In the different kinds of ships, referred to above, and distinguished
from each other by their size or figure, we have only considered those
which are most common in European nations, where the marine art has
received the greatest improvements. So far is apparently consistent with
the views of utility. To give a circumstantial account of the various
species of ships employed in different nations, besides being an almost
endless task, would be of little service, except to gratify an useless
curiosity. See VESSEL.
_To_ SHIP, is either used actively, as, to embark any person, or put any
thing aboard-ship; or passively, to receive any thing into a ship; as,
we shipped a heavy sea at three o’clock in the morning.
_To_ SHIP, also implies to fix any thing in its place; as, to ship the
oars, _i. e._ to fix them in their row-locks. To ship the swivel-guns,
is to fix them in their sockets, &c.
SHIP-SHAPE, according to the fashion of a ship, or in the manner of an
expert sailor; as, the mast is not rigged ship-shape; trim your sails
ship-shape.
SHIPPING, a multitude of vessels. The harbour is crouded with shipping.
SHOAL, a term synonimous with _shallow_. See that article.
SHOE _of the anchor_, _soulier_, a small block of wood, convex on the
back, and having a small hole, sufficient to contain the point of the
anchor-fluke, on the fore side. It is used to prevent the anchor from
tearing or wounding the planks on the ship’s _bow_, when ascending or
descending; for which purpose the shoe slides up and down along the bow,
between the fluke of the anchor and the planks, as being press’d close
to the latter by the weight of the former.
_To_ SHOE _an anchor_, _brider_, is to cover the flukes with a broad
triangular piece of plank, whose area or superficies is much larger than
that of the flukes. It is intended to give the anchor a stronger and
surer hold of the bottom in very soft and oozy ground.
SHORE, a general name for the sea-coast of any country.
SHORE is also a prop or large _stanchion_ fixed under a ship’s sides or
bottom, to support her when laid aground or on the stocks, &c.
_Bold_ SHORE, a coast which is steep and abrupt, so as to admit the
closest approach of shipping without exposing them to the danger of
being stranded.
_To_ SHORTEN, expressed of a ship’s sails, is used in opposition to
_make_. See that article, as also SAIL.
SHOT, a missive weapon, discharged by the force of inflamed powder from
a fire-arm in battle.
The shot used in the sea-service is of various kinds, as bullets,
bar-shot, chain-shot, case-shot, and grape-shot; all of which are used
in the royal navy. There is besides other shot, of a more pernicious
kind, used by privateers, and other piratical rovers: such are
_langrage_ star-shot, fire-arrows, &c.
The first and most simple is the round-shot, which is a ball or globe of
iron, whose weight is in proportion to the size of the cannon, or to the
diameter of its bore.
The double-headed, or bar-shot, fig. 11. plate VII. are balls cut into
two equal parts, and joined together by a kind of iron bar. In the
French service the middle is sometimes filled with a composition, and
the whole covered with linen dipped in brimstone; the cannon in firing
also inflames the combustibles or composition of this ball, which sets
fire to the sails of the vessel. One of the heads of this ball has an
hole to receive a fuse, which, communicating with the charge of the
cannon, sets fire to the bullet[54].
The chain-shot, fig. 12. consists of two balls chained together, being
principally designed to destroy the masts and rigging, which they are
better fitted to perform than the single bullets.
Grape-shot is a combination of balls, fig. 13. put into a thick canvas
bag, and corded strongly together, so as to form a sort of cylinder,
whose diameter is equal to that of the ball which is adapted to the
cannon. This shot is represented by fig. 13. on a larger scale, at the
bottom of the plate.
Case-shot, fig. 14. is formed by putting a great quantity of
musket-bullets into a cylindrical tin-box called a canister. They are
principally used by the French to scour the decks of the enemy.
Diameter of IRON
SHOT used in the
sea-service,
according to
their weight.
Wt.│ Diamet.
lb.│Inch. Parts.
