,,the ,,seaman',s ,,friend2 ,,containing ,a ,,treatise ,,on ,,practical ,,seamanship1 ,,with ,,plates1 ,a ,,dictionary ,,of ,,sea ,,terms2 ,,customs ,,and ,,usages ,,of ,,the ,,merchant ,,service2 ,,laws ,,relating ,,to ,,the ,,practical ,,duties ,,of ,,master ,,and ,,mariners4 ,,by ,r4 ,h4 ,,dana1 ,,jr41 ,,author ,,of ,,two ,,years ,,before ,,the ,,mast4 ,,fifth ,,edition4 ,,boston3 ,,published ,,by ,,thomas ,,groom4 #ahdg4 ,entered1 according to ,act of ,congress1 in the year #ahda1 ,,by ,r4 ,h4 ,,dana1 ,,jr41 in the ,clerk's ,office of the ,district ,court of ,massachusetts4 ,,stereotyped ,,by ,,geo4 ,a4 ,j4 ,,curtis1 ,,new-,,england ,,type ,,and ,,stereotype ,,foundry4 ,transcriber's ,note3 ,minor typographical errors have been corrected without note4 ,irregularities and inconsistencies in the text have been retained as printed4 ,the cover of this book was created by the transcriber and is hereby placed in the public domain4 ,to all sea-faring persons1 and especially to those commencing the sea life2--to owners and insurers of vessels2--to judges and practitioners in maritime law2--and to all persons interested in acquainting themselves with the laws1 customs1 and duties of ,seamen2--this work is respectfully dedicated by ,,the ,,author4 ,,contents4 ,,part ,i4 ,a ,,plain ,,treatise ,,on ,,practical ,,seamanship4 ,,chap4 ,i4--,,general ,,rules ,,and ,,observations1 pages #ac--ah4 ,construction of vessels1 #ac4 ,tonnage and carriage of merchant vessels1 #ad4 ,proportions of spars1 #ad4 ,placing the masts1 #af4 ,size of anchors and cables1 #af4 ,lead-lines1 #ag4 ,log-line1 #ag4 ,ballast and lading1 #ah4 ,,chap4 ,,ii4--,,cutting ,,and ,,fitting ,,standing ,,rigging1 #ai--be4 ,cutting lower rigging1 #ai4 ,fitting lower rigging1 #bj4 ,cutting and fitting topmast rigging1 #ba4 ,jib1 topgallant and royal rigging1 #ba4 ,ratling1 #bc4 ,standing rigging of the yards1 #bc4 ,breast-backstays1 #be4 ,,chap4 ,,iii4--,,fitting ,,and ,,reeving ,,running ,,rigging1 #bf--bi4 ,to reeve a brace1 #bf4 ,fore1 main1 and cross-jack braces1 #bf4 ,fore and main topsail braces1 #bf4 ,mizzen topsail braces1 #bg4 ,fore1 main1 and mizzen topgallant and royal braces1 #bg4 ,halyards1 #bg4 ,spanker brails1 #bh4 ,tacks1 sheets1 and clewlines1 #bh4 ,reef-tackles1 clew-garnets1 buntlines1 leechlines1 bowlines1 and slablines1 #bi4 ,,chap4 ,,iv4--,,to ,,rig ,,masts ,,and ,,yards1 #cj--cf4 ,taking in lower masts and bowsprit1 #cj4 ,to rig a bowsprit1 #ca4 ,to get the tops over the mast-heads1 #ca4 ,to send up a topmast1 #ca4 ,to get on a topmast cap1 #cb4 ,to rig out a jib-boom1 #cb4 ,to cross a lower yard1 #cc4 ,to cross a topsail yard1 #cc4 ,to send up a topgallant mast1 #cd4 ,long1 short1 and stump topgallant masts1 #cd4 ,to rig out a flying jib-boom1 #cd4 ,to cross a topgallant yard1 #ce4 ,to cross a royal yard1 #ce4 ,skysail yards1 #ce4 ,,chap4 ,v4--,,to ,,send ,,down ,,masts ,,and ,,yards1 #cf--ch4 ,to send down a royal yard1 #cf4 ,to send down a topgallant yard1 #cg4 ,to send down a topgallant mast1 #cg4 ,to house a topgallant mast1 #cg4 ,to send down a topmast1 #cg4 ,to rig in a jib-boom1 #ch4 ,,chap4 ,,vi4--,,bending ,,and ,,unbending ,,sails1 #ch--db4 ,to bend a course1 #ch4 ,to bend a topsail by the halyards1 #ci2--;by the buntlines1 #dj4 ,to bend topgallant sails and royals1 #dj4 ,to bend a jib1 #dj4 ,to bend a spanker1 #da4 ,to bend a spencer1 #da4 ,to unbend a course1 #da4 ,to unbend a topsail1 #da4 ,to unbend a topgallant sail or royal1 #da4 ,to unbend a jib1 #da4 ,to send down a topsail or course in a gale of wind1 #db4 ,to bend a topsail in a gale of wind1 #db4 ,to bend one topsail or course and send down the other at the same time1 #db4 ,,chap4 ,,vii4--,,work ,,upon ,,rigging4 ,,rope1 ,,knots1 ,,splices1 ,,bends1 ,,hitches1 #dc--ec4 ,yarns1 strands1 #dc4 ,kinds of rope--cable-laid1 hawser-laid1 #dc4 ,spunyarn1 #dd4 ,worming1 parcelling1 and service1 #dd4 ,short splice1 #dd4 ,long splice1 #de4 ,eye splice1 #de4 ,flemish eye1 #de4 ,artificial eye1 #df4 ,cut splice1 #df4 ,grommet1 #df4 ,single and double walls1 #df4 ,matthew ,walker1 #dg4 ,single and double diamonds1 #dg4 ,spritsail sheet knot1 #dg4 ,stopper knot1 #dg4 ,shroud and ,french shroud knots1 #dh4 ,buoy-rope knot1 #dh4 ,turk's head1 #dh4 ,two half-hitches1 clove hitch1 overhand knot1 and figure-of-eight1 #dh4 ,standing and running bowlines1 and bowline upon a bight1 #di4 ,square knot1 #di4 ,timber hitch1 rolling hitch1 and blackwall hitch1 #di4 ,cat's paw1 #ej4 ,sheet bend1 fisherman's bend1 carrick bend1 and bowline bend1 #ej4 ,sheep-shank1 #ej4 ,selvagee1 #ej4 ,marlinspike hitch1 #ej4 ,to pass a round seizing1 #ea4 ,throat seizing1 #ea4 ,stopping and nippering1 #ea4 ,pointing1 #ea4 ,snaking and grafting1 #eb4 ,foxes1 ,spanish foxes1 sennit1 ,french sennit1 gaskets1 #eb4 ,to bend a buoy-rope1 #eb4 ,to pass a shear-lashing1 #eb4 ,,chap4 ,,viii4--,,blocks ,,and ,,purchases1 #ec--ee4 ,parts of a block1 made and morticed blocks1 #ec4 ,bull's-eye1 dead-eye1 sister-block1 #ec4 ,snatch-block1 tail-blocks1 #ed4 ,tackles--whip1 gun-tackle1 luff-tackle1 luff-upon-luff1 runner-tackle1 watch-tackle1 tail-tackle1 and burtons1 #ed4 ,,chap4 ,,ix4--,,making ,,and ,,taking ,,in ,,sail1 #ee--fg4 ,to loose a sail1 #ee4 ,to set a course1 #ee4 ,to set a topsail1 #ef4 ,to set a topgallant sail or royal1 #ef4 ,to set a skysail1 #ef4 ,to set a jib1 flying jib1 or fore topmast staysail1 #ef4 ,to set a spanker1 #eg4 ,to set a spencer1 #eg4 ,to take in a course1 #eg4 ,to take in a topsail1 #eg4 ,to take in a topgallant sail or royal1 #eh4 ,to take in a skysail1 #eh4 ,to take in a jib1 #eh4 ,to take in a spanker1 #eh4 ,to furl a royal1 #ei4 ,to furl a topgallant sail1 #fj4 ,to furl a topsail or course1 #fj4 ,to furl a jib1 #fj4 ,to stow a jib in cloth1 #fa4 ,to reef a topsail1 #fa4 ,to reef a course1 #fb4 ,to turn out reefs1 #fc4 ,to set a topgallant studdingsail1 #fc4 ,to take in a topgallant studdingsail1 #fd4 ,to set a topmast studdingsail1 #fe4 ,to take in a topmast studdingsail1 #ff4 ,to set a lower studdingsail1 #ff4 ,to take in a lower studdingsail1 #fg4 ,,chap4 ,x4--,,general ,,principles ,,of ,,working ,a ,,ship1 #fh--ga4 ,action of the water upon the rudder2 headway1 sternway1 #fh4 ,action of the wind upon the sails2 head sails1 after sails1 #fi4 ,centre of gravity or rotation1 #gj4 ,turning a ship to or from the wind1 #gj4 ,,chap4 ,,xi4--,,tacking1 ,,wearing1 ,,boxing1 ,c41 #ga--gg4 ,to tack a ship1 #ga4 ,to tack without fore-reaching1 #gc4 ,tacking against a heavy head sea1 #gc4 ,tacking by hauling off all1 #gc4 ,to trim the yards when close-hauled1 #gc4 ,missing stays1 #gd4 ,wearing1 #gd4 ,to wear under courses1 under a mainsail1 under bare poles1 #ge4 ,box-hauling1 #ge4 ,short-round1 #gf4 ,club-hauling1 #gf4 ,drifting in a tide way1 #gf4 ,backing and filling in a tide-way1 #gg4 ,clubbing in a tide-way1 #gg4 ,,chap4 ,,xii4--,,gales ,,of ,,wind1 ,,lying-,,to1 ,,getting ,,aback1 ,,by ,,the ,,lee1 ,c41 #gh--ha4 ,lying-to1 #gh4 ,scudding1 #gi4 ,to heave-to after scudding1 #gi4 ,taken aback1 #gi4 ,chappelling1 #hj4 ,broaching-to1 #hj4 ,brought by the lee1 #hj4 ,,chap4 ,,xiii4--,,accidents1 #ha--hd4 ,on beam-ends1 #ha4 ,losing a rudder1 #hb4 ,a squall1 #hc4 ,a man overboard1 #hc4 ,collision1 #hd4 ,,chap4 ,,xiv4--,,heaving-,,to ,,by ,,counter-,,bracing1 ,,speaking1 ,,sounding1 ,,heaving ,,the ,,log1 #hd--hg4 ,counter-bracing1 #hd4 ,speaking1 #he4 ,sounding1 #he4 ,heaving the log1 #hf4 ,,chap4 ,,xv4--,,coming ,,to ,,anchor1 #hg--ij4 ,getting ready for port1 #hg4 ,mooring1 #hh4 ,a flying moor1 #hi4 ,clearing hawse1 #hi4 ,to anchor with a slip-rope1 #hi4 ,to slip a cable1 #ij4 ,coming-to at a slipped cable1 #ij4 ,,chap4 ,,xvi4--,,getting ,,under ,,way1 #ia--ie4 ,unmoor1 #ia4 ,to get under way from a single anchor1 #ia4 ,to cat and fish an anchor1 #ib4 ,to get under way with the wind blowing directly out and riding head to it1 #ib4 ,to get under way1 riding head to the wind1 with a rock or shoal close astern1 #ic4 ,to get under way riding head to wind and tide1 and to stand out close-hauled1 #ic4 ,to get under way wind-rode1 with a weather tide1 #id4 ,to get under way tide-rode1 casting to windward1 #id4 ,to get under way tide-rode1 wearing round1 #id4 ,a ,,dictionary ,,of ,,sea ,,terms1 #if--acj4 ,,part ,,ii4 ,,customs ,,and ,,usages ,,of ,,the ,,merchant ,,service4 ,,chap4 ,i4--,,the ,,master1 #aca--ach4 ,beginning of the voyage1 #aca4 ,shipping the crew1 #acb4 ,outfit1 provisions1 #acb4 ,watches1 #acc4 ,navigation1 #acd4 ,log-book1 observations1 #acd4 ,working ship1 #ace4 ,day's work1 #acf4 ,discipline1 #acg4 ,,chap4 ,,ii4--,,the ,,chief ,,mate1 #ach--adf4 ,care of rigging and ship's furniture1 #ach4 ,day's work1 #aci4 ,working ship1 #aci4 ,getting under way1 #aci4 ,coming to anchor1 #adj4 ,reefing and furling1 #adj4 ,duties in port1 account of cargo1 stowage1 #ada4 ,station1 watch1 and all-hands duties1 #adb4 ,log-book1 navigation1 #ade4 ,,chap4 ,,iii4--,,second ,,and ,,third ,,mates1 #adf--aec4 ,second ,mate4--,navigation1 #adf4 ,station2 watch duties1 #adg4 ,day's work1 #adg1 #adi4 ,working ship1 #adh1 #aej4 ,reefing1 furling1 and duties aloft1 #adh4 ,care of ship's furniture1 #aea4 ,stores1 #aea4 ,duties in port1 #aeb4 ,third ,mate1 #aeb1 #aec4 ,,chap4 ,,iv4--,,carpenter1 ,,cook1 ,,steward1 ,c41 #aec--aeh4 ,carpenter4--,working ship1 #aec4 ,seaman's work1 helm1 duty aloft1 station1 #aed4 ,work at his trade1 #aed4 ,berth and mess1 #aed4 ,standing watch1 #aed4 ,sailmaker #aee4 ,steward4--,duty in passenger-ships1 #aef4 ,in other vessels1 #aef4 ,relation to master and mate2 duty aloft and about decks2 working ship1 #aef4 ,cook4--,berth1 watch and all-hands duty2 care of galley2 duty aloft1 #aeg4 ,idlers1 #aeg4 ,,chap ,v4--,,able ,,seamen1 #aeh--afc4 ,grades1 #aeh4 ,rating1 #aeh4 ,requisites of an able seaman1 #aei4 ,hand1 reef1 and steer1 #aei4 ,work upon rigging1 #afj4 ,sailmaking1 #afj4 ,day's work1 #afj4 ,working ship2 reefing2 furling1 #afa4 ,watch duty1 #afb4 ,coasters and small vessels1 #afb4 ,,chap4 ,,vi4--,,ordinary ,,seamen1 #afc--afe4 ,requisites1 #afc4 ,hand1 reef1 and steer2 loose1 furl1 and set sails2 reeve rigging1 #afc4 ,work upon rigging1 #afd4 ,watch duty1 #afd4 ,,chap4 ,,vii4--,,boys1 #afe--afg4 ,requisites1 wages1 #afe4 ,day's work2 working ship2 duties aloft and about decks1 #aff4 ,,chap4 ,,viii4--,,miscellaneous1 #afg--agd4 ,watches1 #afg4 ,calling the watch1 #afh4 ,bells1 #afi4 ,helm1 #agj4 ,answering1 #aga1 7at helm1 #agj47 ,discipline1 #agb4 ,stations1 #agc4 ,food1 sleep1 c41 #agc4 ,,part ,,iii4 ,,laws ,,relating ,,to ,,the ,,practical ,,duties ,,of ,,master ,,and ,,mariners4 ,,chap4 ,i4--,,the ,,vessel1 pages #age--agi4 ,title1 #age4 ,registry1 enrolment and license1 #age4 ,certificate of registry or enrolment1 #agg4 ,passport1 #agg4 ,sea letter1 list of crew1 bill of health1 clearance1 manifest1 invoice1 bill of lading1 charter-party1 log-book1 list of passengers and crew1 list of sea-stores1 #agh4 ,medicine-chest1 #agh4 ,national character of crew1 #agh4 ,provisions1 #agh4 ,passengers1 #agi4 ,,chap4 ,,ii4--,,master',s ,,relation ,,to ,,vessel ,,and ,,cargo1 #agi--ahg4 ,revenue duties and obligations1 #agi4 ,list of crew1 #agi4 ,certified copy1 #ahj4 ,certified copy of shipping articles1 #ahj4 ,sea-letter1 passport1 list of passengers1 manifest1 sea-stores1 #ahj1 #aha4 ,unloading1 #ahj1 #aha4 ,post-office1 #aha4 ,forfeitures1 #ahj1 #aha1 #ahb4 ,report1 #ahb4 ,coasting license1 #ahb4 ,power to sell and pledge1 #ahb4 ,keeping and delivering cargo1 #ahe4 ,deviation1 #ahe4 ,collision1 #ahf4 ,pilot1 #ahg4 ,wages and advances1 #ahg4 ,,chap4 ,,iii4--,,master',s ,,relation ,,to ,,passengers ,,and ,,officers1 #ahg1 #ahh4 ,treatment of passengers1 #ahg4 ,removal of officers1 #ahh4 ,,chap4 ,,iv4--,,master',s ,,relation ,,to ,,the ,,crew1 #ahi--aie4 ,shipment1 #ahi4 ,shipping articles1 #ahi4 ,discharge1 #aij4 ,imprisonment1 #aia4 ,punishment1 #aib4 ,power of consuls as to punishment1 #aib1 #aic1 #aid4 ,,chap4 ,v4--,,passengers1 #aie1 #aif4 ,provisions1 #aie4 ,treatment1 #aie4 ,passage-money1 #aif4 ,deportment1 #aif4 ,services1 #aif4 ,,chap4 ,,vi4--,,mates ,,and ,,subordinates1 #aig--bja4 ,mates included in 'crew1' #aig4 ,removal1 #aig4 ,succession1 #aih4 ,log-book2 wages2 sickness1 #aih4 ,punishment1 #aii4 ,subordinates1 #bjj4 ,pilots1 #bjj4 ,,chap4 ,,vii4--,,seamen4 ,,shipping ,,contract1 #bja--bjc4 ,shipping contract1 #bja4 ,erasures and interlineations1 #bjb4 ,unusual stipulations1 #bjb4 ,violation of contract1 #bjb4 ,,chap4 ,,viii4--,,seamen--,,continued1 #bjd--bjf4 ,rendering on board1 #bjd4 ,refusal to proceed1 #bjd4 ,desertion or absence during the voyage1 #bje4 ,discharge1 #bjf4 ,,chap4 ,,ix4--,,seamen--,,continued1 #bjg--baj4 ,provisions1 #bjg4 ,sickness1 medicine-chest1 #bjh4 ,hospital money1 #bji4 ,relief in foreign ports1 #bji4 ,protection1 #baj4 ,,chap4 ,x4--,,seamen--,,continued1 #baj--bad4 ,punishment1 #baj4 ,revolt and mutiny1 #baa4 ,embezzlement1 #bac4 ,piracy1 #bad4 ,,chap4 ,,xi4--,,seamen',s ,,wages1 #bad--bbj4 ,wages affected by desertion or absence1 #bad2--;by misconduct1 #baf2--;by imprisonment1 #bag2--;by capture1 #bah2--;by loss of vessel or interruption of voyage1 #bah4 ,wages on an illegal voyage1 #bbj4 ,,chap4 ,,xii4--,,seamen--,,concluded1 #bbj--bbc4 ,recovery of wages1 #bbj4 ,remedies1 #bba4 ,time for commencing suits1 #bbb4 ,interest on wages1 #bbb4 ,salvage1 #bbb4 ,illustration3 ,plate ,i4 ,,plate ,i4 ,,the ,,spars ,,and ,,rigging ,,of ,a ,,ship4 ,,index ,,of ,,references4 #a ,head4 #b ,head-boards4 #c ,stem4 #d ,bows4 #e ,forecastle4 #f ,waist4 #g ,quarter-deck4 #h ,gangway4 #i ,counter4 #aj ,stern4 #aa ,tafferel4 #ab ,fore chains4 #ac ,main chains4 #ad ,mizzen chains4 #ae ,bowsprit4 #af ,jib-boom4 #ag ,flying jib-boom4 #ah ,spritsail yard4 #ai ,martingale4 #bj ,bowsprit cap4 #ba ,foremast4 #bb ,fore topmast4 #bc ,fore topgallant mast4 #bd ,fore royal mast4 #be ,fore skysail mast4 #bf ,main mast4 #bg ,main topmast4 #bh ,main topgallant mast4 #bi ,main royal mast4 #cj ,main skysail mast4 #ca ,mizzen mast4 #cb ,mizzen topmast4 #cc ,mizzen topgallant mast4 #cd ,mizzen royal mast4 #ce ,mizzen skysail mast4 #cf ,fore spencer gaff4 #cg ,main spencer gaff4 #ch ,spanker gaff4 #ci ,spanker boom4 #dj ,fore top4 #da ,foremast cap4 #db ,fore topmast cross-trees4 #dc ,main top4 #dd ,mainmast cap4 #de ,main topmast cross-trees4 #df ,mizzen top4 #dg ,mizzenmast cap4 #dh ,mizzen topmast cross-trees4 #di ,fore yard4 #ej ,fore topsail yard4 #ea ,fore topgallant yard4 #eb ,fore royal yard4 #ec ,main yard4 #ed ,main topsail yard4 #ee ,main topgallant yard4 #ef ,main royal yard4 #eg ,cross-jack yard4 #eh ,mizzen topsail yard4 #ei ,mizzen topgallant yard4 #fj ,mizzen royal yard4 #fa ,fore truck4 #fb ,main truck4 #fc ,mizzen truck4 #fd ,fore stay4 #fe ,fore topmast stay4 #ff ,jib stay4 #fg ,fore topgallant stay4 #fh ,flying-jib stay4 #fi ,fore royal stay4 #gj ,fore skysail stay4 #ga ,jib guys4 #gb ,flying-jib guys4 #gc ,fore lifts4 #gd ,fore braces4 #ge ,fore topsail lifts4 #gf ,fore topsail braces4 #gg ,fore topgallant lifts4 #gh ,fore topgallant braces4 #gi ,fore royal lifts4 #hj ,fore royal braces4 #ha ,fore rigging4 #hb ,fore topmast rigging4 #hc ,fore topgallant shrouds4 #hd ,fore topmast backstays4 #he ,fore topgallant backstays4 #hf ,fore royal backstays4 #hg ,main stay4 #hh ,main topmast stay4 #hi ,main topgallant stay4 #ij ,main royal stay4 #ia ,main lifts4 #ib ,main braces4 #ic ,main topsail lifts4 #id ,main topsail braces4 #ie ,main topgallant lifts4 #if ,main topgallant braces4 #ig ,main royal lifts4 #ih ,main royal braces4 #ii ,main rigging4 #ajj ,main topmast rigging4 #aja ,main topgallant rigging4 #ajb ,main topmast backstays4 #ajc ,main topgallant backstays4 #ajd ,main royal backstays4 #aje ,cross-jack lifts4 #ajf ,cross-jack braces4 #ajg ,mizzen topsail lifts4 #ajh ,mizzen topsail braces4 #aji ,mizzen topgallant lifts4 #aaj ,mizzen topgal't braces4 #aaa ,mizzen royal lifts4 #aab ,mizzen royal braces4 #aac ,mizzen stay4 #aad ,mizzen topmast stay4 #aae ,mizzen topgallant stay4 #aaf ,mizzen royal stay4 #aag ,mizzen skysail stay4 #aah ,mizzen rigging4 #aai ,mizzen topmast rigging4 #abj ,mizzen topgal4 shrouds4 #aba ,mizzen topmast backstays4 #abb ,mizzen topgal'nt backstays4 #abc ,mizzen royal backstays4 #abd ,fore spencer vangs4 #abe ,main spencer vangs4 #abf ,spanker vangs4 #abg ,ensign halyards4 #abh ,spanker peak halyards4 #abi ,foot-rope to fore yard4 #acj ,foot-rope to main yard4 #aca ,foot-rope to cross-jack yard4 ,illustration3 ,plate ,,ii4 ,,plate ,,ii4 ,a ,,ship',s ,,sails4 ,,index ,,of ,,references4 #a ,fore topmast staysail4 #b ,jib4 #c ,flying jib4 #d ,fore spencer4 #e ,main spencer4 #f ,spanker4 #g ,foresail4 #h ,fore topsail4 #i ,fore topgallant sail4 #aj ,fore royal4 #aa ,fore skysail4 #ab ,mainsail4 #ac ,main topsail4 #ad ,main topgallant sail4 #ae ,main royal4 #af ,main skysail4 #ag ,mizzen topsail4 #ah ,mizzen topgallant sail4 #ai ,mizzen royal4 #bj ,mizzen skysail4 #ba ,lower studdingsail4 #ba;a ,lee ditto4 #bb ,fore topmast studdingsail4 #bb;a ,lee ditto4 #bc ,fore topgallant studdingsail4 #bc;a ,lee ditto4 #bd ,fore royal studdingsail4 #bd;a ,lee ditto4 #be ,main topmast studdingsail4 #be;a ,lee ditto4 #bf ,main topgallant studdingsail4 #bf;a ,lee ditto4 #bg ,main royal studdingsail4 #bg;a ,lee ditto4 ,illustration3 ,plate ,,iii4 ,,plate ,,iii4 ,,the ,,frame ,,of ,a ,,ship4 ,,index ,,of ,,references4 ,a4 ,,the ,,outside4 #a ,upper stem-piece4 #b ,lower stem-piece4 #c ,gripe4 #d ,forward keel-piece4 #e ,middle keel-piece4 #f ,after keel-piece4 #g ,false keel4 #h ,stern knee4 #i ,stern-post4 #aj ,rudder4 #aa ,bilge streaks4 #ab ,first streak under the wales4 #ac ,apron4 #ad ,lower apron4 #ae ,fore frame4 #af ,after frame4 #ag ,wales4 #ah ,waist4 #ai ,plank-shear4 #bj ,timber-heads4 #ba ,stanchions4 #bb ,rail4 #bc ,knight-heads4 #bd ,cathead4 #be ,fashion timbers4 #bf ,transoms4 #bg ,quarter pieces4 ,b4 ,,the ,,inside ,,of ,,the ,,stern4 #a ,keelson4 #b ,pointers4 #c ,chock4 #d ,transoms4 #e ,half transoms4 #f ,main transom4 #g ,quarter timbers4 #h ,transom knees4 #i ,horn timbers4 #aj ,counter-timber knee4 #aa ,stern-post4 #ab ,rudder-head4 #ac ,counter timbers4 #ad ,upper-deck clamp4 ,c4 ,,the ,,inside ,,of ,,the ,,bows4 #a ,keelson4 #b ,pointers4 #c ,step for the mast4 #d ,breast-hook4 #e ,lower-deck breast-hook4 #f ,forward beam4 #g ,upper-deck clamp4 #h ,knight-heads4 #i ,hawse timbers4 #aj ,bow timbers4 #aa ,apron of the stem4 ,d4 ,,the ,,timbers4 #a ,keelson4 #b ,floor timbers4 #c ,naval timbers or ground futtocks4 #d ,lower futtocks4 #e ,middle futtocks4 #f ,upper futtocks4 #g ,top timbers4 #h ,half timbers1 or half top-timbers4 ,,plate ,,iv4 ,,explanations4 ,,ship4--,a ship is square-rigged throughout2 that is1 she has tops1 and carries square sails on all three of her masts4 ,,bark4--,a bark is square-rigged at her fore and main masts1 and differs from a ship in having no top1 and carrying only fore-and-aft sails at her mizzenmast4 ,,brig4--,a full-rigged brig is square-rigged at both her masts4 ,,hermaphrodite ,,brig4--,an hermaphrodite brig is square-rigged at her foremast2 but has no top1 and only fore-and-aft sails at her main mast4 ,,topsail ,,schooner4--,a topsail schooner has no tops at her foremast1 and is fore-and-aft rigged at her mainmast4 ,she differs from an hermaphrodite brig in that she is not properly square-rigged at her foremast1 having no top1 and carrying a fore-and-aft foresail1 in stead of a square foresail and a spencer4 ,,fore-,,and-,,aft ,,schooner4--,a fore-and-aft schooner is fore-and-aft rigged throughout1 differing from a topsail schooner in that the latter carries small square sails aloft at the fore4 ,,sloop4--,a sloop has one mast1 fore-and-aft rigged4 ,,hermaphrodite ,,brigs sometimes carry small square sails aloft at the main2 in which case they are called ,,brigantines1 and differ from a ,,full-,,rigged ,,brig in that they have no top at the mainmast1 and carry a fore-and-aft mainsail instead of a square mainsail and trysail4 ,some ,,topsail ,,schooners carry small square sails aloft at the main as well as the fore2 being in other respects fore-and-aft rigged4 ,they are then called ,,main ,,topsail ,,schooners4 ,illustration3 ,plate ,,iv4 ,ship ,bark ,full-rigged ,brig ,hermaphrodite ,brig ,top-sail ,schooner ,fore aft ,schooner ,sloop ,,part ,i4 ,,chapter ,i4 ,,general ,,rules ,,and ,,observations4 ,construction of vessels4 ,tonnage and carriage of merchant vessels4 ,proportions of the spars4 ,placing the masts4 ,size of anchors and cables4 ,lead-lines4 ,log-line4 ,ballast and lading4 ,,construction ,,of ,,vessels4--,as merchant vessels of the larger class are now built in the ,united ,states1 the extreme length of deck1 from the after part of the stern-post to the fore part of the stem1 is from four and a half to four and three fourths that of the beam1 at its widest part4 ,the ,damascus1 of #gjj tons' measurement1 built at ,boston in #ahci1 and considered a fair specimen of our best freighting vessels1 had #aej feet from stem to stern-post1 and #cb feet #f inches extreme breadth4 ,the ,rajah1 of #ecj tons1 built at ,boston in #ahcg1 had #adj feet length1 and #cj feet beam2--being each in length about four and six tenths their beam4 ,a great contrast to this proportion is exhibited in the most recent statistics 7#ahda7 of vessels of the same tonnage in the ,english navy2 as the following table will show4 ,tons4 ,deck4 ,beam4 ,proportion4 ,dido #gcd #abj ft4 #cg ft4 #f in4 #c4bj ,english ,pilot #dib #aje #cc #f #c4ac ,navy4 ,alert #ceh #ie #cj #d #c4af ,american ,damascus #fid #aej #cb #f #d4fj ,merchantmen4 ,rajah #eca #adj #cj #j #d4ff ,these may1 perhaps1 be considered the extremes of ship-building2 and between these there is every grade of difference4 ,,tonnage ,,and ,,carriage ,,of ,,merchant ,,vessels4--,the amount a vessel will carry in proportion to her tonnage1 depends upon whether1 and to what extent1 she is full or sharp built4 ,a sharp-built vessel of #cjj tons' measurement1 will carry just about her tonnage of measurement goods4 ,a sharp-built vessel of #bjj tons or under would probably carry less than her measurement2 if over #djj tons1 she would increase gradually to fifty per cent4 above her measurement4 ,a sharp-built vessel of #fjj tons1 is generally rated at #ijj tons carriage4 ,a full-built vessel of #cjj tons1 after the latest model of ,american freighting vessels1 will carry #ebe tons1 or seventy-five per cent4 above her measurement2 and one of #ejj tons would carry full double her measurement4 ,the following table may give a pretty fair average4 ,,tons ,,of ,,measurement ,,goods4 ,tonnage4 ,full built4 ,sharp built4 #cjj 74#ge7 #ebe 74#jj7 #cjj #djj 74#hj7 #gbe 74#dj7 #efj #ejj 7#a4jj7 #ajjj 74#ej7 #gej #fjj 7#a4cc7 #adjj 74#ej7 #ijj ,,proportions ,,of ,,spars4--,there is no particular rule for sparring merchant vessels2 some being light1 and others heavy sparred2 and some having long topmasts and short lower masts1 and others the reverse4 ,the prevailing custom now is1 to spar them lightly2 the main yard being a little less than double the beam2 and the others proportioned by the main4 ,most merchant vessels now have the yards at the fore and main of the same size1 for convenience in shifting sails2 so that the same topsail may be bent on either yard4 ,the following table1 taken from the ,seamen's ,manual1 will show the average proportions of the spars of merchant vessels of the largest class1 as formerly built4 ,main-mast1 two and a half times the ship's beam4 ,fore-mast1 eight ninths of the main-mast4 ,mizzen-mast1 five sixths of the main-mast4 ,bowsprit1 two thirds of the main-mast4 ,topmasts1 three fifths of the lower masts4 ,topgallant masts1 one half the length of their topmasts4 ,jib-boom1 the length of the bowsprit4 ,main-yard1 twice the beam4 ,fore-yard1 seven eighths of the main-yard4 ,maintopsail-yard1 two thirds of the main-yard4 ,foretopsail-yard1 two thirds of the fore-yard4 ,crossjack-yard1 the length of the maintopsail-yard4 ,topgallant-yards1 two thirds of the topsail-yards4 ,mizzentopsail-yard1 the length of the maintopgallant-yard4 ,royal-yards1 two thirds of the topgallant-yards4 ,spritsail-yard1 five sixths of the foretopsail-yard4 ,spanker-boom1 the length of the maintopsail-yard4 ,spanker-gaff1 two thirds of the boom4 ,for the thickness of the spars1 the same book allows for the lower masts one inch and a quarter diameter at the partners1 for every three feet of length2 and nine tenths in the middle and two thirds under the hounds1 for every inch at the partners4 ,for the yards1 one inch at the slings1 and half an inch at the yard-arms1 within the squares1 for every four feet of the length4 ,for the breadth of the maintop1 one half of the beam1 and of the foretop1 eight ninths of the maintop4 ,the following are the proportions of the spars of the ship ,damascus1 before mentioned1 built in #ahci4 ,main-mast #gd ft4 ,head #aa ft4 #f in4 ,size #bf in4 ,fore-mast #gj ft4 ,head #aa ft4 #f in4 ,size #be in4 ,mizzen-mast #fh ft4 ,head #h ft4 #f in4 ,size #ah in4 ,main and fore topmasts #da ft4 ,head #f ft4 #f in4 ,size #ad-a_/b in4 ,mizzen topmast #cb ft4 ,head #e ft4 ,size #i-a_/b in4 ,main topgallant-mast #bc ft4 7#ae ft4 with #b feet head47 ,size #i-a_/b in4 ,fore topgallant-mast #ba ft4 #ad ft4 with #b feet head47 ,size #i-a_/b in4 ,mizzen topgallant-mast #ag ft4 #aa ft4 with #ah in4 with #b feet head47 ,main and fore yards #fj ft4 yard-arms #b ft4 #f in4 ,main and fore topsail yards #dh ft4 yard-arms #c ft4 #f in4 ,main topgallant yard #cg ft4 yard-arms #b ft4 ,fore topgallant yard #cd ft4 yard-arms #b ft4 ,main royal yard #bg ft4 yard-arms #a ft4 #f in4 ,fore royal yard #bd ft4 yard-arms #a ft4 #f in4 ,main skysail yard #ag ft4 ,fore skysail yard #ae ft4 ,cross-jack yard #dd ft4 yard-arms #b ft4 ,mizzen topsail yard #ce ft4 yard-arms #b ft4 #i in4 ,mizzen topgallant yard #be ft4 yard-arms #a ft4 #f in4 ,mizzen royal yard #af ft4 ,mizzen skysail yard #aj ft4 ,bowsprit1 out-board #bg ft4 ,size #bf in4 ,jib-boom #db ft4 ,head #c ft4 ,size #ad-a_/b in4 ,flying jib-boom #dj ft4 ,head #c ft4 #f in4 ,main pole #ab ft41 #aj above royal-mast1 #e in4 in cap4 ,fore pole #aa ft41 #i above royal-mast1 #d-a_/b in4 in cap4 ,mizzen pole #i ft41 #g above royal-mast ,spanker-boom #dj ft4 ,spanker-gaff #cj ft4 ,swinging-booms #dj ft4 ,topmast studdingsail-booms #cd ft4 ,topgallant studdingsail-booms #bg ft41 yards for do4 #ag ft4 ,,placing ,,the ,,masts4--,for a full-built ship1 take the ship's extreme length and divide it into sevenths4 ,place the foremast one seventh of this length from the stem2 the mainmast three sevenths from the foremast1 and the mizzenmast two sevenths from the mainmast4 ,if a vessel is sharp-built1 and her stem and stern-post rake1 her foremast should be further aft1 and her mizzenmast further forward1 than the rule of sevenths would give4 ,a common rule for placing the foremast1 is to deduct three fifths of a ship's beam from her length1 for the curvature of the keel forward1 which is called the keel-stroke1 and place the mast next abaft the keel-stroke4 ,,size ,,of ,,anchors ,,and ,,cables4--,various rules have been adopted for the weight of a ship's anchors4 ,a vessel of #ajj tons will generally have a best bower of #f cwt4 and a small bower of #e cwt42 the weight of both being eleven pounds to a ton of the vessel4 ,as a vessel increases in size1 the proportion diminishes4 ,a vessel of #gjj tons will usually carry a best bower of #bg cwt4 and a small bower of #bd cwt42 the weight of both being seven and a half pounds to a ton of the vessel4 ,the stream should be a little more than one third the weight of the best bower4 ,the anchor-stock should be the length of the shank2 its diameter should be half that of the ring1 and its thickness one inch at the middle and half an inch at each end for every foot in length4 ,chain cables are usually ninety fathoms in length1 for large-sized vessels1 and sixty for small vessels1 as schooners and sloops4 ,the regulation of the ,united ,states ,navy for chain cables1 is one inch and a half for a sloop of war1 and one and a quarter for brigs and schooners4 ,in the merchant service1 a ship of #djj tons would probably have a best bower cable of one and five sixths1 and a working bower of one and a quarter inches4 ,a ship of #gjj tons would have a best bower of one and five eighths1 and a working bower of one and a half inches4 ,chain cables have a shackle at every fifteen fathoms1 and one swivel at the first shackle4 ,some have two swivels2 and formerly they were made with a swivel between each shackle4 ,,lead-,,lines4--,the hand-lead weighs usually seven pounds1 and the hand-line is from twenty to thirty fathoms in length4 ,the deep-sea-lead 7pro4 dipsey7 weighs from fourteen to eighteen or twenty pounds2 and the deep-sea-line is from ninety to one hundred and ten fathoms4 ,the proper way to mark a hand-line is1 black leather at #b and #c fathoms2 white rag at #e2 red rag at #g2 wide strip of leather1 with a hole in it1 at #aj2 and #ac1 #ae and #ag marked like #c1 #e and #g2 two knots at #bj2 #c at #cj2 and #d at #dj2 with single pieces of cord at #be and #ce4 ,the deep-sea-line has one knot at #bj fathoms1 and an additional knot at every #aj fathoms1 with single knots at each intermediate #e fathoms4 ,it sometimes has a strip of leather at #aj fathoms1 and from #c to #aj is marked like the hand-line4 ,,log-,,line4--,the rate of a ship's sailing is measured by a log-line and a half-minute glass4 ,the line is marked with a knot for each mile2 the real distance between each knot being1 however1 #a_/abj of a mile1 since a half-minute is #a_/abj of an hour4 ,a knot being thus the same portion of a mile that a half-minute is of an hour1 the number of knots carried off while the glass is running out will show the number of miles the vessel goes in an hour4 ,many glasses1 however1 are made for twenty-eight seconds1 which1 of course1 reduces the number of feet for a knot to forty-seven and six tenths4 ,but as the line is liable to stretch and the glass to be affected by the weather1 in order to avoid all danger of a vessel's overrunning her reckoning1 and to be on the safe side1 it is recommended to mark forty-five feet to a knot for a twenty-eight second glass4 ,about ten fathoms is left unmarked next the chip1 called stray-line4 ,the object of this is that the chip may get out of the eddy under the stern1 before the measuring begins4 ,the end of the stray-line is marked by a white rag1 and the first knot is forty-five or forty-seven feet from the rag4 ,a single piece of cord or twine is put into the line for the first knot1 one knot for the second1 two for the fourth1 three for the sixth1 and so on1 a single piece of cord being put in at the intermediate knots4 ,,ballast ,,and ,,lading4--,a ship's behavior1 as the phrase is1 depends as much upon the manner in which she is loaded and ballasted1 as upon her model4 ,it is said that a vessel may be prevented from rolling heavily1 if1 when the ballast is iron1 it is stowed up to the floor-heads2 because this will bring the ship back1 after she has inclined1 with less violence1 and will act upon a point but little distant from the centre of gravity1 and not interfere with her stiff carrying of sail4 ,the cargo should be stowed with the weightier materials as near as possible to the centre of gravity1 and high or low1 according to the build of the vessel4 ,if the vessel is full and low built1 the heavy articles should be stowed high up1 that the centre of gravity may be raised and the vessel kept from rolling too much1 and from being too laborsome4 ,but a narrow1 high-built vessel should have the heavy articles stowed low and near the keelson1 which will tend to keep her from being crank1 and enable her to carry sail to more advantage4 ,,chapter ,,ii4 ,,cutting ,,and ,,fitting ,,standing ,,rigging4 ,measuring and cutting lower rigging and lower fore-and-aft stays4 ,fitting the same4 ,measuring1 cutting1 and fitting topmast rigging1 stays1 and backstays4 ,jib1 topgallant1 and royal stays4 ,rattling down rigging4 ,cutting and fitting lifts1 foot-ropes1 brace-block straps1 and pennants4 ,breast-backstays4 ,,cutting ,,lower ,,rigging4--,draw a line from the side of the partners abreast of the mast1 on the deck1 parallel to the channels1 and to extend as far aft as they do4 ,on this line mark the places of each dead-eye1 corresponding to their places against the channels4 ,send a line up to the mast-head1 and fasten it to the mast by a nail above the bibbs1 in a range with the centre of the mast1 and opposite to the side the channel line is drawn upon4 ,then take the bight of the line around the forward part of the mast1 and fasten it to the mast by a nail1 opposite the first nail1 so that the part between the nails will be half the circumference of the mast-head2 then take the line down to the mark on the channel line for the forward dead-eye1 and mark it as before2 and so on1 until you have got the distance between the mast and each mark on the channel line4 ,now cast off the line from the mast-head1 and the distance between the end of the line and each mark will give you the length of each shroud from the lower part of the mast-head4 ,and1 to make an allowance for one pair of shrouds overlaying another1 you may increase the length of the pair put on second1 that is1 the larboard forward ones1 by twice the diameter of the rigging2 the third pair by four times2 and so on4 ,the size of the lower rigging should be as much as eight and a half inches for vessels of seven or eight hundred tons1 and from seven and a half to eight for smaller vessels1 over three hundred tons4 ,for the length of the fore1 main1 and mizzen stays and spring-stays1 take the distance from the after part of the mast-head to their hearts1 or to the place where they are set up1 adding once the length of the mast-head for the collar4 ,the standing stays should be once and half the circumference of the shrouds4 ,,fitting ,,lower ,,rigging4--,get it on a stretch1 and divide each pair of shrouds into thirds1 and mark the centre of the middle third4 ,tar1 worm1 parcel and serve the middle third4 ,parcel with the lay of the rope1 working toward the centre2 and serve against the lay1 beginning where you left off parcelling4 ,serve as taut as possible4 ,in some vessels the outer thirds of the swifters are served2 but matting and battens are neater and more generally used4 ,formerly the middle third was parcelled over the service1 below the wake of the futtock staff4 ,mark an eye at the centre of the middle third1 by seizing the parts together with a round seizing4 ,the eye of the pair of shrouds that goes on first should be once and a quarter the circumference of the mast-head2 and make each of the others in succession the breadth of a seizing larger than the one below it4 ,parcel the score of the dead-eye1 and heave the shroud taut round it1 turning in with the sun1 if right-hand-laid rope1 and against the sun1 if hawser-laid2 then pass the throat seizing with nine or ten turns1 the outer turns being slacker than the middle ones4 ,pass the quarter seizings half way to the end1 and then the end seizings1 and cap the shroud1 well tarred under the cap4 ,make a ,matthew ,walker knot in one end of the lanyard1 reeve the other end out through the dead-eye of the shroud1 beginning at the side of the dead-eye upon which the end of the shroud comes1 and in through the dead-eye in the channels1 so that the hauling part of the lanyard may come in-board and on the same side with the standing part of the shroud4 ,if the shroud is right-hand-laid rope1 the standing part of the shroud will be aft on the starboard1 and forward on the larboard side2 and the reverse1 if hawser-laid4 ,the neatest way of setting up the lower fore-and-aft stays1 is by reeving them down through a bull's eye1 with tarred parcelling upon the thimble1 and setting them up on their ends1 with three or four seizings4 ,the collar of the stay is the length of the mast-head1 and is leathered over the service4 ,the service should go beyond the wake of the foot of the topsail1 and the main-stay should be served in the wake of the foremast4 ,the main and spring stays usually pass on different sides of the foremast1 and set up at the hawse-pieces4 ,the bolsters under the eyes of the rigging should always be covered with tarred parcelling1 marled on4 ,the starboard forward shroud goes on first2 then the larboard2 and so on4 ,the fore stay and spring stay go over the shrouds2 and the head stays always go over the backstays4 ,,cutting ,,and ,,fitting ,,topmast ,,rigging4--,for the forward shroud1 measure from the hounds of the topmast down to the after part of the lower trestle-trees1 and add to that length half the circumference of the mast-head at the hounds4 ,the eye is once and a quarter the circumference of the mast-head4 ,the topmast rigging in size should be three fifths of the lower rigging4 ,for the topmast backstays1 measure the distance from the hounds of the mast down to the centre of the deck1 abreast of their dead-eyes in the channels1 and add to this length one half the circumference of the mast-head4 ,add to the length of the larboard pair1 which goes on last1 twice the diameter of the rope4 ,the size of the fore and main topmast backstays is generally one quarter less than that of the lower rigging2 and that of the mizzen topmast backstays the same as that of the main topmast rigging4 ,the size of the topmast stays should be once and a quarter that of the rigging4 ,the topmast rigging is fitted in the same manner as the lower4 ,the backstays should be leathered in the wake of the tops and lower yards4 ,the breast-backstays are turned in upon blocks instead of dead-eyes1 and set up with a luff purchase4 ,the fore topmast stay sets up on the starboard1 and the spring stay on the larboard side of the bowsprit4 ,all the fore-and-aft stays are now set up on their ends1 and should be leathered in their nips1 as well as in their eyes4 ,the main topmast stay goes through a heart or thimble at the foremast-head1 or through a hole in the cap1 and sets up on deck or in the top2 and the mizzen topmast stay sets up at the mainmast-head1 above the rigging4 ,,jib1 ,,topgallant1 ,,and ,,royal ,,rigging4--,the jib stay sets up on its end on the larboard side of the head1 and is served ten feet from the boom1 and its collar is leathered like that of the topmast stay4 ,the gaub lines or back ropes go from the martingale in-board4 ,the guys are fitted in pairs1 rove through straps or snatches on the spritsail yard1 and set up to eye-bolts inside of or abaft the cat-heads4 ,the foot-ropes are three quarters the length of the whole boom1 and go over the boom-end with a cut splice4 ,overhand knots or ,turks-heads should be taken in them at equal distances1 to prevent the men from slipping1 when laying out upon them4 ,the most usual method of fitting topgallant rigging in merchantmen1 is to reeve it through holes in the horns of the cross-trees1 then pass it between the topmast shrouds over the futtock staff1 and set it up at an iron band round the topmast1 just below the sheave-hole2 or else down into the top1 and set it up there4 ,to get the length of the starboard forward shroud1 measure from the topgallant mast-head to the heel of the topmast1 and add one half the circumference of the topgallant mast-head4 ,its size should be about five sevenths of the topmast rigging4 ,each pair of shrouds should be served below the futtock staves4 ,they are fitted like the topmast shrouds4 ,the fore-and-aft stays of long topgallant masts go with eyes1 and are served and leathered in the wake of the foot of the sails4 ,the fore topgallant stay leads in on the starboard side of the bowsprit1 and sets up to a bolt at the hawse-piece2 the main leads through a chock on the after part of the fore topmast cross-trees1 and sets up in the top2 and the mizzen usually through a thimble on the main cap1 and sets up on its end4 ,the topgallant backstays set up on their end1 or with lanyards in the channels2 and for their length1 measure from the mast-head to the centre of the deck1 abreast the bolt in the channels4 ,the royal shrouds1 backstays1 and fore-and-aft stays1 are fitted like those of the topgallant masts1 and bear the same proportion to them that the topgallant bear to the topmast4 ,the fore royal stay reeves through the outer sheave-hole of the flying jib-boom1 and comes in on the larboard side2 the main through a thimble at the fore jack-cross-trees2 and the mizzen through a thimble at the maintopmast cap4 ,the flying jib-stay goes in on the starboard side1 and sets up like the jib-stay4 ,the gear of the flying jib-boom is fitted like that of the jib-boom4 ,,ratling4--,swift the rigging well in1 and lash handspikes or boat's oars outside at convenient distances1 parallel with the shear-pole4 ,splice a small eye in the end of the ratlin1 and seize it with yarns to the after shroud on the starboard side and to the forward on the larboard1 so that the hitches may go with the sun4 ,take a clove hitch round each shroud1 hauling well taut1 and seize the eye of the other end to the shroud4 ,the ratlins of the lower rigging should be thirteen1 and of the topmast rigging eleven inches apart1 and all square with the shear-pole4 ,,standing ,,rigging ,,of ,,the ,,yards4--,the first thing to go upon the lower yard-arm1 next the shoulder1 is the head-earing strap2 the next1 the foot-ropes2 next1 the brace-block2 and lastly1 the lift4 ,the foot-ropes go with an eye over the yard-arm1 are rove through thimbles in the end of the stirrups1 7sometimes with ,turks-heads1 to prevent their slipping17 and are lashed to bolts or thimbles1 but now usually to the iron trusses4 ,the stirrups fit to staples in the yard1 with an eye-splice4 ,the lifts should be single1 and fitted with an eye over the yard-arm1 and lead through a single block at the mast-head1 and set up by a gun or luff tackle purchase1 with the double block hooked to a thimble or turned in at the end1 and the lower block to an eye-bolt in the deck4 ,instead of brace-blocks on the fore and main yards1 brace-pennants fitted over the yard-arm with an eye are neater4 ,the latest and neatest style of rigging lower yards is to have a strong iron band with eyes and thimbles round each yard-arm1 close to the shoulder2 and then fit the lift1 foot-rope1 and brace-pennant1 each to one of these eyes1 with an eye-splice round the thimble or with a hook4 ,the lower lifts now1 for the most part1 cross each other over a saddle upon the cap1 instead of going through blocks4 ,the inner ends of the foot-ropes to the topsail1 topgallant and royal yards1 cross each other at the slings2 and on the topsail yard there are ,flemish-horses1 spliced round thimbles on the boom-iron1 and the other end seized to the yard1 crossing the foot-rope4 ,a neater mode is to hook the outer end of the ,flemish-horse1 so that it may be unhooked and furled in with the sails when in port4 ,next to the foot-ropes go on the brace-blocks1 and lastly1 the lifts4 ,the rigging to the topgallant and royal yards is fitted similarly to that upon the topsail1 except that there is nothing over the yard-arms but foot-rope1 brace and lift4 ,the brace to the royal yard fits with an eye4 ,the reef-tackle1 studding-sail halyard1 and other temporary blocks1 are seized to the lower and topsail yard-arms by open straps1 so that they may be removed without taking off the lift4 ,the topgallant studding-sail halyard block is often hooked to the boom-iron1 under the yard4 ,the foot-ropes to the spanker-boom should be half the length of the boom1 going over the end with a splice1 covered with canvass1 and coming in one third of the way to the jaws1 and seized to the boom by a rose-seizing through an eye-splice4 ,the next to go over the boom-end are the guys1 which are fitted with a cut-splice covered with canvass1 and have a single block turned in at their other ends4 ,to these single blocks are luff or gun-tackle purchases1 going to the main brace-bumpkin4 ,their length should be two fifths that of the boom4 ,the topping-lifts are usually hooked into a band or spliced into bolts about one quarter the distance from the outer end of the boom1 and reeve through single blocks under the top1 with a double or single block at their lower ends4 ,all the splices and seizings of the standing rigging should be covered with canvass1 if possible1 except in the channels and about the head1 where they are too much exposed to the washing of water4 ,a vessel looks much neater for having the ends of the rigging1 where eyes are spliced1 or where they are set up on their ends aloft or on deck1 covered with canvass1 and painted white or black1 according to the place where they are4 ,the lanyards and dead-eyes of the smaller rigging which sets up in the top may also be covered with canvass4 ,the lanyards1 dead-eyes1 and turnings-in of the rigging in the channels1 should always be protected by scotchmen when at sea1 and the forward shroud should be matted or battened all the way up to the futtock staves4 ,in some smaller merchantmen the lower rigging is not infrequently set up upon its end to bolts in the rail4 ,this is very inconvenient on many accounts1 especially as all the seizings have to be come up with1 and the nip of the shroud altered1 whenever it is at all necessary to set them taut4 ,this soon defaces and wears out