length: the stay-sails,
being entirely useless, are hauled down: and the mainsail is drawn up in
the brails, that the fore-sail may operate: a measure which considerably
facilitates the steerage, or effort of the helm. As the wind is then
intercepted, by the main top-sail and main top-gallant-sail, in its
passage to the fore top-sail and fore top-gallant-sail, these latter are
by consequence entirely _becalmed_, and might therefore be furled, to
prevent their being fretted by flapping against the mast, but that their
effort contributes greatly to prevent the ship from _broaching-to_, when
she deviates from her course to the right or left thereof.
Thus all the different methods of sailing may be divided into four, viz.
close hauled, large, quartering, and afore the wind; all which relate to
the direction of the wind with regard to the ship’s course, and the
arrangement of the sails. See also _Drift_ and _Leeway_.
_Order of_ SAILING, the general disposition of a fleet of ships when
proceeding on a voyage or expedition.
It has already been observed in the article FLEET, that the most
convenient order of sailing, for a squadron of ships, is in three
parallel columns, so as to form the line of battle with greater facility
and expedition. In this disposition, the station of each ship is
previously appointed by the commander in chief; and the ranks or columns
are as near to each other as regularity, and a regard for their common
security, will admit. This distance, which ought to be carefully
observed in tacking, may be regulated by the movements of some of the
ships in the column farthest to windward, which should accordingly
govern the operations of the whole squadron. See TACKING.
SAILING also implies a particular mode of navigation, formed on the
principles, and regulated by the laws of trigonometry. Hence we say,
plain sailing, mercator’s, middle-latitude, parallel and great circle
sailing. See the article NAVIGATION.
SAILOR, _matelot_, a seafaring man: a person trained in the exercise of
fixing the machinery of a ship, and managing her, either at sea, or in a
road, or harbour.
SAIL-YARD. See the article YARD.
SALVAGE, a third part of the value of anything recovered from the enemy,
after having remained in his possession twenty-four hours; or of any
thing dragged up from the bottom of the sea. It is paid by the first
proprietors to the persons who have so recovered it, or else detained
legally by the latter.
SALUTE, _salut_, (from _saluto_, Lat.) a testimony of deference or
homage rendered by the ships of one nation to another; or by ships of
the same nation to a superior or equal.
This ceremony is variously performed, according to the circumstances,
rank, or situation of the parties. It consists in firing a certain
number of cannon, or vollies of small arms; of striking the colours or
top-sails; or of one or more general shouts of the whole ship’s crew,
mounted on the masts or rigging for that purpose.
The principal regulations with regard to salutes in the royal navy are
as follow.
‘When a flag-officer salutes the admiral and commander in chief of the
fleet, he is to give him fifteen guns; but when captains salute him,
they are to give him seventeen guns. The admiral or commander in chief
of the fleet is to return two guns less to flag-officers, and four less
to captains. Flag-officers saluting their superior or senior officer,
are to give him thirteen guns. Flag-officers are to return an equal
number of guns to flag-officers bearing their flags on the same mast,
and two guns less to the rest, as also to captains.
‘When a captain salutes an admiral of the white or blue, he is to give
him fifteen guns; but to vice and rear admirals, thirteen guns. When a
flag-officer is saluted by two or more of his Majesty’s ships, he is not
to return the salute till all have finished, and then to do it with such
a reasonable number of guns as he shall judge proper.
‘In case of the meeting of two squadrons, the two chiefs only are to
exchange salutes. And if single ships meet a squadron consisting of more
than one flag, the principal flag only is to be saluted. No salutes
shall be repeated by the same ships, unless there has been a separation
of six months at least.
‘None of his Majesty’s ships of war, commanded only by captains, shall
give or receive salutes from one another, in whatsoever part of the
world they meet.
‘A flag-officer commanding in chief shall be saluted, upon his first
hoisting of his flag, by all the ships present, with such a number of
guns as is allowed by the first, third, or fifth articles.
‘When any of his Majesty’s ships shall meet with any ship or ships
belonging to any foreign prince or state, within his Majesty’s seas,
(which extend to Cape Finisterre) it is expected, that the said foreign
ships do strike their top-sail, and take in their flag, in
acknowledgment of his Majesty’s sovereignty in those seas: and if any
shall refuse or offer to resist, it is enjoined to all flag-officers and
commanders to use their utmost endeavours to compel them thereto, and
not suffer any dishonour to be done to his Majesty. And if any of his
Majesty’s subjects shall so much forget their duty, as to omit striking
their top-sail in passing by his Majesty’s ships, the name of the ship
and master, and from whence, and whither bound, together with affidavits
of the fact, are to be sent up to the secretary of the admiralty, in
order to their being proceeded against in the admiralty-court. And it is
to be observed, that in his Majesty’s seas, his Majesty’s ships are in
no wise to strike to any; and that in other parts, no ship of his
Majesty’s is to strike her flag or topsail to any foreigner, unless such
foreign ship shall have first struck, or at the same time strike her
flag or top-sail to his Majesty’s ship.
‘The flag-officers and commanders of his Majesty’s ships are to be
careful to maintain his Majesty’s honour upon all occasions, giving
protection to his subjects, and endeavouring, what in them lies, to
secure and encourage them in their lawful commerce; and they are not to
injure, in any manner, the subjects of his Majesty’s friends and allies.
‘If a foreign admiral meets with any of his Majesty’s ships, and salutes
them, he shall receive gun for gun. If he be a vice-admiral, the admiral
shall answer with two guns less. If a rear-admiral, the admiral and
vice-admiral shall return two less. But if the ship be commanded by a
captain only, the flag-officers shall give two guns less, and captains
an equal number.
‘When any of his Majesty’s ships come to an anchor in a foreign port or
road, within cannon-shot of its forts, the captain may salute the place
with such a number of guns as have been customary, upon good assurance
of having the like number returned, but not otherwise. But if the ship
bears a flag, the flag-officer shall first carefully inform himself how
flags of like rank, belonging to other crowned heads, have given or
returned salutes, and to insist upon the same terms of respect.