1½│ 2 20
3 │ 2 77
4 │ 3 5
6 │ 3 49
9 │ 4 00
12 │ 4 40
18 │ 5 4
24 │ 5 50
32 │ 6 60
42 │ 6 68
Construction of Grape-shot used in the Sea-service.
Pounders.│Thickness of│ Spindles. │ Weight.
│ Bottoms. │ │
│ │ Length. │ Diamet. │ Shot. │Bottom.
│ │ │ │ │
│Inch. Parts.│Inch. Parts.│Inch. Parts.│lb. oz.│lb. oz.
42 │ 0 60│ 9 16│ 0 57│ 4 0 │ 7 0
32 │ 0 55│ 8 32│ 0 55│ 3 0 │ 5 4
24 │ 0 48│ 7 27│ 0 70│ 2 0 │ 4 0
18 │ 0 44│ 6 61│ 0 64│ 1 8 │ 3 0
12 │ 0 38│ 5 77│ 0 55│ 1 0 │ 2 0
9 │ 0 36│ 5 38│ 0 41│ 0 38 │ 1 8
6 │ 0 30│ 4 58│ 0 44│ 0 8 │ 1 0
4 │ 0 27│ 4 16│ 0 27│ 0 6 │ 0 10½
3 │ 0 22│ 3 63│ 0 35│ 0 4 │ 0 8
1½│ 0 19│ 2 88│ 0 27│ 0 2 │ 0 4
1 │ 0 17│ 2 62│ 0 17│ 0 0½│ 0 3
0½│ 0 14│ 2 25│ 0 12│ 0 0¾│ 0 2
Lead.
Pounders.│ Canvas for Bags. │ Cord. │ Weight
│ │ │finished.
│Length.│Breadth│ Width │ Length. │ Circum. │
│ │ │ made. │ │ │
│Inches.│Inches.│ │Feet. Inch.│ Inches. │lb. oz.
42 │ 16 │ 20 5│ 9 8│ 10 0│ 1 0│ 43 0
32 │ 15 │ 19 │ 9 0│ 8 10│ 1 0│ 32 4
24 │ 14 │ 17 5│ 8 3│ 7 4│ 0 8│ 22 8
18 │ 12 │ 16 5│ 7 8│ 6 6│ 0 8│ 16 8
12 │ 11 │ 14 5│ 6 8│ 5 8│ 0 5│ 11 0
9 │ 10½ │ 12 75│ 6 0│ 5 1│ 0 5│ 8 13
6 │ 9 │ 11 5│ 5 3│ 4 8│ 0 4│ 5 8
4 │ 7 75│ 10 │ 4 6│ 3 10│ 0 4│ 4 0
3 │ 7 │ 9 5│ 4 3│ 3 9│ 0 4│ 2 12
1½│ 6 │ 7 5│ 3 4│ 3 5│ 0 3│ 1 6
1 │ 5 │ 6 75│ 3 0│ 3 0│ 0 3│ 1 0
0½│ 4 5│ 5 25│ 2 3│ 2 3│Packthread│ 0 8¾
_Fire-arrows_ are described in the notes under the article ENGAGEMENT,
and _Langrage_ under that word.
Star-shot consists of four pieces of iron, whose bases, when separate,
form the quadrant of a circle; so that the whole being joined, forms a
cylinder equal to the shot of the cannon. Each of those pieces is
furnished with an iron bar, the extremity of which is attached to a sort
of link, as keys are strung upon a ring. Being discharged from the gun,
the four branches or arms extend every way from the link in the center.
These also are chiefly intended to destroy the sails or rigging, but
their flight and execution is very precarious at any tolerable distance.
SHROUDS, _haubans_, (_scrud_, Sax.) a range of large ropes extended from
the mast-heads to the right and left side of the ship, to support the
masts, and enable them to carry sail, &c.