the ends2 while1 with dead-eyes1 only the lanyards have to be come up with4 ,some vessels set up their lower rigging with dead-eyes upon the rail4 ,this is convenient in setting them up in bad weather1 but does not give so much spread as when set up in the channels1 and presents a more complicated surface to the eye4 ,if the rigging is fitted in this way1 you must deduct the height of the rail above the deck from the measure before given for cutting it4 ,,breast-,,backstays4--,it is not usual1 now1 for merchant vessels to carry topmast breast-backstays4 ,if they are carried1 they are spread by out-riggers from the top4 ,topgallant and royal breast-backstays are used1 and are of great assistance in sailing on the wind4 ,there are various ways of rigging them out1 of which the following is suggested as a neat and convenient one4 ,have a spar fitted for an out-rigger1 about the size of one of the horns of the cross-trees1 with three holes bored in it1 two near to one end1 and the third a little the other side of the middle4 ,place it upon the after horn of the cross-tree1 with the last-mentioned hole over the hole in the end of the horn of the cross-tree1 and let the after topgallant shroud reeve through it4 ,reeve the topgallant and royal breast-backstays through the outer holes1 and set them up by a gun-tackle purchase1 in the channels4#a ,the inner end of the out-rigger should fit to a cleat1 and be lashed to the cross-tree by a lanyard4 ,when the breast-backstays are to be rigged in1 cast off the lanyard1 and let the out-rigger slue round the topgallant shroud for a pivot1 the inner end going aft1 and the outer end1 with the backstays1 resting against the forward shroud4 ,one of these out-riggers should be fitted on each side1 and all trouble of shifting over1 and rigging out by purchase1 will be avoided4 #a ,the royal breast-backstay may be used as the fall of the purchase4 ,,chapter ,,iii4 ,,fitting ,,and ,,reeving ,,running ,,rigging4 ,fore braces4 ,main braces4 ,cross-jack braces4 ,fore1 main1 and mizzen topsail braces4 ,fore1 main1 and mizzen topgallant and royal braces4 ,trusses4 ,topsail tyes and halyards4 ,topgallant and royal halyards4 ,peak and throat halyards4 ,spanker brails4 ,fore and main tacks and sheets4 ,topsail1 topgallant and royal sheets and clewlines4 ,reef-tackles4 ,clew-garnets4 ,fore and main buntlines1 leechlines1 and slablines4 ,topsail clewlines and buntlines4 ,bowlines4 ,to reeve a brace1 begin on deck1 and reeve to where the standing part is made fast4 ,the fore braces reeve up through a block on the mainmast just below the rigging1 down or in through the brace-block on the yard or at the end of the pennant1 and the standing part is brought through the cheeks of the mast with a knot inside4 ,the neatest way for reeving the main brace is out through a single block on the brace-bumpkin1 out through the brace-pennant-block1 in through an outer block on the bumpkin1 and seized to the strap of the pennant4 ,another way is out through the bumpkin block1 out or down through the pennant block1 and secure the end to the bumpkin or to the fashion-piece below4 ,the cross-jack braces reeve up through blocks on the after shroud of the main rigging1 up through blocks on the yard1 one third of the way in from the yard-arm1 and are seized to a bolt in the mainmast1 or to the after shroud again4 ,the fore topsail braces reeve up through the blocks secured to the bibbs at the mainmast-head1 in through the span-block at the collar of the main stay1 up through the block on the yard1 and are seized to the main topmast-head2 or else up through a block at the topmast-head1 down through the brace-block on the yard1 and are seized to the collar of the main stay4 ,the last way is the best4 ,the main topsail braces are rove through span-blocks at the mizzen-mast1 below the top1 up through the blocks on the yard1 and are seized to the mizzen topmast-head2 or else up through a block at the mizzen-mast-head1 down through the block on the yard1 and secured to the mizzen-mast4 ,the first way is the best4 ,the mizzen topsail braces reeve up through the leading blocks or fair-leaders on the main rigging1 up through blocks at the mainmast-head1 or at the after part of the top1 up through the yard blocks1 and are seized to the cap4 ,the fore and main topgallant braces are rove up through blocks under the topmast cross-trees1 in through span-blocks on the topmast stays1 just below their collars1 up through the blocks on the yards1 and the main are usually seized to the head of the mizzen topgallant mast1 and the fore to the topmast stay1 by the span-block4 ,the mizzen topgallant braces generally go single1 through a block at the after part of the main top-mast cross-trees4 ,the royal braces go single3 the fore1 through a block at the main topgallant mast-head2 the main1 through one at the mizzen topgallant mast-head2 and the mizzen1 through a block at the after part of the main topmast cross-trees4 ,,halyards4--,the lower yards are now hung by patent iron trusses1 which allow the yard to be moved in any direction2 topped up or braced4 ,the topsail yards have chain tyes1 which are hooked to the slings of the yard1 and rove through the sheave-hole at the mast-head4 ,the other end of the tye hooks to a block4 ,through this block a chain runner leads1 with its standing part hooked to an eye-bolt in the trestle-tree1 and with the upper halyard-block hooked to its other end4 ,the halyards should be a luff purchase1 the fly-block being the double block1 and the single block being hooked in the channels4 ,sometimes they are a gun-tackle purchase1 with two large single blocks4 ,the lower block of the mizzen topsail halyards is usually in the mizzen-top1 the fall coming down on deck4 ,the fore and mizzen topsail halyards come down to port1 and the main to the starboard4 ,the topgallant halyards come down on opposite sides from the topsail halyards2 though the fore and main usually come down by the side of the masts4 ,the fore and main topgallant halyards sometimes hoist with a gun-tackle purchase1 but the mizzen and all the royal halyards are single4 ,the throat and peak halyards of the spanker are fitted in the following manner4 ,the outer peak halyard block is put on the gaff1 one third of its length from the outer end1 or a very little1 if any1 within the leech of the sail2 and the inner one1 two thirds in4 ,the blocks are fitted round the gaff with grommet straps1 and are kept in their places by cleats4 ,the double block of the peak halyards is strapped to the bolt in the after part of the mizzen cap1 and the halyards are rove up through this1 in through the blocks on the gaff1 the inner one first1 the standing part made fast to the double block1 and the fall coming on deck4 ,the upper block of the throat halyards is secured under the cap1 and the lower block is hooked to an eye-bolt on the jaws of the gaff4 ,this is a two-fold tackle4 ,,the ,,spanker ,,brails4--,the peak brails reeve through single blocks on the gaff1 two on each side1 generally span-blocks1 and then through the throat brail blocks1 as leaders1 to the deck4 ,the throat brails reeve through two triple blocks strapped to eye-bolts under the jaws of the gaff1 one on each side1 through the two other sheaves of which the peak brails lead4 ,each brail is a single rope1 middled at the leech of the sail4 ,,tacks1 ,,sheets1 ,,clewlines1 ,c4--,it is much more convenient to have the tack and sheet blocks of the courses fastened to the clews of the courses by hooks4 ,then they can be unhooked when the sail is furled1 and1 in light weather1 a single rope with a hook1 called a lazy sheet1 can be used1 instead of the heavy tacks and sheets with their blocks4 ,this is also much more convenient in clewing up4 ,the main tack is rove aft through the block in the waterways1 forward through the block on the sail1 and the standing part hooks to the block on deck4 ,the fore tack goes through a block on the bumpkin4 ,the sheets of the courses have the after block hooked to an eye-bolt in the side1 abaft the channels1 and the forward one hooked to the clew of the sail1 the running part reeving through a sheave-hole in the rail4 ,the sheets of all the square sails but the courses run from the clew of the sail1 through sheave-holes in the yard-arms1 through the quarter blocks1 down on deck4 ,the topsail sheets are chain1 are clasped to the clews of the sail1 and are fitted with a gun-tackle purchase at the foot of the mast4 ,the topgallant and royal sheets are single4 ,the topsail and topgallant clewlines reeve through the quarter-blocks4 ,the royal clewlines are single1 and the topsail and topgallant are a gun-tackle purchase4 ,the reef-tackles of the topsails reeve up through blocks on the lower rigging1 or futtock shrouds1 down through the block on the yard1 down the leech of the sail and through the block on the leech1 and are made fast to the yard on their own parts1 with a clinch1 outside of everything4 ,the clew-garnets reeve out through blocks under the quarters of the yard1 then up through blocks at the clew1 and the standing part is made fast to the yard1 to the block1 or to a strap4 ,the buntlines of the courses reeve through double or triple blocks under the forward part of the top1 down forward of the sail1 sometimes through thimbles in the first reef-band1 and are clinched to the foot of the sail4 ,the leechlines reeve through single blocks on the yard1 and are clinched to the leech of the sail4 ,the slabline is a small rope rove through a block under the slings of the yard1 and clinched to the foot of the sail4 ,this is not much used in merchant vessels4 ,the topsail clewlines lead like the clew-garnets of the courses4 ,the topsail buntlines reeve forward through single blocks at the topmast-head1 down through the thimbles of a lizard seized to the tye1 just above the yard1 and are clinched to the foot of the sail4 ,the handiest way of reeving the main bowline is to have a single rope with the standing part hooked near the foremast1 and reeve it out through a heart in the bridle4 ,this will answer for both sides4 ,the fore bowline may be rove through a single block at the heel of the jib-boom and hooked to the bridle4 ,the bowlines to the other sails are toggled to the bridles and lead forward4 ,many vessels now dispense with all the bowlines except to the courses4 ,this saves trouble1 makes a ship look neater1 and1 if the sails are well cut1 they will set taut enough in the leach1 without bowlines4 ,,chapter ,,iv4 ,,to ,,rig ,,masts ,,and ,,yards4 ,rigging the shears4 ,taking in lower masts and bowsprit4 ,to rig a bowsprit4 ,getting the tops over the mast-heads4 ,to send up a top-mast4 ,to get on a top-mast cap4 ,to rig a jib-boom4 ,to cross a lower yard4 ,to cross a topgallant yard4 ,to send up a topgallant mast4 ,long1 short1 and stump topgallant masts4 ,to rig out a flying jib-boom4 ,to cross topgallant and royal yards4 ,skysail yards4 ,,taking ,,in ,,lower ,,masts ,,and ,,bowsprit4--,shore up the beams upon which the heels of the shears will rest1 if necessary1 from the keelson4 ,parbuckle the shears aboard1 with their heads aft4 ,raise their heads upon the taffrail1 cross them1 and pass the shear-lashing4 ,lash the upper block of a three-fold tackle under the cross1 and secure the lower block to the breast-hooks1 or to a toggle in the hawse-hole4 ,you may also reeve and secure1 in the same manner1 a smaller purchase1 which shall work clear of the first4 ,have two forward and two after guys clove-hitched to the shear-head1 with cleats to prevent their slipping4 ,get a girt-line on one shear-head and a small tackle on the other1 to slue and cant the mast4 ,let the fall of the main tackle come through the middle sheave1 to prevent the block's sluing in its strap4 ,reeve large heel tackles to rouse the shears aft with4 ,put long oak plank shoes under the heels2 and1 if it be necessary1 clap a thwart-ship tackle upon the two heels1 or reeve a lashing1 and put a stout plank between them1 and bowse taut2 which will prevent too great a strain coming upon the water-ways4 ,take the main tackle fall to the capstan2 heave round1 haul on the forward guy and after heel tackles1 and raise the shear to an angle of about eighty degrees with the deck1 and so that the main purchase will hang plumb with the partners of the mizzen-mast4 ,lash a garland to the forward part of the mast1 above the centre1 and toggle the purchase to it4 ,heave the mast in over the bulwarks2 fit the trestle-trees and after chock2 reeve girt-lines by which men may be hoisted when the mast is in2 point the mast in1 and lower away4 ,always take in the mizzen-mast first4 ,get in the main and then the foremast in the same manner1 rousing the shears forward1 with their shoes1 by means of the heel tackles4 ,having stepped and secured the foremast1 carry the forward guys aft and rake the shears over the bows2 toggle the lower block of the main tackle to a garland lashed to the upper part of the bowsprit inside of the centre4 ,put on the cap1 and carry tackles or guys from the bowsprit-head to each cat-head1 and clap on a heel tackle or guy4 ,heave the bowsprit1 and direct it by the small tackles and guys4 ,,to ,,rig ,a ,,bowsprit4--,lash collars for the fore stay1 bobstays1 and bowsprit shrouds1 then for the spring stay1 and put on the bees for the topmast stays2 fit the man-ropes1 pass the gammoning1 and set up bobstays and shrouds4 ,,to ,,get ,,the ,,tops ,,over ,,the ,,mast-,,heads4--,place the top on deck abaft the mast2 get a girt-line on each side of the mast-head1 and pass the end of each under the top1 through the holes in the after part2 clinch them to their own parts1 and stop them to the fore part of the top with slip-stops4 ,have a guy to the fore and another to the after part of the top4 ,make the ends of a span fast to the after corners of the top1 and bend a girt-line from the mast-head to the bight of the span1 and stop it to the forward part of the top4 ,sway away on the girt-lines4 ,when the fore part of the top is above the trestle-trees1 cut the span-stops1 and when the after part is above them1 cast off the slip-stops4 ,when the lubber-hole is high enough to clear the mast-head1 haul on the forward guy1 and let the top hang horizontally by the girt-lines4 ,lower away1 place and bolt it4 ,the fore and main tops are sent up from abaft1 and the mizzen from forward4 ,the tops may be got over without the span and girt-line1 by stopping the two girt-lines first rove to the middle as well as to the fore part of the top1 and cutting the upper stops first4 ,,to ,,send ,,up ,a ,,topmast4--,get the topmast alongside1 with its head forward4 ,lash a top-block to the head of the lower-mast2 reeve a mast-rope through it1 from aft forward1 and bring the end down and reeve it through the sheave-hole of the topmast1 hitching it to its own part a little below the topmast-head1 and stopping both parts to the mast1 at intervals4 ,snatch the rope and sway away4 ,as soon as the head is through the lower cap1 cast off the end of the mast-rope1 letting the mast hang by the stops1 and hitch it to the staple in the other end of the cap4 ,cast off the stops and sway away4 ,point the head of the mast between the trestle-trees and through the hole in the lower cap1 the round hole of which must be put over the square hole of the trestle-trees4 ,lash the cap to the mast1 hoist away1 and when high enough1 lower a little and secure the cap to the lower mast-head4 7,this is when it cannot be put on by hand47 ,if the cross-trees are heavy1 they may be placed in the following manner4 ,sway away until the topmast-head is a few feet above the lower cap4 ,send up the cross-trees by girt-lines1 and let the after part rest on the lower cap and the forward part against the topmast4 ,lower away the topmast until the cross-trees fall into their place1 and then hoist until they rest on the shoulders4 ,lash on the bolsters1 get girt-lines on the cross-trees to send up the rigging1 and then put it over the mast-head1 first the shrouds1 then the backstays1 and lastly the head-stays4 ,sway the topmast on end1 fid it1 and set up the rigging4 ,,to ,,get ,,on ,a ,,topmast-,,cap4--,in vessels of the largest class1 it may be necessary to send up the cap in the following manner1 but it can usually be got up by hand4 ,or it may be fitted and the rigging put on over it4 ,send the cap up to the cross-trees by girt-lines1 and place the round hole of the cap over the forward hole of the cross-trees2 send aloft a topgallant studdingsail boom1 and point its upper end through the holes in the cross-trees and cap1 and lash the cap to it4 ,hook a tackle or girt-line to a strap on the lower end of the spar1 and sway away until the cap is over the mast-head4 ,slue the spar so that the cap may come fair1 lower away1 and place the cap upon the mast-head4 ,unlash the spar and send it down4 ,,to ,,rig ,,out ,a ,,jib-,,boom4--,point the outer end through the collars of the stays4 ,reeve the heel-rope through a block at the bowsprit cap1 through the sheave-hole at the heel of the boom1 and secure the end to an eye-bolt in the cap on the opposite side4 ,rig the boom out until the inner sheave-hole is clear of the cap4 ,tar the boom-end1 put on the foot-ropes and guys1 and reeve the jib stay4 ,hoist up the martingale and rig it1 and reeve the martingale stay and gaub-line4 ,rig the boom out to its place1 and set up the jib and martingale stays4 ,,to ,,cross ,a ,,lower ,,yard4--,if the yard is alongside1 reeve the yard rope through the jear block at the mast-head1 make it fast to the slings of the yard1 and stop it out to the yard-arm4 ,sway away1 and cast off the stops as the yard comes over the side1 and get the yard across the bulwarks4 ,lower yards are rigged now with iron trusses and quarter-blocks1 which would be fitted before rigging the yard4 ,seize on the clew-garnet block1 and put the rigging over the yard-arm2 first the straps for the head-earings1 then the foot-ropes1 then the brace blocks or pennants1 and last the eye of the lift4 7,the lifts1 brace pennants1 and foot-ropes are now spliced or hooked into rings with thimbles on an iron band1 round the yard-arm1 next the shoulders4 ,in this way1 there is no rope of any kind round the yard-arm47 ,reeve the lifts and braces1 get two large tackles from the mast-head to the quarters of the yard1 and sway away on them and on the lifts1 bearing off and sluing the yard by means of guys4 ,secure the yard by the iron trusses1 and haul taut lifts and braces4 ,,to ,,cross ,a ,,topsail ,,yard4--,as topsail yards now have chain tyes1 there are no tye-blocks to seize on4 ,the quarter-blocks are first seized on1 and the parral secured at one end1 ready to be passed4 ,a single parral has an eye in each end1 and one end is passed under the yard and over1 and the eye seized to the standing part1 close to the yard4 ,after the yard is crossed1 the other end is passed round the mast1 then round the yard1 and seized in the same manner4 ,to pass a double parral1 proceed in the same manner1 except that the seizings are passed so as to leave the eyes clear and above the standing part1 and then take a short rope with an eye in each end1 pass it round the mast1 and seize the eyes to the eyes of the first long rope4 ,the parral is wormed1 served and leathered4 ,the parral being seized at one end1 put on the head-earing straps1 the foot-ropes1 ,flemish horses1 and brace blocks4 ,bend the yard-rope to the slings1 stop it out to the yard-arm1 and sway away until the yard is up and down2 then put on the upper lift in the top and the lower lift on deck1 and reeve the braces4 ,sway away1 cast off the stops1 and take in upon the lower lift as the yard rises1 till the yard is square2 then haul taut lifts and braces and pass the parral4 ,,to ,,send ,,up ,a ,,topgallant ,,mast4--,most merchantmen carry long topgallant masts4 ,in these1 the topgallant1 royal and skysail masts are all one stick4 ,a short topgallant mast is one which has cross-trees1 and above which a fidded royal-mast may be rigged4 ,a stump topgallant mast has no cross-trees1 or means for setting a mast above it1 and is carried only in bad weather4 ,some short topgallant masts are rigged with a withe on the after part of the mast-head1 through which a sliding-gunter royal-mast is run up1 with its heel resting in a step on the topmast cap4 ,to send up a long topgallant mast1 put the jack over the topmast cap1 with a grommet upon its funnel for the eyes of the rigging to rest upon2 send up the rigging by girtlines1 and put the eyes over the jack1 first the topgallant shrouds1 backstays and stays1 then the royal rigging in the same order1 with a grommet1 then the skysail stay and backstay1 and lastly the truck4 ,reeve a top-rope forward through a block at the topmast-head1 through the hole in the cross-trees2 through the sheave-hole at the foot of the topgallant mast2 carry it up the other side1 and make it fast to its own part at the mast-head2 stop it along the mast1 and bend a guy to the heel4 ,sway away1 and point through the jack2 put on the truck1 and the skysail1 royal and topgallant rigging in their order2 slue the mast so as to bring the sheaves of the tyes fore-and-aft2 cast off the end of the top-rope1 the mast hanging by the stops2 make it fast to an eye-bolt on the starboard side of the cap1 and sway away4 ,when high enough1 fid the mast and set up the rigging4 ,a short topgallant mast is sent up like a topmast1 the cross-trees got over in the same manner2 and the fidded royal-mast is sent up like a long topgallant mast4 ,,to ,,rig ,,out ,a ,,flying ,,jib-,,boom4--,ship the withe on the jib-boom end1 reeve a heel-rope through a block at the jib-boom end1 and bend it to the heel of the flying jib-boom1 and stop it along1 out to the end4 ,haul out on the heel-rope1 point through the withe1 put on the rigging1 in the same order with that of the jib-boom2 reeve the guys1 martingale1 flying jib1 royal and skysail stays2 rig out1 and set up the rigging4 ,the heel of the boom rests against the bowsprit cap1 and is lashed to the jib-boom4 ,the flying jib-boom should be rigged fully out before the fore topgallant mast is swayed on end4 ,,to ,,cross ,a ,,topgallant ,,yard4--,seize on the parral and quarter-blocks2 reeve the yard-rope through the sheave-hole of the topgallant mast1 make it fast to the slings of the yard1 and stop it out to the upper end4 ,sway away1 and when the upper yard-arm has reached the topmast-head1 put on the upper lift and brace2 sway away again1 put on the lower lift and brace1 cast off all the stops1 settle the yard down square by lifts and braces1 and pass the parral lashing4 ,,to ,,cross ,,royal ,,yards4--,the royal yards are crossed in the same manner as the topgallant yards1 except that in most merchantmen they would be sent up by the halyards instead of a yard-rope4 ,if there is not a standing skysail1 the quarter-blocks on the royal yard will be single4 ,,skysail ,,yards4--,if the skysail is a standing sail1 the yard is rigged like the royal yard1 with lifts and braces1 and the sail is fitted with sheets and clewlines2 but if it is a flying skysail1 the yard has neither lifts nor braces1 and the clews of the sail are seized out to the royal yard-arms4 ,there are various ways of rigging a flying skysail1 of which the following is believed to be as convenient as any4 ,let the royal stay go round the mast-head1 with a traveller1 above the yard1 so that the stay may travel up and down the skysail mast4 ,seize a thimble into the stay1 close against the forward part of the grommet2 lead the skysail halyards through the thimble1 and make them fast to the centre of the yard1 which will need no parral1 underneath the royal stay4 ,make fast the ends of two small ropes for downhauls1 to the skysail yard1 about half way out on each yard-arm1 and reeve them through small cleats on the after part of the royal yard1 the same distance out on each yard-arm4 ,these may be spliced into a single rope below the yard1 which will go through a fair-leader in the cross-trees to the deck4 ,by this means the skysail may be taken in or set without the necessity of sending a man aloft4 ,let go the halyards and haul on the downhaul1 and the yard will be brought close down to the royal yard4 ,to hoist it1 let go the downhaul and royal stay1 and haul on the halyards4 ,when the royal is taken in1 haul the skysail yard down with the royal yard1 and furl the sail in with the royal4 ,,chapter ,v4 ,,to ,,send ,,down ,,masts ,,and ,,yards4 ,to send down a royal yard--a topgallant yard--a topgallant mast4 ,to house a topgallant mast4 ,to send down a topmast4 ,to rig in a jib boom4 ,,to ,,send ,,down ,a ,,royal ,,yard4--,if the sail is bent to the yard1 furl it1 making the gaskets fast to the tye4 ,cast off the sheets and clewlines1 and make them fast to the jack4 ,be careful to unreeve the clewlines through the quarter-blocks4 ,cast off the parral-lashing4 ,overhaul the tye a little1 and stop it to the yard1 just outside of the quarter-block4 ,if stopped too far out1 the yard will not hoist high enough to get the lower lift off4 ,sway away on the halyards1 which will cant the yard and hoist it4 ,when high enough1 cast off the lower lift and brace1 7being careful not to let the brace go17 and make them fast to the jack4 ,lower away1 and as the upper yard-arm comes abreast of the jack1 clap a stop round the yard and tye1 near the yard-arm1 and cast off the lift and brace1 making them fast to the jack4 ,lower away to the deck4 ,if the halyards are not single1 the yard must be sent down by a yard-rope1 like the topgallant yard4 ,in some vessels1 instead of making the sheets and clewlines fast to the jack1 overhand knots are taken in their ends1 and they are let go4 ,the sheets will run out to the topgallant yard-arms1 and the clewlines will run to the fair-leaders in the cross-trees4 ,in port1 the main royal yard is sent down on the starboard side1 and the fore and mizzen on the larboard2 but at sea1 the tye is stopped out on the lee side1 and the yard sent down in any way that is the most convenient4 ,,to ,,send ,,down ,a ,,topgallant ,,yard4--,cast off the sheets1 bowlines1 buntlines and clewlines1 and make them fast to the cross-trees4 ,reeve a yard-rope through a jack-block at the mast-head1 unhook the tye1 cast off the parral-lashing1 bend the yard-rope to the slings of the yard by a fisherman's bend1 and stop it to the quarters of the yard4 ,sway away1 and take off the lifts and braces1 as with the royal yard4 ,,to ,,send ,,down ,a ,,topgallant ,,mast4--,hook the top-block to the eye-bolt at the larboard side of the topmast cap2 reeve the mast-rope through it1 then through the sheave-hole in the foot of the topgallant mast1 and hitch its end to the eye-bolt on the starboard side of the cap4 ,come up the rigging1 stays and backstays1 and guy the mast-head by them4 ,hoist a little on the mast-rope1 and take out the fid4 7,the fid should always be fastened to the cross-trees or trestle-trees1 by a lanyard47 ,lower away until the mast is a little short of being through the cap4 ,then seize or rack together both parts of the mast-rope just above the sheave-hole2 cast off the end of the mast-rope1 letting the mast hang by the stops1 and hitch it round the mast-head to its own part1 below the cap4 ,then lower away to the deck4 ,if the rigging is to come on deck1 round up the mast-rope for a girtline2 if it is to remain aloft1 lash it to the topmast cap1 render the shrouds through the cross-trees1 and stop them up and down the topgallant rigging4 ,sheep-shank the stays and backstays1 and set them hand-taut4 ,if the top-mast is also to be sent down1 take off the topmast cap and send it on deck4 ,,to ,,house ,a ,,topgallant ,,mast4--,proceed in the same manner1 except that when the mast is low enough1 belay the mast-rope1 pass a heel-lashing through the fid-hole and round the topmast4 ,,to ,,send ,,down ,a ,,topmast4--,hook the top-block1 reeve the mast-rope through it and through the sheave-hole in the foot of the mast1 and hitch it to the staple at the other side of the cap4 ,lead the fall through a snatch-block1 to the capstan4 ,sling the lower yard1 if it is to remain aloft1 and unshackle the trusses1 if they are of iron4 ,come up the rigging1 stays and backstays1 weigh the mast1 take out the fid1 and lower away4 ,if the rigging is to remain aloft1 lash the cross-trees to the lower cap4 ,the rigging should be stowed away snugly in the top1 and the backstays be snaked up and down the lower rigging4 ,,to ,,rig ,,in ,a ,,jib-,,boom4--,reeve the heel-rope 7if necessary17 come up the stay1 martingale stay and guys2 unreeve the jib-stay1 station hands at each guy1 clear away the heel-lashing1 haul in upon the guys1 and light the boom on board4 ,in most cases the boom will come in without a heel-rope4 ,make fast the eyes of the rigging to the bowsprit cap1 and haul all taut4 ,,chapter ,,vi4 ,,bending ,,and ,,unbending ,,sails4 ,to bend a course4 ,to send up a topsail by the halyards--by the bunt-lines4 ,to bend a topgallant sail--a royal--a jib--a spanker--a spencer4 ,to unbend a course--a topsail--a topgallant sail or royal--a jib4 ,to send down a topsail or course in a gale of wind4 ,to bend a topsail in a gale of wind4 ,to bend one topsail or course1 and send down the other at the same time4 ,,to ,,bend ,a ,,course4--,stretch the sail across the deck1 forward of the mast and under the yard2 being careful to have the after part of the sail aft4 ,seize the clew-garnet blocks to the clews2 also the tack and sheet blocks1 unless they go with hooks or clasps4 ,reeve the buntlines through the thimbles of the first reef-band forward1 if they are made to go so1 and toggle their ends to the foot of the sail1 or carry them through the eyelet-holes and clinch them to their own parts4 ,reeve the clew-garnets and leechlines2 carry the bights of the buntlines under the sail1 and rack them to their own parts2 stop the head of the sail to the buntlines below the rackings2 put robands to each eyelet-hole in the head of the sail2 fasten the head and reef earings to their cringles1 reeving the end of the reef-earings through the head-cringle and taking a bowline with them to their standing parts1 and hitching the head-earings to the buntlines4 ,sway away on the buntlines1 leechlines and clew-garnets2 when the sail is up1 pass the head-earings1 reeving aft through the straps on the yard1 and forward through the head cringle4 ,haul out on the earings1 making the sail square by the glut1 and pass the earings round the yard1 over and under1 through the head-cringle at each turn1 and make the end fast around the first turns4 ,if the sail is new1 ride down the head rope on the yard1 and freshen the earings4 ,make fast the head of the sail to the jack-stay by robands1 and cast the stops off the buntlines4 ,,to ,,bend ,a ,,topsail4--,make fast the head and reef-earings to their cringles1 passing the end of each reef-earing through the cringle above its own and making it fast by a bowline to its own part4 ,put robands to each eyelet-hole in the head4 ,if the sail is to be sent up by the topsail halyards1 lay it on deck abaft the foot of the mast1 make it up with its head and foot together1 having the head and first reef cringles together and out1 and also the bowline cringle and the clews out4 ,bight the sail in three parts on a pair of slings1 having the end of the sail that belongs on the opposite yard-arm on top4 ,have the fly-block of the topsail halyards above the top1 and rack the runner to the topmast backstay or after shroud4 ,hook the lower block to the slings around the sail1 hoist the sail up into the top1 cast off the slings1 unhook the halyards1 and pass the upper end of the sail round forward of the mast1 ready for bending4 7,if the vessel is rolling or pitching1 with a stiff breeze1 the sail may be guyed and steadied as it goes up1 by hooking a snatch-block1 moused1 to the slings around the sail1 passing the hauling part of the halyards through it1 and through another snatch-block on deck47 ,get the clewlines1 buntlines1 sheets1 bowlines1 and reef-tackles ready for bending1 the clove hooks of the sheets being stopped to the topmast rigging4 ,hook or clasp the sheets to the clews1 reeve the clewlines and reef-tackles1 toggle the bowlines1 clinch or toggle the buntlines to the foot of the sail1 and stop the head to the buntlines4 ,hoist on the buntlines and haul out on the reef-tackles1 bringing the sail to the yard1 and then pass the head-earings and make fast the robands as for a course4 ,if the sail is to be sent up by the buntlines1 lay the sail on the deck and forward of the mast1 overhaul the buntlines down forward of the yard1 on each side of the topmast stay and on the same side of the lower stay4 ,clinch the ends to the foot of the sail1 bight them around under the sail and rack the bights to their standing parts1 and stop the head of the sail to the standing parts below the rackings4 ,bend one bowline to the centre of the sail1 to guy it in going aloft4 ,have the earings bent and secured as before described1 and the bights of the head-earings hitched to the buntlines4 ,sway it up to the top1 and haul the ends in on each side of the mast2 reeve the clewlines and reef-tackles1 make fast the bowlines and sheets1 the ends of which1 if chain1 should be racked to the topmast rigging1 ready to be made fast to the clews4 ,the gear being bent1 hoist on the buntlines1 haul out on the reef-tackles1 pass the head-earings1 cut the stops of the buntlines1 and make fast the robands4 ,middle the sail on the yard by the glut1 or by the centre cringle4 ,,to ,,bend ,,topgallant ,,sails ,,and ,,royals4--,these are generally bent to their yards on deck2 the royals always4 ,after being bent to the yard1 they are furled1 with their clews out1 ready for sending aloft4 ,if the topgallant sail is to be bent aloft1 send it up to the topmast cross-trees by the clewlines1 or by the royal halyards2 and there bend on the sheets1 clewlines1 buntlines and bowlines1 and bring the sail to the yard as with a topsail4 ,,to ,,bend ,a ,,jib4--,bend the jib halyards round the body of the sail1 and the downhaul to the tack4 ,haul out on the downhaul1 hoisting and lowering on the halyards4 ,seize the tack to the boom1 the hanks to the luff of the sail1 and the halyards to its head4 ,reeve the downhaul up through the hanks and make it fast to the head of the sail4 ,seize the middle of the sheet-pennant to the clew4 ,in some vessels the hanks are first seized to the sail1 and the jib-stay unrove1 brought in-board1 and passed down through the hanks1 as the sail is sent out1 rove in its place and set up4 ,this is more troublesome1 and wears out the jib-stay4 ,,to ,,bend ,a ,,spanker4--,lower the gaff1 and reeve the throat-rope through the hole in the gaff under the jaws1 and secure it4 ,sometimes the head of the luff fits with a hook4 ,then haul out the head of the sail by the peak-earing1 which is passed like the head-earing of a topsail4 ,when the head-rope is taut1 pass the lacings through the eyelet-holes1 and round the jack-stay4 ,seize the bights of the throat and peak brails to the leech1 at distances from the peak which will admit of the sail's being brailed up taut along the gaff1 and reeve them through their blocks on the gaff1 and at the jaws1 on each side of the sail4 ,the foot brail is seized to the leech just above the clew4 ,seize the luff of the sail to the hoops or hanks around the spanker mast1 beginning with the upper hoop and hoisting the gaff as they are secured4 ,the tack is hooked or seized to the boom or to the mast4 ,hook on the outhaul tackle4 ,this is usually fitted with an eye round the boom1 rove through a single block at the clew1 and then through a sheave-hole in the boom4 ,some spankers are bent with a peak outhaul2 the head traversing on the jack-stay of the gaff4 ,,the ,,fore ,,and ,,main ,,spencers are bent like the spanker1 except that they have no boom1 the clew being hauled aft by a sheet1 which is generally a gun-tackle purchase1 hooked to an eye-bolt in the deck4 ,,to ,,unbend ,a ,,course4--,haul it up1 cast off the robands1 and make the buntlines fast round the sail4 ,ease the earings off together1 and lower away by the buntlines and clew-garnets4 ,at sea1 the lee earing is cast off first1 rousing in the lee body of the sail1 and securing it by the earing to the buntlines4 ,,to ,,unbend ,a ,,topsail4--,clew it up1 cast off the robands1 secure the buntlines round the sail1 unhook the sheets1 and unreeve the clewlines and reef-tackles2 ease off the earings1 and lower by the buntlines4 ,a top gallant sail is unbent in the same manner1 and sent down by the buntlines4 ,a royal is usually sent down with the yard4 ,,to ,,unbend ,a ,,jib4--,haul it down1 cast off the hank seizings and the tack-lashing1 cast off and unreeve the downhaul and make it fast round the sail1 and cast off the sheet-pennant lashings4 ,haul aboard by the downhaul1 hoisting clear by the halyards4 ,the rules above given are for a vessel in port1 with squared yards4 ,if you are at sea and it is blowing fresh1 and the topsail or course is reefed1 to send it down1 you must cast off a few robands and reef-points1 and pass good stops around the sail2 then secure the buntlines also around it1 and cast off all the robands1 reef-points and reef-earings4 ,bend a line to the lee head-earing and let it go1 haul the sail well up to windward1 and make fast the lee earing to the buntlines4 ,get a hauling line to the deck1 forward2 ease off the weather earing1 and lower away4 ,to bend a new topsail in a gale of wind1 it has been found convenient to make the sail up with the reef-bands together1 the points all being out fair1 to pass several good stops round the sail1 and send up as before4 ,this will present less surface to the wind4 ,one course may be sent up as the other goes down1 by unbending the buntlines from the foot of the old sail1 passing them down between the head of the sail and the yard1 bending them to the foot of the new sail1 and making the new sail up to be sent aloft by them1 as before directed4 ,run the new sail up to the yard abaft the old one1 and send the old one down by the leechlines and the head-earings1 bent to the topmast studdingsail halyards1 or some other convenient rope4 ,one topsail may be sent up by the topsail halyards1 got ready for bending1 and brought to the yard1 while the old one is sent down by the buntlines4 ,illustration3 ,,plate ,v4 ,,chapter ,,vii4 ,,work ,,upon ,,rigging4--,,rope1 ,,knots1 ,,splices1 ,,bends ,,and ,,hitches4 ,kinds of rope4 ,spunyarn4 ,worming4 ,parcelling4 ,service4 ,short splice4 ,long splice4 ,eye splice4 ,flemish eye4 ,spindle eye4 ,cut splice4 ,grommet4 ,single and double wall4 ,matthew ,walker4 ,single and double diamond4 ,spritsail sheet knot4 ,stopper knot4 ,shroud knot4 ,french shroud knot4 ,buoy-rope knot4 ,half-hitches4 ,clove hitch4 ,overhand knot4 ,figure-of-eight4 ,bowline4 ,running bowline4 ,bowline-upon-a-bight4 ,square knot4 ,timber hitch4 ,rolling hitch4 ,blackwall hitch4 ,cat's paw4 ,sheet bend4 ,fisherman's bend4 ,carrick bend4 ,bowline bend4 ,sheep-shank4 ,selvagee4 ,marlin-spike hitch4 ,round seizing4 ,throat seizing4 ,stopping4 ,nippering4 ,racking4 ,pointing4 ,snaking4 ,grafting4 ,foxes4 ,spanish foxes4 ,gaskets4 ,sennit4 ,to bend a buoy-rope4 ,to pass a shear-lashing4 ,those ropes in a ship which are stationary are called standing rigging1 as shrouds1 stays1 backstays1 c4 ,those which reeve through blocks or sheave-holes1 and are hauled and let go1 are called the running rigging1 as braces1 halyards1 buntlines1 clewlines1 c4 ,a rope is composed of threads of hemp1 or other stuff4 ,these threads are called yarns4 ,a number of these yarns twisted together form a strand1 and three or more strands twisted together form the rope4 ,the ropes in ordinary use on board a vessel are composed of three strands1 laid ,,right ,,handed1 7#a47 or1 as it is called1 with the sun4 ,occasionally a piece of large rope will be found laid up in four strands1 also with the sun4 ,this is generally used for standing rigging1 tacks1 sheets1 c41 and is sometimes called shroud-laid4 ,a ,,cable-,,laid ,,rope 7#b47 is composed of nine strands1 and is made by first laying them into three ropes of three strands each1 with the sun1 and then laying the three ropes up together into one1 left-handed1 or against the sun4 ,thus1 cable-laid rope is like three small common ropes laid up into one large one4 ,formerly1 the ordinary three-stranded right-hand rope was called hawser-laid1 and the latter cable-laid1 and they will be found so distinguished in the books2 but among sea-faring men now1 the terms hawser-laid and cable-laid are applied indiscriminately to nine-strand rope1 and the three stranded1 being the usual and ordinary kind of rope1 has no particular name1 or is called right-hand rope4 ,right-hand rope must be coiled with the sun1 and cable-laid rope against the sun4 ,,spunyarn is made by twisting together two or more yarns taken from old standing rigging1 and is called two-yarn or three-yarn spunyarn1 according to the number of yarns of which it is composed4 ,junk1 or old rigging1 is first unlaid into strands1 and then into yarns1 and the best of these yarns made up into spunyarn1 which is used for worming1 serving1 seizing1 c4 ,every merchant vessel carries a spunyarn-winch1 for the manufacturing of this stuff1 and in making it1 the wheel is turned against the sun1 which lays the stuff up with the sun4 ,,worming a rope1 is filling up the divisions between the strands1 by passing spunyarn along them1 to render the surface smooth for parcelling and serving4 ,,parcelling a rope is wrapping narrow strips of canvass about it1 well tarred1 in order to secure it from being injured by rain-water lodging between the parts of the service when worn4 ,the parcelling is put on with the lay of the rope4 ,,service is the laying on of spunyarn1 or other small stuff1 in turns round the rope1 close together1 and hove taut by the use of a serving-board for small rope1 and serving-mallet for large rope4 ,small ropes are sometimes served without being wormed1 as the crevices between the strands are not large enough to make the surface very uneven2 but a large rope is always wormed and parcelled before being served4 ,the service is put on against the lay of the rope4 ,,splicing1 is putting the ends of ropes together by opening the strands and placing them into one another1 or by putting the strands of the ends of a rope between those of the bight4 ,a ,,short ,,splice4 7#c47 ,unlay the strands for a convenient length2 then take an end in each hand1 place them one within the other1 and draw them close4 ,hold the end of one rope and the three strands which come from the opposite rope fast in the left hand1 or1 if the rope be large1 stop them down to it with a rope-yarn4 ,take the middle strand1 which is free1 pass it over the strand which is first next to it1 and through under the second1 and out between the second and third from it1 and haul it taut4 ,pass each of the six strands in the same manner2 first those on one side1 and then those on the other4 ,the same operation may be repeated with each strand1 passing each over the third from it1 and under the fourth1 and through2 or1 as is more usual1 after the ends have been stuck once1 untwist each strand1 divide the yarns1 pass one half as above described1 and cut off the other half4 ,this tapers the splice4 ,a ,,long ,,splice4 7#d47 ,unlay the ends of two ropes to a distance three or four times greater than for a short splice1 and place them within one another as for a short splice4 ,unlay one strand for a considerable distance1 and fill up the interval which it leaves with the opposite strand from the other rope1 and twist the ends of these two together4 ,then do the same with two more strands4 ,the two remaining strands are twisted together in the place where they were first crossed4 ,open the two last named strands1 divide in two1 take an overhand knot with the opposite halves1 and lead the ends over the next strand and through the second1 as the whole strands were passed for the short splice4 ,cut off the other two halves4 ,do the same with the others that are placed together1 dividing1 knotting1 and passing them in the same manner4 ,before cutting off any of the half strands1 the rope should be got well upon a stretch4 ,sometimes the whole strands are knotted then divided1 and the half strands passed as above described4 ,,an ,,eye ,,splice4 7#e47 ,unlay the end of a rope for a short distance1 and lay the three strands upon the standing part1 so as to form an eye4 ,put one end through the strand next to it4 ,put the next end over that strand and through the second2 and put the remaining end through the third strand1 on the other side of the rope4 ,taper them1 as in the short splice1 by dividing the strands and sticking them again4 ,a ,,flemish ,,eye4 7#f47 ,take the end of a rope and unlay one strand4 ,form an eye by placing the two remaining ends against the standing part4 ,pass the strand which has been unlaid over the end and in the intervals round the eye1 until it returns down the standing part1 and lies under the eye with the strands4 ,the ends are then scraped down1 tapered1 marled1 and served over with spunyarn4 ,,an ,,artificial ,,or ,,spindle ,,eye4--,unlay