The shrouds are always divided into pairs or couples: that is to say,
one piece of rope is doubled, fig. 7. plate IX. and the two parts
fastened together at a small distance from the middle _a_, so as to
leave a sort of noose or collars _a b_ to fix upon the mast-head. This
collar being fixed in its place, viz. close down upon the _tressel-trees
k_ fig. 2. plate VI. a pair of shrouds depend from it, whose lower ends
ought to reach down to the deck. The lower ends of these shrouds are
_set up_ or extended to the _channel_ I. fig. 2. plate VI. on the
outside of the ship, by the application of mechanical powers, as
explained in the articles _dead-eye_ and _laniard_.
The shrouds as well as the sails are denominated from the masts to which
they belong. Thus they are the main, fore, and mizen shrouds, the main
top-mast, fore top-mast, or mizen top-mast shrouds, and the main
top-gallant, fore top-gallant, or mizen top-gallant shrouds.
The number of shrouds by which a mast is sustained, as well as the size
of rope of which they are formed, is always in proportion to the size of
the mast, and the weight of sail it is intended to carry.
The two foremost shrouds on the starboard and larboard side of the ship
are always fitted first upon the mast-head; and then the second on the
starboard and the second on the larboard, and so on till the whole
number is fixed. The intention of this arrangement is to _brace_ the
_yards_ with greater facility when the sails are close-hauled, which
could not be performed without great difficulty if the foremost shrouds
were last fitted on the mast-head, because the angle which they would
make with the mast would then be greatly increased. See also _Swifter_.
The topmast-shrouds are extended from the topmast-heads to the edges of
the tops, as expressed by fig. 3, pl. VI. and fig. 1. pl. IX. The lower
dead-eye _q_, employed for this purpose, is fitted with an iron band,
called the foot-hook plate, which passes thro’ a hole in the edge of the
top, and communicates with a rope called the foot-hook shroud, whose
lower end is attached to the shrouds of the lower mast, in the station
_l_. The upper ends of the foot-hook shrouds are furnished with an iron
hook _n_, which enters a hole in the lower end of the foot-hook plate,
so that when the top-mast shrouds are extended to secure the mast, the
foot-hook shrouds necessarily acquire an equal tension by means of the
foot-hook plate, which, passing through the top, transmits the effort of
the mechanical powers, to the foot-hook shrouds below.
The shrouds of the top-gallant masts are extended to the cross-trees, as
represented by _m_, fig. 1. plate IX. See also fig. 5. plate VI.
SIDE, _coté_, a name given to the flanks of a ship, or in general to all
that part which is presented to the view between the _stem_ and _stern_,
in a direction nearly perpendicular to the horizon.
The figure of the side is formed by that of the timbers upon which it is
constructed. It is covered with planks, extending from one end of the
ship to the other; it is also reinforced in different places by _beams_,
_clamps_, _knees_, _riders_, and _standards_. See those articles.
The side is terminated above by the gunnel, and below by the lower edge
of the main wale, which separates it from the bottom: it is inclosed by
the stern abaft, and by the bow forward.
SIGNALS, (_signal_, Fr.) certain alarms or notices used to communicate
intelligence to a distant object at sea.
Signals are made by firing artillery, and displaying colours, lanthorns,
or fire-works: and these are combined by multiplication and repetition.
Thus, like the words of a language, they become arbitrary expressions,
to which we have previously annexed particular ideas: and hence they are
the general sources of intelligence throughout a naval armament, &c. See
ADMIRAL and ENGAGEMENT.
Signals ought to be distinct, with simplicity. They are simple, when
every instruction is expressed by a particular token, in order to avoid
any mistakes arising from the double purport of one signal. They are
distinct, when issued without precipitation; when sufficient time is
allowed to observe and obey them; and when they are exposed in a
conspicuous place, so as to be readily perceived at a distance.
All signals may be reduced into three different kinds, _viz._ Those
which are made by the sound of particular instruments, as the trumpet,
horn, or fife; to which may be added, striking the bell, or beating the
drum. Those which are made by displaying _pendants_, _ensigns_, and
_flags_ of different colours; or by lowering or altering the position of
the sails: And, finally, those which are executed by rockets of
different kinds; by firing cannon, or small arms; by artificial
fire-works; and by lanthorns.