the end of a rope and open the strands1 separating each rope yarn4 ,take a piece of wood1 the size of the intended eye1 and hitch the yarns round it4 ,scrape them down1 marl1 parcel1 and serve them4 ,this is now usually called a ,,flemish ,,eye4 ,a ,,cut ,,splice4 7#g47 ,cut a rope in two1 unlay each end as for a short splice1 and place the ends of each rope against the standing part of the other1 forming an oblong eye1 of the size you wish4 ,then pass the ends through the strands of the standing parts1 as for a short splice4 ,a ,,grommet4 7#h47 ,take a strand just unlaid from a rope1 with all its turns in it1 and form a ring of the size you wish1 by putting the end over the standing part4 ,then take the long end and carry it twice round the ring1 in the crevices1 following the lay1 until the ring is complete4 ,then take an overhand knot with the two ends1 divide the yarns1 and stick them as in a long splice4 ,a ,,single ,,wall ,,knot4 7#i47 ,unlay the end of a rope4 ,form a bight with one strand1 holding its end down to the standing part in your left hand4 ,pass the end of the next strand round this strand4 ,pass the remaining strand round the end of the second strand1 and up through the bight which was made by the first strand4 ,haul the ends taut carefully1 one by one4 ,a ,,single ,,wall1 ,,crowned4 7#aj47 ,make the single wall as before1 and lay one end over the top of the knot4 ,lay the second end over the first1 and the third over the second and through the bight of the first4 ,a ,,double ,,wall4 7#aa47 ,make the single wall slack1 and crown it1 as above4 ,then take one end1 bring it underneath the part of the first walling next to it1 and push it up through the same bight4 ,do the same with the other strands1 pushing them up through two bights4 ,thus made1 it has a double wall and a single crown4 ,a ,,double ,,wall1 ,,double ,,crowned4 7#ab47 ,make the double wall1 single crowned1 as above4 ,then lay the strands by the sides of those in the single crown1 pushing them through the same bight in the single crown1 and down through the double walling4 ,this is sometimes called a ,,tack ,,knot1 or a ,,topsail ,,sheet ,,knot4 ,a ,,matthew ,,walker ,,knot4 7#ac47 ,unlay the end of a rope4 ,take one strand round the rope and through its own bight2 then the next strand underneath1 through the bight of the first1 and through its own bight2 and the third strand underneath1 through both the other bights1 and through its own bight4 ,a ,,single ,,diamond ,,knot4 7#ad47 ,unlay the end of a rope for a considerable distance1 and with the strands form three bights down the side of the rope1 holding them fast with the left hand4 ,take the end of one strand and pass it with the lay of the rope over the strand next to it1 and up through the bight of the third4 ,take the end of the second strand over the third and up through the bight of the first4 ,take the end of the third strand over the first and up through the bight of the second4 ,haul taut1 and lay the ends up together4 ,a ,,double ,,diamond ,,knot4 7#ae47 ,make a single diamond1 as above1 without laying the ends up4 ,follow the lead of the single knot through two single bights1 the ends coming out at the top of the knot4 ,lead the last strand through two double bights4 ,haul taut1 and lay the ends up4 ,a ,,spritsail ,,sheet ,,knot4 7#af47 ,unlay two ends of a rope1 and place the two parts together4 ,make a bight with one strand4 ,wall the six strands together1 like a single walling made with three strands2 putting the second over the first1 and the third over the second1 and so on1 the sixth being passed over the fifth and through the bight of the first4 ,then haul taut4 ,it may be crowned by taking two strands and laying them over the top of the knot1 and passing the other strands alternately over and under those two1 hauling them taut4 ,it may be double walled by next passing the strands under the wallings on the left of them1 and through the small bights1 when the ends will come up for the second crowning2 which is done by following the lead of the single crowning1 and pushing the ends through the single walling1 as with three strands1 before described4 ,this is often used for a stopper knot4 ,a ,,stopper ,,knot4--,single wall and double wall1 without crowning1 and stop the ends together4 ,a ,,shroud ,,knot4--,unlay the ends of two ropes1 and place the strands in one another1 as for a short splice4 ,single wall the strands of one rope round the standing part of the other1 against the lay4 ,open the ends1 taper1 marl1 and serve them4 ,a ,,french ,,shroud ,,knot4--,place the ends of two ropes as before4 ,lay the ends of one rope back upon their own part1 and single wall the other three strands round the bights of the first three and the standing part4 ,taper the ends1 as before4 ,a ,,buoy-,,rope ,,knot4--,unlay the strands of a cable-laid rope1 and also the small strands of each large strand4 ,lay the large ones again as before1 leaving the small ones out4 ,single and double wall the small strands 7as for a stopper knot7 round the rope1 worm them along the divisions1 and stop their ends with spunyarn4 ,a ,,turks-,,head4 7#ag47 ,this is worked upon a rope with a piece of small line4 ,take a clove-hitch slack with the line round the rope4 ,then take one of the bights formed by the clove-hitch and put it over the other4 ,pass the end under1 and up through the bight which is underneath4 ,then cross the bights again1 and put the end round again1 under1 and up through the bight which is underneath4 ,after this1 follow the lead1 and it will make a turban1 of three parts to each cross4 ,,two ,,half-,,hitches4 7#ah47 ,pass the end of a rope round the standing part and bring it up through the bight4 ,this is a half-hitch4 ,take it round again in the same manner for two half-hitches4 ,a ,,clove-,,hitch 7#ai47 is made by passing the end of a rope round a spar1 over1 and bringing it under and round behind its standing part1 over the spar again1 and up through its own part4 ,it may then1 if necessary1 be stopped or hitched to its own part3 the only difference between two half-hitches and a clove-hitch being that one is hitched round its own standing part1 and the other is hitched round a spar or another rope4 ,,an ,,overhand ,,knot4 7#bj47 ,pass the end of a rope over the standing part1 and through the bight4 ,a ,,figure-,,of-,,eight4 7#ba47 ,pass the end of a rope over and round the standing part1 up over its own part1 and down through the bight4 ,a ,,bowline ,,knot4 7#bb47 ,take the end of a rope in your right hand1 and the standing part in your left4 ,lay the end over the standing part1 and with the left hand make a bight of the standing part over it4 ,take the end under the lower standing part1 up over the cross1 and down through the bight4 ,a ,,running ,,bowline4--,take the end round the standing part1 and make a bowline upon its own part4 ,a ,,bowline ,,upon ,a ,,bight4 7#bc47 ,middle a rope1 taking the two ends in your left hand1 and the bight in your right4 ,lay the bight over the ends1 and proceed as in making a bowline1 making a small bight with your left hand of the ends1 which are kept together1 over the bight which you hold in your right hand4 ,pass the bight in your right hand round under the ends and up over the cross4 ,so far1 it is like a common bowline1 only made with double rope instead of single4 ,then open the bight in your right hand and carry it over the large bights1 letting them go through it1 and bring it up to the cross and haul taut4 ,a ,,square ,,knot4 7#bd47 ,take an overhand knot round a spar4 ,take an end in each hand and cross them on the same side of the standing part upon which they came up4 ,pass one end round the other1 and bring it up through the bight4 ,this is sometimes called a ,,reef-,,knot4 ,if the ends are crossed the wrong way1 sailors call it a ,,granny-,,knot4 ,a ,,timber ,,hitch4 7#be47 ,take the end of a rope round a spar1 lead it under and over the standing part1 and pass two or more round-turns round its own part4 ,a ,,rolling ,,hitch4--,pass the end of a rope round a spar4 ,take it round a second time1 nearer to the standing part4 ,then carry it across the standing part1 over and round the spar1 and up through the bight4 ,a strap or a tail-block is fastened to a rope by this hitch4 ,a bend1 sometimes called a rolling hitch1 is made by two round-turns round a spar and two half-hitches round the standing part2 but the name is commonly applied to the former hitch4 ,a ,,blackwall ,,hitch4 7#bf47 ,form a bight by putting the end of a rope across and under the standing part4 ,put the bight over the hook of a tackle1 letting the hook go through it1 the centre of the bight resting against the back of the hook1 and the end jammed in the bight of the hook1 by the standing part of the rope4 ,a ,,cat',s ,,paw4 7#bg47 ,make a large bight in a rope1 and spread it open1 putting one hand at one part of the bight and the other at the other1 and letting the standing part and end come together4 ,turn the bight over from you1 three times1 and a small bight will be formed in each hand4 ,bring the two small bights together1 and put the hook of a tackle through them both4 ,a ,,sheet ,,bend4 7#bh47 ,pass the end of a rope up through the bight of another1 round both parts of the other1 and under its own part4 ,a ,,fisherman',s ,,bend4 7#bi47 ,used for bending studdingsail halyards to the yard4 ,take two turns round the yard with the end4 ,hitch it round the standing part and both the turns4 ,then hitch it round the standing part alone4 ,a ,,carrick ,,bend4 7#cj47 ,form a bight by putting the end of a rope over its standing part4 ,take the end of a second rope and pass it under the standing part of the first1 over the end1 and up through the bight1 over its own standing part1 and down through the bight again4 ,a ,,bowline ,,bend4--,this is the most usual mode of bending warps1 and other long ropes or cables1 together4 ,take a bowline in the end of one rope1 pass the end of the other through the bight1 and take a bowline with it upon its own standing part4 ,long lines are sometimes bent together with half-hitches on their own standing parts1 instead of bowlines1 and the ends seized strongly down4 ,a ,,sheep-,,shank4 7#ca47 ,make two long bights in a rope1 which shall overlay one another4 ,take a half-hitch over the end of each bight with the standing part which is next to it4 ,a ,,selvagee4--,lay rope yarns round and round in a bight1 and marl them down with spunyarn4 ,these are used for neat block-straps1 and as straps to go round a spar for a tackle to hook into1 for hoisting4 ,a ,,marlinspike ,,hitch--,lay the marlinspike upon the seizing-stuff1 and bring the end over the standing part so as to form a bight4 ,lay this bight back over the standing part1 putting the marlinspike down through the bight1 under the standing part1 and up through the bight again4 ,,to ,,pass ,a ,,round ,,seizing4--,splice a small eye in the end of the stuff1 take the other end round both parts of the rope1 and reeve it through the eye4 ,pass a couple of turns1 then take a marlinspike-hitch1 and heave them taut4 ,pass six1 eight or ten turns in the same manner1 and heave them taut4 ,put the end through under these turns and bring it out between the two last turns1 or through the eye1 and pass five1 seven or nine turns 7one less than the lower ones7 directly over these1 as riders4 ,the riders are not hove so taut4 ,pass the end up through the seizings1 and take two cross turns round the whole seizing between the two1 passing the end through the last turn1 and heaving taut4 ,if the seizing is small cordage1 take a wall-knot in the end2 if spunyarn1 an overhand knot4 ,the cross turns are given up now in nearly all vessels4 ,after the riding turns are passed1 the end is carried under the turns1 brought out at the other end1 and made fast snugly to the standing part of the rigging4 ,a ,,throat ,,seizing1 where rigging is turned in1 is passed and made fast like the preceding1 there being no cross turns4 ,a neat way to pass a throat seizing is to pass the turns rather slack1 put a strap upon the end of the rigging1 take a handspike or heaver to it and bear it down1 driving home the seizing with a mallet and small fid4 ,,stopping1 is fastening two parts of a rope together as for a round seizing1 without a crossing4 ,,nippering1 is fastening them by taking turns crosswise between the parts1 to jam them2 and sometimes with a round turn before each cross4 ,these are called racking turns4 ,pass riders over these and fasten the end4 ,,pointing4--,unlay the end of a rope and stop it4 ,take out as many yarns as are necessary1 and split each yarn in two1 and take two parts of different yarns and twist them up taut into nettles4 ,the rest of the yarns are combed down with a knife4 ,lay half the nettles down upon the scraped part1 the rest back upon the rope1 and pass three turns of twine taut round the part where the nettles separate1 and hitch the twine1 which is called the warp4 ,lay the nettles backwards and forwards as before1 passing the warp1 each time4 ,the ends may be whipped and snaked with twine1 or the nettles hitched over the warp and hauled taut4 ,the upper seizing must be snaked4 ,if the upper part is too weak for pointing1 put in a piece of stick4 ,,snaking a seizing1 is done by taking the end under and over the outer turns of the seizing alternately1 passing over the whole4 ,there should be a marline-hitch at each turn4 ,,grafting4--,unlay the ends of two ropes and put them together as for a short splice4 ,make nettles of the strands as before4 ,pass the warp and nettles belonging to the lower strands along the rope1 as in pointing2 then the nettles of the upper strands in the same manner4 ,snake the seizing at each end4 ,,foxes are made by twisting together three or more rope-yarns by hand1 and rubbing them hard with tarred canvass4 ,spanish foxes are made of one rope-yarn1 by unlaying it and laying it up the other way4 ,,gaskets4--,take three or four foxes1 middle them1 and plait them together into sennit4 ,this is done by bringing the two outside foxes alternately over to the middle4 ,the outside ones are laid with the right hand1 and the remainder are held and steadied with the left4 ,having plaited enough for an eye1 bring all the parts together1 and work them all into one piece1 in the same manner4 ,take out foxes at proper intervals4 ,when finished1 one end must be laid up1 the other plaited1 and the first hauled through4 ,the name sennit is generally given to rope yarns plaited in the same manner with these foxes4 ,sennit made in this way must have an odd number of parts4 ,,french ,,sennit is made with an even number1 taken over and under every other time4 ,,to ,,bend ,a ,,buoy-,,rope4 ,reeve the end through the eye in the other end1 put it over one arm of the anchor1 and haul taut4 ,take a hitch over the other arm4 ,or1 take a clove-hitch over the crown1 stopping the end to its own part1 or to the shank4 ,,to ,,pass ,a ,,shear-,,lashing4--,middle the lashing and take a good turn round both legs1 at the cross4 ,pass one end up and the other down1 around and over the cross1 until half of the lashing is expended4 ,then ride both ends back again on their own parts and knot them in the middle4 ,frap the first and riding turns together on each side with sennit4 ,,chapter ,,viii4 ,,blocks ,,and ,,purchases4 ,parts of a block4 ,made and morticed blocks4 ,bull's-eye4 ,dead-eye4 ,sister-block4 ,snatch-block4 ,tail-block4 ,whip4 ,gun-tackle4 ,luff-tackle4 ,whip-upon-whip4 ,luff-upon-luff4 ,watch or tail-tackle4 ,runner-tackle4 ,blocks are of two kinds1 made and morticed4 ,a made block consists of four parts1--the shell1 or outside2 the sheave1 or wheel on which the rope turns2 the pin1 or axle on which the wheel turns2 and the strap1 either of rope or iron1 which encircles the whole1 and keeps it in its place4 ,the sheave is generally strengthened by letting in a piece of iron or brass at the centre1 called a bush4 ,a ,,morticed ,,block is made of a single block of wood1 morticed out to receive a sheave4 ,all blocks are single1 double1 or three-fold1 according to the number of sheaves in them4 ,there are some blocks that have no sheaves2 as follows3 a bull's-eye1 which is a wooden thimble without a sheave1 having a hole through the centre and a groove round it2 and a dead-eye1 which is a solid block of wood made in a circular form1 with a groove round it1 and three holes bored through it1 for the lanyards to reeve through4 ,a ,,sister-,,block is formed of one solid piece of wood1 with two sheaves1 one above the other1 and between the sheaves a score for the middle seizing4 ,these are oftener without sheaves than with4 ,,snatch-,,blocks are single blocks1 with a notch cut in one cheek1 just below the sheave1 so as to receive the bight of a fall1 without the trouble of reeving and unreeving the whole4 ,they are generally iron-bound1 and have a hook at one end4 ,a ,,tail-,,block is a single block1 strapped with an eye-splice1 and having a long end left1 by which to make the block fast temporarily to the rigging4 ,this tail is usually selvageed1 or else the strands are opened and laid up into sennit1 as for a gasket4 ,a ,,tackle is a purchase formed by reeving a rope through two or more blocks1 for the purpose of hoisting4 ,a ,,whip is the smallest purchase1 and is made by a rope rove through one single block4 ,a ,,gun-,,tackle ,,purchase is a rope rove through two single blocks and made fast to the strap of the upper block4 ,the parts of all tackles between the fasts and a sheave1 are called the standing parts2 the parts between sheaves are called running parts2 and the part upon which you take hold in hoisting is called the fall4 ,a ,,whip-,,upon-,,whip is where the block of one whip is made fast to the fall of another4 ,a ,,luff-,,tackle ,,purchase is a single and a double block2 the end of the rope being fast to the upper part of the single block1 and the fall coming from the double block4 ,a luff-tackle upon the fall of another luff-tackle is called luff-upon-luff4 ,a ,,watch-,,tackle or ,,tail-,,tackle is a luff-tackle purchase1 with a hook in the end of the single block1 and a tail to the upper end of the double block4 ,one of these purchases1 with a short fall1 is kept on deck1 at hand1 in merchant vessels1 and is used to clap upon standing and running rigging1 and to get a strain upon ropes4 ,a ,,runner-,,tackle is a luff applied to a runner1 which is a single rope rove through a single block1 hooked to a thimble in the eye of a pennant4 ,a ,,single ,,burton is composed of two single blocks1 with a hook in the bight of the running part4 ,reeve the end of your rope through the upper block1 and make it fast to the strap of the fly-block4 ,then make fast your hook to the bight of the rope1 and reeve the other end through the fly-block for a fall4 ,the hook is made fast by passing the bight of the rope through the eye of the hook and over the whole4 ,,chapter ,,ix4 ,,making ,,and ,,taking ,,in ,,sail4 ,to loose a sail4 ,to set a course--,topsail--,topgallant sail--,royal--,skysail--,jib--,spanker-- ,spencer4 ,to take in a course--,topsail--,topgallant sail or royal--,skysail--,jib--,spanker4 ,to furl a royal--,topgallant sail--,topsail--,course--,jib4 ,to stow a jib in cloth4 ,to reef a topsail--,course4 ,to turn out reefs4 ,to set a topgallant studdingsail4 ,to take in do4 ,to set a topmast studdingsail4 ,to take in do4 ,to set a lower studdingsail4 ,to take in do4 ,,to ,,loose ,a ,,sail4--,lay out to the yard-arms and cast off the gaskets1 beginning at the outermost and coming in4#b ,when the gaskets are cast off from both yard-arms1 then let go the bunt gasket1 7and jigger1 if there be one17 and overhaul the buntlines and leechlines4 ,in loosing a topsail in a gale of wind1 it is better to cast off the quarter-gaskets1 7except the one which confines the clew17 before those at the yard-arms4 ,royals and topgallant sails generally have one long gasket to each yard-arm2 in which case it is not necessary to go out upon the yard1 but the gaskets1 after being cast off1 should be fastened to the tye by a bowline4 #b ,if only one yard-arm is loosed at a time1 let the lee one be loosed first4 ,,to ,,set ,a ,,course4--,loose the sail and overhaul the buntlines and leechlines4 ,let go the clew-garnets and overhaul them1 and haul down on the sheets and tacks4 ,if the ship is close-hauled1 ease off the lee brace1 slack the weather lift and clew-garnet1 and get the tack well down to the water-ways4 ,if it is blowing fresh and the ship light-handed1 take it to the windlass4 ,when the tack is well down1 sharpen the yard up again by the brace1 top it well up by the lift1 reeve and haul out the bowline1 and haul the sheet aft4 ,if the wind is quartering1 the mainsail is carried with the weather clew hauled up and the sheet taken aft4 ,with yards squared1 the mainsail is never carried1 but the foresail may be to advantage1 especially if the swinging booms are out2 in which case the heavy tack and sheet-blocks may be unhooked1 and the lazy sheets hooked on and rove through a single tail-block1 made fast out on the boom4 ,this serves to extend the clews1 and is called a pazaree to the foresail4 ,,to ,,set ,a ,,topsail4--,loose the sail1 and keep one hand in the top to overhaul the rigging4 ,overhaul well the buntlines1 clewlines1 and reef-tackles1 let go the topgallant sheets and topsail braces1 and haul home on the sheets4 ,merchant vessels usually hoist a little on the halyards1 so as to clear the sail from the top1 then belay them and get the lee sheet chock home2 then haul home the weather sheet1 shivering the sail by the braces to help it home1 and hoist on the halyards until the leeches are well taut1 taking a turn with the braces1 if the wind is fresh1 and slacking them as the yard goes up4 ,after the sail is set1 it is sometimes necessary to get the sheets closer home4 ,slack the halyards1 lee brace1 and weather bowline1 clap the watch-tackle upon the lee sheet first1 and then the weather one1 shivering the sail by the braces if necessary4 ,overhaul the clewlines and reef-tackles1 slack the topgallant sheets1 and hoist the sail up1 taut leech1 by the halyards4 ,,to ,,set ,a ,,topgallant ,,sail ,,or ,,royal4--,haul home the lee sheet1 having one hand aloft to overhaul the clewlines1 then the weather sheet1 and hoist up1 taut leech1 by the halyards4 ,while hauling the sheets home1 if on the wind1 brace up a little to shake the sail1 take a turn with the weather brace1 and let go the lee one2 if before the wind1 let go both braces2 and if the wind is quartering1 the lee one4 ,,to ,,set ,a ,,flying ,,skysail4--,if bent in the manner described in this book1 let go the brails and royal stay1 and hoist on the halyards4 ,,to ,,set ,a ,,jib1 ,,flying-,,jib1 ,,or ,,fore ,,topmast ,,staysail4--,cast off the gasket1 hoist on the halyards1 and trim down the sheet4 ,,to ,,set ,a ,,spanker4--,hoist on the topping-lifts1 make fast the weather one1 and overhaul the lee one4 ,let go the brails1 and haul out on the outhaul4 ,be careful not to let the throat brail go before the head and foot4 ,trim the boom by the sheets and guys1 and the gaff by the vangs4 ,,to ,,set ,a ,,spencer4--,take the sheet to the deck on the lee side of the stay1 let go the brails1 haul on the sheet1 and trim the gaff by the vangs4 ,,to ,,take ,,in ,a ,,course4--,if the wind is light and there are hands enough1 let go the tack1 sheet1 and bowline1 and haul up on the clew-garnets1 buntlines1 and leechlines1 being careful not to haul the buntlines taut until the clews are well up4 ,if light-handed1 or the wind fresh1 let go the bowline and ease off the tack1 7being careful to let the bowline go before the tack17 and haul up the weather clew4 ,then ease off the sheet and haul up on the lee clew-garnet1 and the buntlines and leechlines4 ,,to ,,take ,,in ,a ,,topsail4--,the usual mode of taking in a topsail when coming to anchor in light winds1 is to lower away on the halyards and haul down on the clewlines and reef-tackles1 7if the latter run in the way described in this book17 until the yard is down by the lifts1 rounding in on the weather brace1 and hauling taut to leeward1 when the yard is square4 ,then let go the sheets and haul up on the clewlines and buntlines4 ,a better way is to start the sheets1 clew about one third up1 then let go the halyards and take the slack in4 ,if the wind is fresh1 and the yard braced up1 lower away handsomely on the halyards1 get the yard down by the clewlines and reef-tackles1 rounding in on the weather brace1 and steadying the yard by both braces4 ,then let go the weather sheet and haul up to windward first4 ,the weather clew being up1 let go the lee sheet and haul up by the clewline and buntlines1 keeping the clew in advance of the body of the sail4 ,sometimes1 if the weather brace cannot be well rounded in1 as if a ship is weak-handed1 the sail may be clewed up to leeward a little1 first4 ,in which case1 ease off the lee sheet1 and haul up on the clewline2 ease off the lee brace and round the yard in2 and when the lee clew is about half up1 ease off the weather sheet and haul the weather clew chock up4 ,haul the buntlines up after the weather clew1 and steady the yard by the braces4 ,there is danger in clewing up to leeward first that the sail may be shaken and jerked so as to split1 before the weather clew is up2 whereas1 if clewed up to windward first1 the lee clew will keep full1 until the lee sheet is started4 ,when coming to anchor1 it is the best plan to haul the clews about half up before the halyards are let go4 ,in taking in a close-reefed topsail in a gale of wind1 the most general practice is to clew up to windward1 keeping the sail full2 then lower away the halyards1 and ease off the lee sheet2 clew the yard down1 and haul up briskly on the lee clewline and the buntlines1 bracing to the wind the moment the lee sheet is started4 ,,to ,,take ,,in ,a ,,topgallant ,,sail ,,or ,,royal4--,if the wind is light1 and from aft or quartering1 let go the halyards and clew down1 squaring the yard by the braces4 ,then start the sheets and clew up1 and haul up the buntlines4 ,if the yard is braced up1 the old style was to let go the halyards1 clew down and round in on the weather brace2 clewing up to windward first1 then start the lee clew1 and haul up the lee clewline and the buntlines4 ,but the practice now is to clew up to leeward first1 which prevents the slack of the sail getting too much over to leeward1 or foul of the clewline block under the yard1 as it is apt to1 if the weather clew is hauled up first4 ,if the wind is very fresh1 and the vessel close-hauled1 a good practice is to let go the lee sheet and halyards1 and clew down1 rounding in at the same time on the weather brace4 ,then start the weather sheet1 and haul the weather clew chock up4 ,haul up the buntlines and steady the yard by the braces4 ,,to ,,take ,,in ,a ,,skysail4--,if bent in the way described in this book1 which is believed to be the most convenient1 let go the halyards1 haul down on the brails1 and haul taut the royal stay4 ,,to ,,take ,,in ,a ,,jib4--,let go the halyards1 haul on the downhaul1 easing off the sheet as the halyards are let go4 ,,to ,,take ,,in ,a ,,spanker4--,ease off the outhaul1 and haul well up on the lee brails1 taking in the slack of the weather ones4 ,mind particularly the lee throat-brail4 ,haul the boom amidships and steady it by the guys1 lower the topping lifts1 and square the gaff by the vangs4 ,,to ,,furl ,a ,,royal4--,this sail is usually furled by one person1 and is that upon which green hands are practised4 ,for the benefit of beginners1 ,i will give particular directions4 ,when you have got aloft to the topgallant mast-head1 see1 in the first place1 that the yard is well down by the lifts1 and steadied by the braces2 then see that both clews are hauled chock up to the blocks1 and if they are not1 call out to the officer of the deck1 and have it done4 ,then see your yard-arm gaskets clear4 ,the best way is to cast them off from the tye1 and lay them across1 between the tye and the mast4 ,this done1 stretch out on the weather yard-arm1 get hold of the weather leech1 and bring it in to the slings taut along the yard4 ,hold the clew up with one hand1 and with the other haul all the sail through the clew1 letting it fall in the bunt4 ,bring the weather clew a little over abaft the yard1 and put your knee upon it4 ,then stretch out to leeward and bring in the lee leech in the same manner1 hauling all the sail through the clew1 and putting the clew upon the yard in the same way1 and holding it there by your other knee4 ,then prepare to make up your bunt4 ,first get hold of the foot-rope and lay it on the yard and abaft2 then take up the body of the sail1 and lay it on the yard1 seeing that it is all fairly through the clews4 ,having got all the sail upon the yard1 make a skin of the upper part of the body of the sail1 large enough to come well down abaft and cover the whole bunt when the sail is furled4 ,lift the skin up1 and put into the bunt the slack of the clews 7not too taut17 the leech and foot-rope1 and the body of the sail2 being careful not to let it get forward under the yard or hang down abaft4 ,then haul your bunt well upon the yard1 smoothing the skin1 and bringing it down well abaft1 and make fast the bunt-gasket round the mast1 and the jigger1 if there be one1 to the tye4 ,the glut will always come in the middle of the bunt1 if it is properly made up4 ,now take your weather yard-arm gasket and pass it round the yard1 three or four times1 haul taut1 and make it fast to the mast2 then the lee one in the same manner4 ,never make a long gasket fast to its own part round the yard1 for it may work loose and slip out to the yard-arm4 ,always pass a gasket over the yard and down abaft1 which will help to bring the sail upon the yard4 ,a ,,topgallant ,,sail is furled in the same manner1 except that it usually requires two men1 in a large vessel2 in which case1 each man takes a yard-arm1 and they make the bunt up together4 ,if there are buntlines and a jigger1 the bunt may be triced well up1 by bending the jigger to the bight of a buntline1 and having it hauled taut on deck4 ,,to ,,furl ,a ,,topsail ,,or ,,course4--,the sail being hauled up1 lay out on the yard1 the two most experienced men standing in the slings1 one on each side of the mast1 to make the bunt up4 ,the light hands lay out to the yard-arms1 and take the leech up and bring it taut along the yard4 ,in this way the clews are reached and handed to the men in the bunt1 and the slack of the sail hauled through them and stowed away on and abaft the yard4 ,the bunt being made up fairly on the yard against the mast1 and the skin prepared1 let it fall a little forward1 and stow all the body of the sail1 the clews1 bolt-rope1 and blocks1 away in it2 then1 as many as can get hold1 lend a hand to haul it well upon the yard4 ,overhaul a buntline a little1 bend the jigger to it1 and trice up on deck4 ,bring the skin down well abaft1 see that the clews are not too taut1 pass the bunt gasket1 cast the jigger off1 and make it fast slack to the tye4 ,then pass the yard-arm gaskets1 hauling the sail well upon the yard1 and passing the turns over the yard1 and down abaft4 ,if the sail has long gaskets1 make them fast to the tye2 if short1 pass them in turns close together1 and make them fast to their own parts1 jammed as well as possible4 ,,to ,,furl ,a ,,jib4--,go out upon the weather side of the boom4 ,see your gasket clear for passing4 ,the handiest way usually is1 to make it up on its end1 take a hitch over the whole with the standing part1 and let it hang4 ,haul the sail well upon the boom1 getting the clew1 and having the sheet pennant hauled amidships4 ,cast the hitch off the gasket1 take it in your hand1 and pass two or three turns1 beginning at the head2 haul them taut2 and so on to the clew4 ,pass the turns over and to windward4 ,this will help to bring the sail upon the boom and to windward4 ,make the end fast to the stay1 to the withe1 or to the boom inside the cap1 in any way that shall keep it from slipping back1 which it might do if made fast to its own part round the boom4 ,if there is but one hand on the boom1 the first turns may be hauled taut enough to keep the sail up for the time2 then1 after the gasket is fast1 go out to the head1 and haul each turn well taut1 beating the sail down with the hand4 ,be careful to confine the clew well4 ,,to ,,stow ,a ,,jib ,,in ,,cloth4--,haul the jib down snugly1 and get it fairly up on the boom4 ,overhaul the after leech until you come to the first straight cloth4 ,gather this cloth over the rest of the sail on the boom1 stopping the outer end of the cloth with a rope-yarn round the jib stay4 ,if the jib halyards are double1 stop the block inside the sail4 ,cover the sail well up with the cloth1 stopping it at every two feet with rope-yarns round the sail and boom4 ,if you are to lie in port for a long time1 cast off the pennant1 stow the clew on the boom1 snugly under the cloth1 which will be stopped as before with rope-yarns4 ,,to ,,reef ,a ,,topsail4--,round in on the weather brace1 ease off the halyards1 and clew the yard down by the clewlines and reef-tackles4 ,brace the yard in nearly to the wind1 and haul taut both braces4 ,haul out the reef-tackles1 make fast1 and haul taut the buntlines4 ,before going upon the yard1 see that it is well down by the lifts4 ,let the best men go to the yard-arms1 and the light hands remain in the slings4 ,cast adrift the weather earing1 pass it over the yard-arm outside the lift1 down abaft and under the yard1 and up through the reef-cringle4 ,haul well out1 and take a round-turn with the earing round the cringle4 ,then pass several turns round the yard and through the cringle1 hauling them well taut1 passing the turns over the yard1 down abaft and under1 and up through the cringle4#c ,having expended nearly all the earing1 hitch the remainder round the two first parts1 that go outside the lift1 jamming them together and passing several turns round them both to expend the rope4 ,the bare end may be hitched to these two parts or to the lift4 ,the men on the yard light the sail out to windward by the reef-points1 to help the man at the weather yard-arm in hauling out his earing4 ,as soon as the weather earing is hauled out and made secure by a turn or two1 the word is passed--,haul out to leeward1 and the lee earing is hauled out till the band is taut along the yard1 and made fast in the same manner4 ,then the men on the yard tie the reef-points with square knots1 being careful to take the after points clear of the topgallant sheets4 #c ,be careful to pass the turns clear of the topgallant sheets4 ,in reefing1 a good deal depends upon the way in which the yard is laid4 ,if the yard is braced too much in1 the sail catches flat aback and cannot be hauled out1 besides the danger of knocking the men off the foot-ropes4 ,the best way is to shiver the sail well till the yard is down1 then brace it in with a slight full1 make the braces fast1 and luff up occasionally and shake the sail while the men are reefing4 ,if you are going before the wind1 you may1 by putting your helm either way1 and bringing the wind abeam1 clew the yard down as the sail lifts1 and keep her in this position1 with the yard braced sharp up1 until the sail is reefed2 or1 if you are not willing to keep off from your course1 and the wind is very fresh1 clew down and clew up1 and reef as before directed4 ,all the reefs are taken in the same way except the close reef4 ,in close reefing1 pass your earing under the yard1 up abaft and over1 and down through the cringle4 ,pass all your turns in the same manner2 and bring the reef-band well under the yard in knotting1 so as to cover the other reefs4 ,as soon as the men are off the yard1 let go the reef-tackles1 clewlines1 buntlines1 and topgallant sheets2 man the halyards1 let go the lee brace1 slack off the weather one1 and hoist away4 ,when well up1 trim the yard by the braces1 and haul out the bowlines4 ,a reefed sail should never be braced quite sharp up1 and if there is a heavy sea and the vessel pitches badly1 ease the braces a little1 that the yard may play freely1 and do not haul the leech too taut4 ,,to ,,reef ,a ,,course4--,as a course generally has no reef-tackle1 you must clew it up as for furling1 according to the directions before given1 except that the clews are not hauled chock up4 ,lay out on the yard and haul out the earings1 and knot the points as for the first reef of a topsail1 seeing them clear of the topsail sheets4 ,if a long course of bad weather is anticipated1 as in doubling the southern capes1 or crossing the ,atlantic in winter1 reef-tackles are rove for the courses4 ,if there are any studdingsail booms on the lower or topsail yards1 they must be triced up before reefing4 ,,to ,,turn ,,out ,,reefs4--,for a topsail1 haul taut the reef-tackles and buntlines1 settle a little on the halyards1 if necessary2 lay aloft1 and cast off all the reef-points1 beginning at the bunt and laying out4 ,be careful to cast all off before slacking up the earing2 for1 when there is more than one reef1 a point may be easily left1 if care is not taken4 ,have one hand at each earing1 cast off all the turns but enough to hold it1 and when both earings are ready1 ease off both together4 ,pass the end of the earing through the cringle next above its own1 and make it fast slack to its own part by a bowline knot4 ,lay in off the yard1 let go reef-tackles1 clewlines1 buntlines1 and topgallant sheets2 overhaul them in the top and hoist away1 slacking the braces and trimming the yard4 ,the reefs of a course are turned out a good deal in the same manner2 slacking up the sheet and tack1 if necessary1 and1 when the earings are cast off1 let go clew-garnets1 buntlines and leechlines1 board the tack1 and haul aft the sheet4 ,,to ,,set ,a ,,topgallant ,,studdingsail4--,this sail is always set from the top2 the sail1 together with the tack and halyards in two coils1 being kept in the top4 ,if there is but one hand aloft1 take the end of the halyards aloft1 abaft everything1 and reeve it up through the block at the topgallant mast-head1 and down through the sheave-hole or block at the topgallant yard-arm1 abaft the sheet1 and bring it into the top1 forward of the rigging1 and make it fast to the forward shroud4 ,take the end of your tack out on the topsail yard1 under the brace1 reeve it up through the block at the end of the topgallant studdingsail boom1 bring it in over the brace1 overhauling a plenty of it so as to let the boom go out1 and hitch it to the topmast rigging while you rig your boom out4 ,cast off the heel-lashing and rig your boom out to the mark1 slue the boom with the block up and make fast round the yard4 7,the easiest way of passing the boom-lashing is to take it over the yard and put a bight up between the head-rope and yard2 then take the end back over the yard and boom and through the bight1 and haul taut4 ,this may be done twice1 if necessary1 and then hitch it round all parts1 between the boom and the yard47 ,the boom being rigged out and fast1 take the end of your tack down into the top and hitch it to the forward shroud4 ,then take the coil of the tack and throw the other end down on deck1 outside of the rigging and backstays4 7,it is well1 in throwing the coil down1 to keep hold of the bight with one hand1 for otherwise1 if they should miss it on deck1 you will have to rig in your boom47 ,throw down the hauling end of your halyards abaft and inside everything4 ,now get your sail clear for sending out4 ,lay the yard across the top1 forward of the rigging1 with the outer end out4 ,bend your halyards to the yard by a fisherman's bend1 about one third of the way out4 ,take your tack under the yard and bend it by a sheet-bend to the outer clew1 and pay down the sheet and downhaul through the lubber-hole4 ,all being clear for hoisting1 sway away on the halyards on deck1 the men in the top guying the sail by the sheet and downhaul1 the latter being hauled taut enough to keep the outer clew up to the inner yard-arm4 7,sometimes it is well to make up the downhaul as is done with the downhaul of the topmast studdingsail47 ,when the sail is above the brace1 haul out on the tack1 sway the yard chock up by the halyards1 and trim the sheet down4 ,make the end of the downhaul fast slack4 ,a weather topgallant or topmast studdingsail should be set abaft the sail1 and a lee one forward of the sail4 ,therefore1 in setting a lee topgallant studdingsail1 it is well to send it out of the top with a turn in it1 that is1 with the inner yard-arm slued forward and out1 so that when the tack and sheet are hauled upon1 the inner yard-arm will swing forward of the topgallant sail4#d #d ,it will assist this operation to keep hold of the outer leech until the sail is clear of the top4 ,small sized vessels have no downhaul to the topgallant studdingsails4 ,this saves confusion1 and is very well if the sail is small4 ,,to ,,take ,,in ,a ,,topgallant ,,studdingsail4--,let go the tack and clew up the downhaul1 dipping the yard abaft the leech of the topgallant sail1 if it is forward4 ,lower away handsomely on the halyards1 hauling down on the sheet and downhaul4 ,when the yard is below the topsail brace1 lower roundly and haul into the top1 forward of the rigging4 ,if the sail is taken in temporarily1 stand the yard up and down and becket it to the middle topmast shroud2 make the sail up1 hitch the bight of the tack and halyards to the forward shroud1 and haul up the sheet and downhaul4 ,if everything is to be stowed away1 unreeve the tack and halyards1 and coil them away separately in the top2 also coil away the sheets and downhaul1 and stop all the coils down by hitches passed through the slats of the top4 ,rig the boom in and make it fast to the tye4 ,sometimes the halyards are unrove from the yard-arm and rounded up to the span-block1 with a knot in their end4 ,,to ,,set ,a ,,topmast ,,studdingsail4--,the topmast studdingsail halyards are generally kept coiled away in the top4 ,take the end up1 reeve it up through the span-block at the cap1 and out through the block at the topsail yard-arm1 and pay the end down to the forecastle1 forward of the yard and outside the bowline4 ,pay the hauling end down through the lubber-hole4 ,reeve your lower halyards4 ,these are usually kept coiled away in the top1 with the pennant1 which hooks to the cap of the lower mast4 ,hook the pennant1 reeve the halyards up through the pennant block1 out through the block on the boom-end1 and pay the end down to the forecastle4 ,pay the hauling end down forward of the top4 7,some vessels keep their top-mast studdingsail tacks coiled away at the yard-arm1 and hitched down to the boom and yard4 ,this is a clumsy practice1 and saves no time or trouble4 ,the best way is to unreeve them whenever the boom is to be rigged in1 and coil them away in the bow of the long-boat1 or elsewhere4 ,there is no more trouble1 and less liability to confusion1 in reeving them afresh1 than in coiling them away and clearing again on the yard-arms47 ,carry your tack outside the backstays and lower rigging1 clear of everything1 out upon the lower yard under the brace2 reeve it forward through the tack-block at the boom-end1 first sluing the block up1 and pay the end down forward of the yard4 ,rig the boom out to the mark and lash it4 ,get the studdingsail on the forecastle clear for setting4 ,bend the halyards to the yard1 about one half of the way out4 ,hitch the end of the downhaul over the inner yard-arm by the eye in its end1 reeve it through the lizard on the outer leech1 and through the block at the outer clew abaft the sail4 ,bend the tack to the outer clew1 and take a turn with the sheet4 ,clew the yard down by the downhaul1 and make the downhaul up just clear of the block1 by a catspaw doubled and the bight of the running part shoved through the bight of all the parts1 so that hauling on it may clear it and let the yard go up4 ,hoist on the halyards until the sail is above the lower yard1 guying it by the sheet and downhaul1 then haul out on the tack until the clew is chock out to the boom-end1 hoist on the halyards1 jerking the downhaul clear1 and trim down the sheet4 ,,to ,,take ,,in ,a ,,topmast ,,studdingsail4--,lower away handsomely on the halyards1 clewing the yard down to the outer clew by the downhaul4 ,slack up the tack1 and lower away on the halyards1 hauling down well on the sheet and downhaul1 till the sail is in upon the forecastle4 ,the sail may be made up on the forecastle1 and the end of the tack and halyards made fast forward1 if it is to be soon set again4 ,if not1 cast off all1 unreeve your tack1 hauling from aft1 and coil it away4 ,unreeve the halyards1 or round them up to the block at the mast-head with a knot in their end4 ,rig the boom in1 and lash it to the slings4 ,,to ,,set ,a ,,lower ,,studdingsail4--,before rigging out the top-mast studdingsail boom1 the lower halyards should always be rove1 as before directed4 ,reeve the inner halyards out through a small single block under the slings of the lower yard1 and through another about two thirds of the way out1 and pay the end down upon the forecastle for bending4 ,get the studdingsail clear1 bend the outer halyards to the