Firing of great guns will serve equally in the day or night, or in a
fog; to make or confirm signals; or to raise the attention of the
hearers to a future order. This method, however, is attended with some
inconveniencies, and should not be used indiscriminately. Too great a
repetition of the cannon is apt to introduce mistakes and confusion, as
well as to discover the tract of the squadron. The report and flight of
the rockets is liable to the same objection, when at a short distance
from the enemy.
It is then, by the combination of signals, previously known, that the
admiral conveys orders to his fleet; every _squadron_, every _division_,
and every ship of which has its particular signal. The instruction may
therefore occasionally be given to the whole fleet, or to any of its
squadrons; to any division of those squadrons, or to any ship of those
divisions.
Hence the signal of command may at the same time be displayed for three
divisions, and for three ships of each division; or for three ships in
each squadron, and for only nine ships in the whole fleet. For, the
general signal of the fleet being shewn, if a particular pendant be also
thrown out from some remarkable place on the same mast with the general
signal, it will communicate intelligence to nine ships that wear the
same pendant.
The preparatory signal given by the admiral to the whole, or any part of
his fleet, is immediately answered by those to whom it is directed; by
shewing the same signal, to testify that they are ready to put his
orders in execution. Having observed their answer, he will shew the
signal which is to direct their operations: as,
To chace, to form the _line_, to begin the engagement, to board, to
double upon the enemy, to rally or return to action, to discontinue the
fight, to retreat and save themselves. The dexterity of _working_ the
ships in a fleet depends on the precise moment of executing these
orders; and on the general harmony of their movements: a circumstance
which evinces the utility of a signal of preparation.
As the extent of the line of battle, and the fire and smoke of the
action, or other circumstances in navigation, will frequently prevent
the admiral’s signals from being seen throughout the fleet, they are
always repeated by the officers next in command; by ships appointed to
repeat signals; and, finally, by the ship or ships for which they are
intended.
The ships that repeat the signals, besides the chiefs of squadrons or
divisions, are usually frigates lying to windward or to _leeward_ of the
line. They should be extremely vigilant to observe and repeat the
signals, whether they are to transmit the orders of the commander in
chief, or his seconds, to any part of the fleet; or to report the
fortunate or distressful situation of any part thereof. By this means
all the ships from the van to the rear will, unless disabled, be ready
at a moment’s warning to put the admiral’s designs in execution.
To preserve order in the repetition of signals, and to favour their
communication, without embarassment, from the commander in chief, to the
ship for which they are calculated, the commanders of the squadrons
repeat after the admiral; the chiefs of the divisions, according to
their order in the line, after the commanders of the squadrons; and the
particular ships after the chiefs of the divisions; and those, in
return, after the particular ships, _vice versa_, when the object is to
convey any intelligence from the latter to the admiral.
Besides the signals above mentioned, there are others for different
ranks of officers; as for captains, lieutenants, masters, _&c._ or for
any of those officers of a peculiar ship. See DIVISION and SQUADRON.
SKEET, a sort of long scoop commonly used to wet the decks and sides of
a ship in hot weather, in order to keep them cool, and to prevent them
from splitting by the heat of the sun. This practice is accordingly
performed in general every morning and evening before sun-rise and after
sun-set.
This instrument, fig. 8. plate IX. is also employed in small vessels to
wet the sails, to render them more steady and efficacious in light
breezes.
SKIDS, or SKEEDS, are long compassing pieces of timber, formed so as to
answer the vertical curve of a ship’s side. See Q, R, fig. 5. plate IX.
They are notched below so as to fit closely upon the wales; and as they
are intended to preserve the planks of the side, when any weighty body
is hoisted or lowered, they extend from the main wale to the top of the
side; and they are retained in this position by bolts or spike-nails.
SKIFF, _esquife_ (_scaffa_, Lat.) a small boat resembling a yawl. See
the article BOAT.
SLAB-LINE, _cargue à vue_, a small cord passing up behind a ship’s
mainsail or fore-sail, and being _reeved_ through a block, fig. 1. plate
IX. attached to the lower part of the yard, is thence transmitted in two
branches to the foot of the sail, to which it is fastened. It is used to
truss up the sail as occasion requires; but more particularly for the
conveniency of the pilot or steersman, that they may look forward
beneath it, as the ship advances.
SLACK-WATER, the interval between the flux and reflux of the tide; or
between the last of the ebb and the first of the flood, during which the
current is interrupted; and the water apparently remains in a state of
rest.
SLATCH, is generally applied to the period of a transitory breeze of
wind, or the length of its duration.
SLEEPERS, a name formerly given by shipwrights to the _thick-stuff_
placed longitudinally in a ship’s hold, opposite to the several _scarfs_
of the timbers. It is now properly applied to the knees, which connect
the _transoms_ to the after-timbers on the ship’s _quarter_.
SLINGS, _elingue_ (_slingan_, Sax.) a rope whose ends are fixed in such
a manner to its other part, as to encircle a cask, bale, or case, and
suspend it whilst hoisting or lowering. Of these there are various
sorts, according to the weight or figure of the object to which they are
applied. Those which are most frequently used in lading and delivering
ships are represented in fig. 9. plate IX. being nearly in the form of a
pair of spectacles, the _tackle_ being hooked to the middle part _a_,
whilst _b_ and _c_ are fixed on the opposite quarters of the cask, &c.
SLIP, a place lying with a gradual descent on the banks of a river
convenient for ship-building.
SLOOP, a small vessel furnished with one mast, the main-sail of which is
attached to a _gaff_ above, to the mast on its foremost edge, and to a
long boom below; by which it is occasionally shifted to either quarter.
See VESSEL.
SLOOP OF WAR, a name given to the smallest vessels of war, except
cutters. They are either rigged as ships or as snows. See COMMAND,
HORSE, and RATE.
_To_ SLUE, is to turn any cylindrical or conical piece of timber about
its axis, without removing it. This term is generally expressed of the
movement by which a mast or boom is turned about, in its _cap_ or
_boom-iron_.
SMACK, a small vessel commonly rigged as a _sloop_ or _hoy_, used in the
coasting or fishing trade; or as a _tender_ in the King’s service.
SNATCH-BLOCK, _galoche_, a block having an opening in one of its sides,
wherein to fix the _bight_ of rope occasionally. See BLOCK.
SNOTTER. See the article SPRIT.
SNOW, _senau_, is generally the largest of all two-masted vessels
employed by Europeans, and the most convenient for navigation.
The sails and rigging on the main-mast and fore-mast of a snow, are
exactly similar to those on the same masts in a ship; only that there is
a small mast behind the main-mast of the former, which carries a sail
nearly resembling the _mizen_ of a ship. The foot of this mast is fixed
in a block of wood on the quarter-deck abaft the main-mast; and the head
of it is attached to the afterpart of the main-_top_. The sail, which is
called the try-sail, is extended from its mast towards the stern of the
vessel.
When the _sloops_ of war are rigged as snows, they are furnished with a
_horse_, which answers the purpose of the trysail-mast, the fore part of
the sail being attached by rings to the said horse, in different parts
of its height.
SOLE, a name sometimes given to the lower side of a gun-port, which
however is more properly called the port-sell.
SOUNDING, (_sonder_, Fr.) the operation of trying the depth of the
water, and the quality of the ground, by means of a plummet, _plomb de
sonde_, sunk from a ship to the bottom.
There are two plummets used for this purpose in navigation; one of which
is called the hand-lead, weighing about 8 or 9 pound; and the other the
deep-sea-lead, which weighs from 25 to 30 pound, and both are shaped
like the frustrum of a cone or pyramid. The former is used in shallow
waters, and the latter at a great distance from the shore; particularly
on approaching the land, after a sea-voyage. Accordingly the lines
employed for this purpose are called the deep-sea lead-line, and the
hand lead-line.