yard1 and the inner halyards to the inner cringle at the head of the sail4 ,reeve the outhaul through the block at the swinging-boom-end1 and bend the forward end to the outer clew of the sail4 ,hook the topping-lift and forward guy to the boom1 and top up on it4 ,haul on the forward guy1 and ease off the after one1 slacking away a little on the topping-lift1 until the boom is trimmed by the lower yard2 then make fast the guys and lift4 ,haul well taut the fore lift and brace1 and belay4 ,take a turn with one sheet1 hoist away on the outer halyards1 and when about one third up1 clear the downhaul1 haul chock out on the outhaul1 and hoist well up by the halyards1 which will serve as a lift to the topmast studdingsail boom2 and then set taut on the inner halyards and trim down the sheet4 ,the practice now is1 and it is found most convenient1 to set the sail before rigging out the boom2 then clap on the outhaul and forward guy1 and trim the boom by the lower yard4 ,,to ,,take ,,in ,a ,,lower ,,studdingsail4--,let go the outhaul1 and haul on the clewline till the outer clew is up to the yard4 ,then lower away the outer halyards1 and haul in on the sheet and clewline4 ,when the sail is in over the rail1 lower away the inner halyards4 ,if the booms are to be rigged in1 cast off all the gear2 making the bending end of the outhaul fast in-board1 and unreeving the outer and inner halyards1 or running the outer up to the pennant block1 and the inner up to the yard block1 with knots in their ends4 ,ease off the forward guy with a turn1 haul in on the after guy1 topping well up by the lift1 and get the boom alongside4 ,rig in the topmast studdingsail boom before unreeving the outer halyards4 ,it is a convenient practice1 when the swinging boom is alongside1 to hook the topping-lift to a becket or thimble at the turning in of the fore swifter1 and the forward guy to a strap and thimble on the spritsail yard4 ,in strong winds it is well to have a boom-brace-pennant fitted to the topmast studdingsail boom-end with a single block1 making a whip purchase1 the hauling part leading to the gangway1 and belaying at the same pin with the tack2 or else1 the brace may lead to the gangway1 and the tack be brought in through blocks on the yard1 and lead down on deck1 beside the mast4 ,the former mode is more usual4 ,the topmast studdingsail is sometimes made with a reef in it1 to be carried with a single reefed topsail2 in which case it is reefed on deck to the yard and sent out as before4 ,,chapter ,x4 ,,general ,,principles ,,of ,,working ,a ,,ship4 ,action of the water upon the rudder4 ,headway4 ,sternway4 ,action of the wind upon the sails4 ,head-sails4 ,after-sails4 ,centre of gravity or rotation4 ,turning a ship to or from the wind4 ,a ship is acted upon principally by the rudder and sails4 ,when the rudder is fore-and-aft1 that is1 on a line with the keel1 the water runs by it1 and it has no effect upon the ship's direction4 ,when it is changed from a right line to one side or the other1 the water strikes against it1 and forces the stern in an opposite direction4 ,for instance1 if the helm is put to the starboard1 the rudder is put off the line of the keel1 to port4 ,this sends the stern off to the starboard1 and1 of course1 the ship turning on her centre of gravity1 her head goes in an opposite direction1 to port4 ,if the helm is put to port1 the reverse will follow1 and the ship's head will turn off her course to starboard4 ,therefore the helm is always put in the opposite direction from that in which the ship's head is to be moved4 ,moving the rudder from a right line has the effect of deadening the ship's way more or less1 according as it is put at a greater or less angle with the keel4 ,a ship should therefore be so balanced by her sails that a slight change of her helm may answer the purpose4 ,if a vessel is going astern1 and the rudder is turned off from the line of the keel1 the water1 striking against the back of the rudder1 pushes the stern off in the same direction in which the rudder is turned4 ,for instance1 if sternway is on her1 and the helm is put to the starboard1 the rudder turns to port1 the water forces the stern in the same direction1 and the ship's head goes off to the starboard4 ,therefore1 when sternway is on a vessel1 put the helm in the same direction in which the head is to be turned4 ,a current or tide running astern1 that is1 when the ship's head is toward it1 will have the same effect on the rudder as if the ship were going ahead2 and when it runs forward1 it will be the same as though the ship were going astern4 ,it will now be well to show how the sails act upon a ship1 with reference to her centre of rotation4 ,suppose a vessel to be rigged with three sails1 one in the forward part1 one at the centre1 and the third at the after part1 and her left or larboard side to be presented to the wind1 which we will suppose to be abeam1 or at right angles with the keel4 ,if the head sail only were set1 the effect would be that the wind would send the vessel a little ahead and off to the starboard on her centre of rotation1 so as to bring her stern slowly round to the wind4 ,if the after sail only were set1 the vessel would shoot ahead a little1 her stern would go off to the starboard and her head come up into the wind4 ,if only the centre sail were set1 the effect would be the same as if all three of the sails were set1 and she would go ahead in a straight line4 ,so far1 we have supposed the sails to be set full2 that is1 with their tacks forward and their sheets aft4 ,if they were all set aback1 the vessel would go astern nearly1 if the rudder were kept steady1 in a straight line4 ,if the head sail only is set and aback1 she will go astern and round upon her axis1 with her head from the wind1 much quicker than if full4 ,so1 if the after sail alone were set and aback1 she would go astern1 and her head would come suddenly into the wind4 ,these principles of the wind acting upon the sails1 and the water upon the rudder1 are the foundation of the whole science of working a ship4 ,in large vessels the sails are numerous1 but they may all be reduced to three classes1 viz41 head sails1 or those which are forward of the centre of gravity or rotation1 having a tendency to send the ship's head off from the wind2 after sails1 or those abaft the centre of rotation1 and which send the stern off and the head toward the wind2 and lastly1 centre sails1 which act equally on each side the centre of rotation1 and do not turn the ship off her course one way or the other4 ,these classes of sails1 if set aback1 tend to stop the headway and send the ship astern1 and also to turn her off her course in the same direction as when set full1 but with more rapidity4 ,the further a sail is from the centre of rotation1 the greater is its tendency to send the ship off from the line of her keel4 ,accordingly1 a jib is the strongest head sail1 and a spanker the strongest after sail4 ,the centre of rotation is not necessarily at the centre of the ship4 ,on the contrary1 as vessels are now built1 it may not be much abaft that part of the deck to which the main tack is boarded4 ,for the main breadth1 or dead-flat1 being there1 the greatest cavity will also be there1 and of course the principal weight of the cargo should centre there1 as being the strongest part4 ,therefore the centre of rotation will greatly depend upon proper stowage4 ,if the ship is much by the stern1 the centre of rotation will be carried aft1 and if by the head1 it will be carried forward4 ,the cause of this is1 that when loaded down by the stern1 her after sails have but little effect to move her stern against the water1 and a very slight action upon the forward sails will send her head off to leeward1 as she is there light and high in the air4 ,accordingly1 to keep her in a straight line1 the press of sail is required to be further aft1 or1 in other words1 the centre of rotation is further aft4 ,if a ship is loaded down by the head1 the opposite results follow1 and more head and less after sail is necessary4 ,a ship should be so stowed1 and have her sails so trimmed1 that she may be balanced as much as possible1 and not be obliged to carry her helm much off the line of her keel1 which tends to deaden her way4 ,if a ship is stowed in her best sailing trim1 and it is found1 when on a wind1 that her head tends to windward1 obliging her to carry a strong weather helm1 it may be remedied by taking in some after sail1 or adding head sail4 ,so1 if she carries a lee helm1 that is1 if her head tends to fly off from the wind1 it is remedied by taking in head or adding after sail4 ,sometimes a ship is made to carry a weather helm by having too much head sail set aloft4 ,for1 if she lies much over on a wind1 the square sails forward have a tendency to press her downwards and raise her proportionally abaft1 so that she meets great resistance from the water to leeward under her bows1 while her stern1 being light1 is easily carried off2 which1 of course1 requires her to carry a weather helm4 ,the general rules1 then1 for turning a ship1 are these3 to bring her head to the wind1--put the helm to leeward1 and bring the wind to act as much as possible on the after sails1 and as little as possible on the head sails4 ,this may be done without taking in any sail1 by letting go the head sheets1 so that those sails may lose their wind1 and by pointing the head yards to the wind1 so as to keep the head sails shaking4 ,at the same time keep the after sails full1 and flatten in the spanker sheet2 or1 if this is not sufficient1 the after sails may be braced aback1 which will send the stern off and the head to windward4 ,but as this makes back sails of them1 and tends to send the vessel astern1 there should be either head or centre sails enough filled to counteract this and keep headway upon her4 ,on the other hand1 to turn the head off from the wind1 put the helm to windward1 shiver the after sails1 and flatten in the head sheets4 ,brace the head yards aback if necessary1 being careful not to let her lose headway if it can be avoided4 ,the vessel may be assisted very much in going off or coming to1 by setting or taking in the jib and spanker2 which1 if the latter is fitted with brails1 are easily handled4 ,,chapter ,,xi4 ,,tacking1 ,,wearing1 ,,boxing1 ,c4 ,tacking without fore-reaching4 ,tacking against a heavy sea4 ,hauling off all4 ,to trim the yards4 ,flattening in4 ,missing stays4 ,wearing--under courses--under a mainsail--under bare poles4 ,box-hauling--short round4 ,club-hauling4 ,drifting in a tide-way4 ,backing and filling in do4 ,clubbing in do4 ,,tacking4--,have the ship so suited with sails that she may steer herself as nearly as possible1 and come to with a small helm4 ,keep her a good full1 so that she may have plenty of headway4 ,ready1 ,about6 ,send all hands to their stations4 ,the chief mate and one1 two1 or more of the best men1 according to the size of the vessel1 on the forecastle1 to work the head sheets and bowlines and the fore tack2 two or more good men 7one usually a petty officer1 or an older and trusty seaman7 to work the main tack and bowline4 ,the second mate sees the lee fore and main braces clear and ready for letting go1 and stands by to let go the lee main braces1 which may all be belayed to one pin4 ,put one hand to let go the weather cross-jack braces1 and others to haul in to leeward2 the cook works the fore sheet1 and the steward the main2 station one or more at the spanker sheet and guys2 and the rest at the weather main braces4 ,ease the helm down gradually2 ,helm's a-lee6 and let go the jib sheet and fore sheets4 ,as soon as the wind is parallel with the yards1 blowing directly upon the leeches of the square sails1 so that all is shaking1 ,raise tacks and sheets6 and let go the fore and main tacks and main sheet1 keeping the fore and main bowline fast4 ,as soon as her head is within a point or a point and a half of the wind1 ,mainsail haul6 let go the lee main and weather cross-jack braces1 and swing the after yards round4 ,while she is head to the wind1 and the after sails are becalmed by the head sails1 get the main tack down and sheet aft1 and right your helm1 using it afterwards as her coming to or falling off requires4 ,as soon as she passes the direction of the wind1 shift your jib sheets over the stays1 and when the after sails take full1 or when she brings the wind four points on the other bow1 and you are sure of paying off sufficiently1 ,let go and haul6 brace round the head yards briskly1 down fore tack and aft the sheet1 brace sharp up and haul your bowlines out1 and trim down your head sheets4 ,it is best to haul the mainsail just before you get the wind right ahead1 for then the wind1 striking the weather leeches of the after sails1 forces them round almost without the braces1 and you will have time to brace up and get your tack down and sheet aft1 when she has payed off on the other side4 ,if she falls off too rapidly while swinging your head yards1 so as to bring the wind abeam or abaft1 ',vast bracing6 ,ease off head sheets and put your helm a-lee2 and as she comes up1 meet her and brace sharp up4 ,if1 on the other hand1 7as sometimes happens with vessels which carry a strong weather helm17 she does not fall off after the after sails take1 be careful not to haul your head yards until she is fully round2 and if she should fly up into the wind1 let go the main sheet1 and1 if necessary1 brail up the spanker and shiver the cross-jack yards4 ,in staying1 be careful to right your helm before she loses headway4 ,,to ,,tack ,,without ,,fore-,,reaching1 as in a narrow channel1 when you are afraid to keep headway4 ,if she comes slowly up to windward1 haul down the jib and get your spanker-boom well over to windward4 ,as you raise tacks and sheets1 let go the lee fore topsail brace1 being careful to brace up again as soon as she takes aback4 ,also1 hoist the jib1 and trim down1 if necessary1 as soon as she takes on the other side4 ,,tacking ,,against ,a ,,heavy ,,head ,,sea4--,you are under short sail1 there is a heavy head sea1 and you doubt whether she will stay against it4 ,haul down the fore topmast staysail1 ease down the helm1 and raise fore sheet4 ,when within about a point of the wind's eye1 let go main tack and sheet1 lee braces and after bowlines1 and ,mainsail haul6 ,if she loses her headway at this time1 shift your helm4 ,as soon as she brings the wind on the other bow1 she will fall off rapidly by reason of her sternway1 therefore shift your helm again to meet her1 and ,let go and haul6 at once4 ,brace about the head yards1 but keep the weather braces in1 to moderate her falling off4 ,when she gets headway1 right the helm1 and as she comes up to the wind1 brace up and haul aft4 ,,tacking ,,by ,,hauling ,,off ,,all4--,this can be done only in a smooth sea1 with a light working breeze1 a smart vessel and strong crew4 ,man all the braces4 ,let her come up head to the wind1 and fall off on the other tack1 shifting the helm if she gathers sternway4 ,when you get the wind about five points on the other bow1 ,haul off all6 let go all the braces and bowlines and swing all the yards at once4 ,right the helm1 board tacks and haul aft sheets1 brace up and haul out4 ,,to ,,trim ,,the ,,yards ,,when ,,close-,,hauled4--,in smooth water1 with a light breeze1 brace the lower yards sharp up1 and trim the upper yards each a trifle in abaft the one below it4 ,if you have a pretty stiff breeze1 brace the topsail yard in about half a point more than the lower yard1 and the topgallant yard half a point more than the topsail yard1 and so on4 ,if you have a strong breeze and a topping sea1 and especially if reduced to short sail1 brace in your lower yards a little1 and the others proportionally4 ,this will prevent the vessel going off bodily to leeward2 and if she labors heavily1 the play of the mast would otherwise carry away the braces and sheets1 or spring the yards4 ,,missing ,,stays4--,if after getting head to the wind she comes to a stand and begins to fall off before you have hauled your main yard1 flatten in your jib sheets1 board fore tack1 and haul aft fore sheet2 also ease off spanker sheet1 or brail up the spanker1 if necessary4 ,when she is full again1 trim the jib and spanker sheets1 and when she has recovered sufficient headway1 try it again4 ,if1 after coming head to the wind1 and after the after yards are swung1 she loses headway and refuses to go round1 or begins to fall off on the same tack on which she was before1 and you have shifted the helm without effect1 haul up the mainsail and spanker1 square the after yards1 shift your helm again a-lee1 so as to assist her in falling off1 and brace round the head yards so as to box her off4 ,as she fills on her former tack1 brace up the after yards1 brace round the head yards1 sharp up all1 board tacks1 haul out and haul aft4 ,,wearing4--,haul up the mainsail and spanker1 put the helm up1 and1 as she goes off1 brace in the after yards4 ,if there is a light breeze1 the rule is to keep the mizzen topsail lifting1 and the main topsail full4 ,this will keep sufficient headway on her1 and at the same time enable her to fall off4 ,but if you have a good breeze and she goes off fast1 keep both the main and mizzen topsails lifting4 ,as she goes round1 bringing the wind on her quarter and aft1 follow the wind with your after yards1 keeping the mizzen topsail lifting1 and the main either lifting or full1 as is best4 ,after a vessel has fallen off much1 the less headway she has the better1 provided she has enough to give her steerage4 ,when you have the wind aft1 raise fore tack and sheet1 square in the head yards1 and haul down the jib4 ,as she brings the wind on the other quarter1 brace sharp up the after yards1 haul out the spanker1 and set the mainsail4 ,as she comes to on the other tack1 brace up the head yards1 keeping the sails full1 board fore tack and aft the sheet1 hoist the jib1 and meet her with the helm4 ,,to ,,wear ,,under ,,courses4--,square the cross-jack yards1 ease off main bowline and tack1 and haul up the weather clew of the mainsail4 ,ease off the main sheet1 and haul up the lee clew1 and the buntlines and leechlines4 ,square the main yards and put the helm a-weather4 ,as she falls off1 let go the fore bowline1 ease off the fore sheet1 and brace in the fore yard4 ,when she gets before the wind1 board the fore and main tacks on the other side1 and haul aft the main sheet1 but keep the weather braces in4 ,as she comes to on the other side1 ease the helm1 trim down the fore sheet1 brace up and haul out4 ,,to ,,wear ,,under ,a ,,mainsail4--,vessels lying-to under this sail generally wear by hoisting the fore topmast staysail1 or some other head sail4 ,if this cannot be done1 brace the cross-jack yards to the wind1 and1 if necessary1 send down the mizzen topmast and the cross-jack yard4 ,brace the head yards full4 ,take an opportunity when she has headway1 and will fall off1 to put the helm up4 ,ease off the main sheet1 and1 as she falls off1 brace in the main yard a little4 ,when the wind is abaft the beam1 raise the main tack4 ,when she is dead before it1 get the other main tack down as far as possible2 and when she has the wind on the other quarter1 ease the helm1 haul aft the sheet1 and brace up4 ,,to ,,wear ,,under ,,bare ,,poles4--,some vessels1 which are well down by the stern1 will wear in this situation1 by merely pointing the after yards to the wind1 or sending down the mizzen topmast and the cross-jack yard1 and filling the head yards2 but vessels in good trim will not do this4 ,to assist the vessel1 veer a good scope of hawser out of the lee quarter1 with a buoy1 or something for a stop-water1 attached to the end4 ,as the ship sags off to leeward1 the buoy will be to windward1 and will tend to bring the stern round to the wind4 ,when she is before it1 haul the hawser aboard4 ,,box-,,hauling4--,put the helm down1 light up the head sheets and slack the lee braces1 to deaden her way4 ,as she comes to the wind1 raise tacks and sheets1 and haul up the mainsail and spanker4 ,as soon as she comes head to the wind and loses her headway1 square the after yards1 brace the head yards sharp aback1 and flatten in the head sheets4 ,the helm1 being put down to bring her up1 will now pay her off1 as she has sternway on4 ,as she goes off1 keep the after sails lifting1 and square in the head yards4 ,as soon as the sails on the foremast give her headway1 shift the helm4 ,when she gets the wind on the other quarter1 haul down the jib1 haul out the spanker1 set the mainsail1 and brace the after yards sharp up4 ,as she comes to on the other tack1 brace up the head yards1 meet her with the helm1 and set the jib4 ,,box-,,hauling ,,short ,,round2 sometimes called wearing short round4--,haul up the mainsail and spanker1 put the helm hard a-weather1 square the after yards1 brace the head yards sharp aback1 and flatten in the head sheets4 ,as she gathers sternway1 shift the helm4 ,after this1 proceed as in box-hauling by the former method4 ,the first mode is preferable when you wish to stop headway as soon as possible2 as a vessel under good way will range ahead some distance after the sails are all thrown flat aback4 ,few merchant vessels are strongly enough manned to perform these evolutions2 but they are often of service1 as they turn a vessel round quicker on her heel1 and will stop her from fore-reaching when near in shore or when close aboard another vessel4 ,,club-,,hauling4--,this method of going about is resorted to when on a lee shore1 and the vessel can neither be tacked nor box-hauled4 ,cock-bill your lee anchor1 get a hawser on it for a spring1 and lead it to the lee quarter2 range your cable1 and unshackle it abaft the windlass4 ,helm's a-lee6 and ,raise tacks and sheets6 as for going in stays4 ,the moment she loses headway1 let go the anchor and ,mainsail haul6 ,as soon as the anchor brings her head to the wind1 let the chain cable go1 holding on to the spring2 and when the after sails take full1 cast off or cut the spring1 and ,let go and haul6 ,,drifting ,,in ,a ,,tide-,,way4--,as a vessel is deeper aft than forward1 her stern will always tend to drift faster than her head4 ,if the current is setting out of a river or harbor1 and the wind the opposite way1 or only partly across the current1 you may work out by tacking from shore to shore2 or you may let her drift out1 broadside to the current2 or1 keeping her head to the current by sufficient sail1 you may let her drift out stern first2 or1 lastly1 you may club her down4 ,if the wind is partly across the current1 cast to windward4 ,if you work down by tacking1 and the wind is at all across