The hand lead-line, which is usually 20 fathoms in length, is marked at
every 2 or 3 fathoms; so that the depth of the water may be ascertained
either in the day or night. At the depth of 2 and 3 fathoms, there are
marks of black leather; at 5 fathom, there is a white rag; at 7, a red
rag; at 10, black leather; at 13, black leather; at 15, a white rag; and
at 17, a red ditto.
Sounding with the hand-lead, which is called heaving the lead by seamen,
is generally performed by a man who stands in the main-_chains_ to
windward. Having the line all ready to run out, without interrupton, he
holds it nearly at the distance of a fathom from the plummet, and having
swung the latter backwards and forwards three or four times, in order to
acquire the greater velocity, he swings it round his head, and thence,
as far forward as is necessary; so that, by the lead’s sinking whilst
the ship advances, the line may be almost perpendicular when it reaches
the bottom. The person sounding then proclaims the depth of the water in
a kind of song resembling the cries of hawkers in a city. Thus, if the
mark of 5 fathoms is close to the surface of the water, he calls ‘By the
mark five!’ and as there is no mark at 4, 6, 8, &c. he estimates those
numbers, and calls, ‘By the dip four,’ &c. If he judges it to be a
quarter, or an half more than any particular number, he calls, ‘And a
quarter five! and a half four,’ &c. If he conceives the depth to be 3
quarters more than a particular number, he calls it a quarter less than
the next: thus, at 4 fathom and ¾, he calls ‘A quarter less five!’ and
so on.
The deep-sea-lead is marked with two knots at 20 fathom, 3 at 30, 4 at
40, and so on to the end. It is also marked with a single knot in the
middle of each interval, as at 25, 35, 45 fathoms, &c. To use this lead
more effectually at sea, or in deep water on the sea-coast, it is usual
previously to _bring-to_ the ship, in order to retard her course: the
lead is then thrown as far as possible from the ship on the line of her
drift, so that, as it sinks, the ship drives more perpendicularly over
it. The pilot feeling the lead strike the bottom, readily discovers the
depth of the water by the mark on the line nearest its surface. The
bottom of the lead being also well rubbed over with tallow, retains the
distinguishing marks of the bottom, as shells, ooze, gravel, &c. which
naturally adheres to it.
The depth of the water, and the nature of the ground, which is called
the soundings, are carefully marked in the log-book, as well to
determine the distance of the place from the shore, as to correct the
observations of former pilots. See COASTING and NAVIGATION.
SPAN, _pendour_ (_spanna_, Ital.) a small line or cord, the middle of
which is usually attached to a stay, from whence the two ends branch
outwards to the right and left, and having either a _block_ or _thimble_
attached to their extremities. The intention of the span is accordingly
to confine some rope which passes through the corresponding block or
thimble, as well to increase the effort of the said rope, as to prevent
it from swinging at too great a distance from the centre of its action
in stormy weather. Such are the spans occasionally used for the
top-gallant _braces_, or the fore-top-gallant _bowlines_, &c.
SPAN-SHACKLE. See the article DAVIT.
SPARE, _rechange_, an epithet applied to any part of a ship’s equipage,
or furniture, that lies in reserve, to supply the place of such as may
be lost, or rendered incapable of service. Hence we say, spare
top-masts, spare sails, spare rigging, &c.
PUMP-SPEAR. See the article PUMP.
SPELL, the period wherein a sailor, or gang of sailors, is employed in a
particular exercise, from which they are relieved as soon as the limited
time expires. Such are the spells, to the hand-lead in sounding; to the
pump; to look out on the mast-head, &c. and to steer the ship; which
last, however, is generally called the _trick_. See STEERING.
Spell also implies the relief, or the return of duty to those services:
Thus we say, spell the pump, spell the lead, &c.
_To_ SPILL, to discharge the wind out of the cavity or belly of a sail
when it is drawn up in the brails in order to _furl_ or _reef_ it. This
is either performed by collecting the sail together, or by bracing its
edge to the wind, so as to shiver or be laid aback.