the current1 be careful of the lee shore1 and stay in season1 since1 if you miss stays1 you may not be able to save yourself by wearing or box-hauling1 as you might on the weather shore4 ,if the channel is very narrow1 or there are many vessels at anchor1 the safest way is to bring her head to the current1 brace the yards full1 and keep only sail enough to give her steerage1 that you may sheer from side to side4 ,if there is room enough1 you will drift more rapidly by bringing her broadside to the current1 keeping the topsails shaking1 and counteract the force of the current upon the stern by having the spanker full and the helm a-lee4 ,you can at any time shoot her ahead1 back her astern1 or bring her head to the current1 by filling the head yards1 taking in the spanker1 and setting the jib2 filling the after yards1 taking in the jib1 and setting the spanker2 or by bracing all aback4 ,,backing ,,and ,,filling ,,in ,a ,,tide-,,way4--,counter-brace your yards as in lying-to1 and drift down broadside to the current4 ,fill away and shoot ahead1 or throw all aback and force her astern1 as occasion may require4 ,when you approach the shore on either side1 fill away till she gets sufficient headway1 and put her in stays or wear her round4 ,,clubbing ,,in ,a ,,tide-,,way4--,drift down with your anchor under your foot1 heaving in or paying out on your cable as you wish to increase or deaden her way4 ,have a spring on your cable1 so as to present a broadside to the current4 ,this method is a troublesome and dangerous one1 and rarely resorted to4 ,an anchor will seldom drag clear1 through the whole operation4 ,,chapter ,,xii4 ,,gales ,,of ,,wind1 ,,lying-,,to1 ,,getting ,,aback1 ,,by ,,the ,,lee1 ,c4 ,lying-to4--choice of sails4 ,scudding4 ,heave-to after scudding4 ,taken aback4 ,chappelling4 ,broaching-to4 ,by the lee4 ,,lying-,,to4--,the best single sail to lie-to under1 is generally thought to be a close-reefed maintopsail4 ,the fore or the main spencer 7sails which are used very much now instead of main and mizzen staysails7 may be used to advantage1 according as a ship requires sail more before or abaft the centre of gravity4 ,if a ship will bear more than one sail1 it is thought best to separate the pressure4 ,then set the fore and main spencers2 or 7if she carries staysails instead7 the main and mizzen staysail2 or1 if she is easier under lofty sail1 the fore and main topsails close-reefed4 ,a close-reefed main topsail1 with three lower storm staysails2 or1 with the two spencers1 fore topmast staysail1 and reefed spanker1 is considered a good arrangement for lying-to4 ,if the fore topmast staysail and balance-reefed spanker can be added to the two close-reefed topsails1 she will keep some way1 will go less to leeward1 and can be easily wore round4 ,close-reefed topsails are used much more now for lying-to than the courses4 ,as ships are now built1 with the centre of gravity farther forward1 and the foremast stepped more aft1 they will lie-to under head sail better than formerly4 ,some vessels1 which are well down by the stern1 will lie-to under a reefed foresail1 as this tends to press her down forward2 whereas1 if she had much after sail1 she would have all the lateral resistance of the water aft1 and would come up to the wind4 ,in carrying most head or after sail1 you must be determined by the trim of the vessel1 her tendency to come to or go off1 and as to whether the sail you use will act as a lifting or a burying sail4 ,a topsail has an advantage over a spencer or lower staysail for lying-to1 since it steadies the ship better1 and counteracts the heavy weather roll1 which a vessel will give under low and small fore-and-aft sails4 ,,scudding4--,the most approved sail for scudding is the close-reefed maintopsail1 with a reefed foresail4 ,the course alone might get becalmed under the lee of a high sea1 and the vessel1 losing her way1 would be overtaken by the sea from aft2 whereas the topsail will always give her way enough and lift her4 ,the foresail is of use in case she should be brought by the lee4 ,many officers recommend that the fore topmast staysail1 or fore storm staysail1 should always be set in scudding1 to pay her off if she should broach-to1 and with the sheets hauled flat aft4 ,it has been thought that with the wind quartering and a heavy sea1 a vessel is more under command with a close-reefed foretopsail and maintopmast staysail4 ,the foretopmast staysail may also be hoisted4 ,if the ship flies off and gets by the lee1 the foretopsail is soon braced about1 and1 with the maintopmast staysail sheet shifted to the other side1 the headway is not lost4 ,,to ,,heave-,,to ,,after ,,scudding4--,secure everything about decks1 and watch a smooth time4 ,suppose her to be scudding under a close-reefed maintopsail and reefed foresail2 haul up the foresail1 put the helm down1 brace up the after yards1 and set the mizzen staysail4 ,as she comes to1 set the main staysail1 meet her with the helm1 brace up the head-yards1 and set the fore or foretopmast staysail4 ,if your vessel labors much1 ease the lee braces and the halyards1 that everything may work fairly aloft1 and let her have a plenty of helm1 to come to and fall off freely with the sea4 ,the helmsman will often let the wheel fly off to leeward1 taking care to meet her easily and in season4 ,the sails should be so arranged as to require little of the rudder4 ,,taken ,,aback4--,it will frequently happen1 when sailing close-hauled1 especially in light winds1 from a shift of wind1 from its dying away1 or from inattention1 that the ship will come up into the wind1 shaking the square sails forward4 ,in this case1 it will often be sufficient to put the helm hard up1 flatten in the head sheets1 or haul their bights to windward1 and haul up the spanker4 ,if this will not recover her1 and she continues to come to1 box her off4 ,raise fore tack and sheet1 haul up the spanker and mainsail1 brace the head-yards aback1 haul the jib sheets to windward1 and haul out the lee bowlines4 ,when the after sails fill1 ,let go and haul6 ,this manoeuvre of boxing can only be performed in good weather and light winds1 as it usually gives a vessel sternway4 ,if the wind has got round upon the other bow1 and it is too late for box-hauling1 square the yards fore and aft1 keeping your helm so as to pay her off under sternway2 and1 as the sails fill1 keep the after yards shaking1 and haul up the spanker and mainsail1 squaring the head-yards1 and shifting your helm as she gathers headway4 ,,chappelling4--,this operation is performed when1 instead of coming to1 you are taken aback in light winds4 ,put the helm up1 if she has headway1 haul up the mainsail and spanker1 and square the after yards4 ,shift the helm as she gathers sternway1 and when the after sails fill1 and she gathers headway1 shift your helm again4 ,when she brings the wind aft1 brace up the after yards1 get the main tack down and sheet aft1 and haul out the spanker as soon as it will take4 ,the head braces are not touched1 but the yards remain braced as before4 ,the former mode of wearing1 by squaring the head-yards when the after sails are full1 has great advantages over chappelling1 as the vessel will go off faster when the wind is abeam and abaft1 and will come to quicker when the wind gets on the other side4 ,,broaching-,,to4--,this is when a vessel is scudding1 and comes up into the wind and gets aback4 ,for such an accident1 the foretopmast staysail is set1 which will act as an off-sail1 so that by keeping the helm up1 with the maintopsail 7if set7 braced into the wind1 she will pay off again without getting sternway4 ,if the close-reefed foretopsail is carried instead of the main1 it can be easily filled4 ,,brought ,,by ,,the ,,lee4--,this is when a vessel is scudding with the wind quartering1 and falls off so as to bring the wind on the other side1 laying the sails aback4 ,this is more likely to occur than broaching-to1 especially in a heavy sea4 ,suppose the vessel to be scudding under a close-reefed maintopsail and reefed foresail1 with the wind on her larboard quarter4 ,she falls off suddenly and brings the wind on the starboard quarter1 laying all aback4 ,put your helm hard a-starboard1 raise fore tack and sheet1 and fill the foresail1 shivering the maintopsail4 ,when she brings the wind aft again1 meet her with the helm1 and trim the yards for her course4 ,,chapter ,,xiii4 ,,accidents4 ,on beam-ends4 ,losing a rudder4 ,a squall4 ,a man overboard4 ,collision4 ,rules for vessels passing one another4 ,,on ,,beam-,,ends4--,a vessel is usually thrown upon her beam-ends by a sudden squall taking her1 when under a press of sail1 and shifting the ballast4 ,she must be righted1 if possible1 without cutting away the masts4 ,for1 beside sacrificing them1 the object can seldom be accomplished in that way1 if the ballast and cargo have shifted4 ,carry a hawser from the lee quarter1 with spars and other good stop-waters bent to it4 ,as the ship drifts well to leeward1 the hawser will bring her stern to the wind2 but it may not cast her on the other side4 ,if a spring can be got upon the hawser from the lee bow1 and hauled upon1 and the stern fast let go1 this will bring the wind to act upon the flat part of the deck and pay her stern off1 and assist the spring1 when the sails may be trimmed to help her in righting4 ,if she can be brought head to the wind1 and the sails be taken aback1 she may cast on the other tack4 ,when there is anchoring ground1 the practice is to let go the lee anchor1 which may take the sails aback and cast her4 ,then the ballast and cargo may be righted4 ,if there is no anchoring ground1 a vessel may still be kept head to the wind1 by paying a chain cable out of the lee hawse-hole2 or by bending a hawser to a large spar1 which may be kept broadside-to by a span1 to the centre of which the hawser is bent4 ,the same operation may be applied to a vessel overset1 and is preferable to wearing by a hawser4 ,make fast the hawser forward to the lee bow1 carry the other end aft to windward and bend it to the spar1 and launch the spar overboard4 ,by this means1 or by letting go an anchor1 though there be no bottom to be reached1 a vessel may often be recovered4 ,,losing ,a ,,rudder4--,the first thing to be done on losing a rudder1 is to bring the ship to the wind by bracing up the after yards4 ,meet her with the head yards1 as she comes to4 ,take in sail forward and aft1 and keep her hove-to by her sails4 ,a vessel may be made to steer herself for a long time1 by carefully trimming the yards and slacking up the jib sheets or the spanker sheet a little1 as may be required4 ,having got the ship by the wind1 get up a hawser1 middle it1 and take a slack clove-hitch at the centre4 ,get up a cable1 reeve its end through this hitch1 and pay the cable out over the taffrail4 ,having payed out about fifty fathoms1 jam the hitch and rack it well1 so that it cannot slip2 pay out on the cable until the hitch takes the water2 then lash the cable to the centre of the taffrail2 lash a spare spar under it across the stern1 with a block well secured at each end1 through which reeve the ends of the hawser1 one on each quarter1 and reeve them again through blocks at the sides1 abreast of the wheel4 ,by this1 a ship may be steered until a temporary rudder can be constructed4 ,a rudder may be fitted by taking a spare topmast1 or other large spar1 and cutting it flat in the form of a stern-post4 ,bore holes at proper distances in that part which is to be the fore part of the preventer or additional stern-post2 then take the thickest plank on board1 and make it as near as possible into the form of a rudder2 bore holes at proper distances in the fore part of it and in the after part of the preventer stern-post1 to correspond with each other1 and reeve rope grommets through those holes in the rudder and after part of the stern-post1 for the rudder to play upon4 ,through the preventer stern-post1 reeve guys1 and at the fore part of them fix tackles1 and then put the machine overboard4 ,when it is in a proper position1 or in a line with the ship's stern-post1 lash the upper part of the preventer post to the upper part of the ship's stern-post2 then hook tackles at or near the main chains1 and bowse taut on the guys to confine it to the lower part of the preventer stern-post4 ,having holes bored through the preventer and proper stern-post1 run an iron bolt through both1 7taking care not to touch the rudder17 which will prevent the false stern-post from rising or falling4 ,by the guys on the after part of the rudder and tackles affixed to them1 the ship may be steered1 taking care to bowse taut the tackles on the preventer stern-post1 to keep it close to the proper stern-post4 ,a ,,squall4--,if you see a squall approaching1 take in the light sails1 stand by to clew down1 and keep her off a little1 if necessary4 ,if you are taken by one1 unprepared1 with all sail set and close-hauled1 put the helm hard up1 let go the spanker sheet and outhaul1 and the main sheet4 ,clew up royals and topgallant sails1 haul down flying-jib1 haul up the mainsail1 and clew down the mizzen topsail4 ,when you are before the wind1 clew down the topsail yards1 and haul out the reef-tackles4 ,you may run before the squall until it moderates1 or furl the light sails1 bring by the wind1 and reef4 ,a ,,man ,,overboard4#e--,the moment the cry is heard1 put the helm down and bring her up into the wind1 whether she is on the wind or free1 and deaden her headway4 ,throw overboard instantly life buoys1 or1 if there are none at hand1 take a grating1 the carpenter's bench1 or any pieces of plank or loose spars there may be about decks2 and let two or three hands clear away a quarter boat4 ,the best plan is1 if the vessel was on the wind1 to haul the mainsail up and brace aback the after yards and raise the head sheets2 then1 having her main yard aback1 she will drift down directly toward the man4 ,keep your head sails full to steady her1 while the after ones stop her headway4 #e ,see ,totten's ,naval ,text ,book1 ,letter ,,xx4 ,if you are sailing free1 with studdingsails set1 clew up the lower studdingsail1 brace up the head yards1 haul forward the fore tack1 and keep the head yards full1 while you luff up to back the after ones4 ,lower away the boat as soon as it is safe1 and1 as the vessel will have turned nearly round1 direct the boat with reference to her position when the accident happened and her progress since4 ,,collision4--,if two vessels approach one another1 both having a free wind1 each keeps to the right4 ,that is1 the one with her starboard tacks aboard keeps on or luffs2 and the other1 if it is necessary to alter her course1 keeps off4 ,so1 if two vessels approach one another close-hauled on different tacks1 and it is doubtful which is to windward1 the vessel on the starboard tack keeps on her course1 and the other gives way and keeps off4 ,that is1 each goes to the right1 and the vessel with her starboard tacks aboard has the preference4 ,the only exception to this is1 that if the vessel on the larboard tack is so much to windward that in case both persist the vessel on the starboard tack will strike her to leeward and abaft the beam2 then the vessel on the starboard tack must give way1 as she can do it more easily than the other4 ,another rule is that if one vessel is going dead before the wind and the other going free on the starboard tack1 the latter must luff and go under the stern of the former4 ,,chapter ,,xiv4 ,,heaving-,,to ,,by ,,counter-,,bracing4 ,,speaking4 ,,sounding4 ,,heaving ,,the ,,log4 ,,counter-,,bracing4--,this is done whenever1 with a breeze1 a vessel wishes to remain stationary1 for the purpose of speaking another vessel1 sounding1 lowering a boat1 or the like4 ,if you do not wish to stop your way entirely1 haul up the mainsail1 square the main yards aback1 keeping the fore and cross-jack yards full1 and the foresail1 spanker and jib set4 ,if you wish to stop her way still more1 back the cross-jack yards also1 haul up the foresail1 and put the helm a-lee4 ,she will then fall off and come to1 which you may regulate by the jib and spanker sheets2 and she may be ranged a little ahead1 or deadened1 by filling or backing the cross-jack yards4 ,you may1 on the other hand1 back the head yards and fill the after yards4 ,the former method is called heaving-to with the maintopsail to the mast1 and the latter1 with the foretopsail to the mast4 ,,speaking4--,when two vessels speak at sea1 the one to windward heaves her maintopsail to the mast1 and the one to leeward her fore4 ,this is in order that the weather one may the more readily fill without falling off so as to run afoul of the other1 and that the lee one may box her head off and keep clear of the ship to windward4 ,the weather one either throws all aback and drops astern1 or fills her after yards and shoots ahead4 ,the lee one shivers her after yards and boxes off4 ,if the weather ship comes too near the lee one1 before the latter has time to wear1 the weather ship squares her head yards1 drops her mainsail1 braces her cross-jack yards sharp aback1 and puts her helm a-weather4 ,this gives her sternway1 and the after sails and helm keep her to the wind4 ,if three vessels communicate at sea1 the weather and middle ones back their main topsails1 and the lee one her fore2 then1 in case of necessity1 the weather one fills her after yards and shoots ahead1 the middle one throws all aback and drops astern1 and the lee one shivers her after sails and falls off4 ,,sounding4--,the marks upon the lead-lines have been given previously1 at page #ag4 ,to sound with the hand-lead1 a man stands in the weather main channels with a breast-rope secured to the rigging1 and throws the lead forward1 while the vessel has headway on4 ,if the depth corresponds with the marks upon the line1 as if it is #e1 #g1 or #aj fathoms1 he calls out1 ,by the mark five6 c4 ,if it is a depth the fathoms of which have no mark upon the line1 as #f1 #h1 or #i1 he calls out1 ,by the deep six6 c4 ,if he judges the depth to be a quarter or a half more than a particular fathom1 as1 for instance1 #e1 he calls out1 ,and a quarter1 or1 ,and a half1 five6 c4 ,if it is #e and three quarters1 he would say1 ,quarter less six6 and so on4 ,,to ,,sound ,,by ,,the ,,deep-,,sea-,,lead4--,have the line coiled down in a tub or rack1 clear for running1 abreast of the main rigging4 ,carry the end of the line forward on the weather side1 outside of everything1 to the cat-head or the spritsail yard-arm1 and bend it to the lead1 which must be armed with tallow4 ,one man holds the lead for heaving1 and the others range themselves along the side1 at intervals1 each with a coil of the line in his hand4 ,an officer1 generally the chief mate1 should stand by to get the depth4 ,all being ready1 the word is given1 ,stand by6 ,heave6 ,as soon as the man heaves the lead1 he calls out1 ,watch1 ho6 ,watch6 and each man1 as the last fake of the coil goes out of his hand1 repeats1 ,watch1 ho6 ,watch6 ,the line then runs out until it brings up by the lead's being on bottom1 or until there is enough out to show that there is no bottom to be reached4 ,the officer notes the depth by the line1 which is then snatched1 and the men haul it aboard1 and coil it away fair4 ,if the lead has been on the bottom1 the arming of tallow will bring up some of it2 by which the character of the soundings may be ascertained4 ,the soundings1 however1 cannot be taken until the vessel's way has been stopped or deadened4 ,for this purpose1 before heaving the lead1 either luff up and keep all shaking1 or brace aback the main or mizzen topsail1 or both1 according to your headway1 keeping the head yards full4 ,if you are going free with studdingsails set1 you may clew up the lower and boom-end the topmast studdingsails1 bring her up to the wind1 and keep the sails lifting1 without getting them aback4 ,it has been laid down as a rule1 that if the vessel sags much to leeward1 as when under short sail in a gale of wind1 pass the line from the weather side round the stern1 clear of everything1 and heave the lead from the lee side2 otherwise she would leave the lead too far to windward for measurement1 or for recovering it again4 ,but in this mode there is great danger of the line getting caught on the bottom or at the rudder-heel4 ,it must be very deep water if a vessel cannot be managed so as to get soundings to windward4 ,,heaving ,,the ,,log4--,one man holds the log-reel1 upon which the log-line is wound1 another holds the glass1 and the officer squares the chip2 and1 having coiled up a little of the stray line1 he throws the chip overboard astern1 or from the lee quarter4 ,as he throws the chip1 he calls out1 ,watch6 ,to which the man with the glass answers1 ,watch4 ,as soon as the mark for the stray-line goes off the reel1 he calls out1 ,turn6 and the man turns the glass1 answering1 ,turn1 or ,done4 ,the instant the sand has run out1 he calls1 ,out6 or ,stop6 and the officer stops the line and notes the marks4 ,it is then wound up again on the reel4 ,,chapter ,,xv4 ,,coming ,,to ,,anchor4 ,getting ready for port4 ,coming to anchor1--close-hauled--free4 ,mooring4 ,flying moor4 ,clearing hawse4 ,to anchor with a slip-rope4 ,slipping a cable4 ,coming-to at a slipped cable4 ,,getting ,,ready ,,for ,,port4--,get your anchors off the bows1 and let them hang by the cat-stoppers and shank-painters4 ,bend your cables and overhaul a few ranges forward of the windlass1 according to the depth of the anchorage and the strength of the tide or wind1 and range the remainder that you expect to use along the decks1 abaft the windlass4 ,have the boats ready for lowering1 and a spare hawser1 with some stout rope for kedging or warping1 at hand1 coiled on the hatches4 ,,coming ,,to ,,anchor4--,if you have the wind free and all sail set1 take in your studdingsails1 make them up and stow them away1 rig in the booms and coil away the gear1 and have all ready in good season4 ,you may then1 as you draw in toward the anchorage1 take in your royals and flying jib1 furling the royals if you have time4 ,the topgallant sails are next taken in1 and the foresail hauled up4 ,the topgallant sails may be furled or not1 according to the strength of the wind and the number of hands4 ,if you are before the wind1 your mainsail will be hauled up1 or1 if the sheet is aft1 haul up the lee clew-garnet4 ,get your ship under her topsails1 jib and spanker4 ,when near the ground1 clew up the fore and main topsails1 put the helm down1 haul down the jib and flatten in the spanker4 ,if you have too much headway1 back the mizzen topsail4 ,cock-bill your anchor and stream the buoy4 ,when she has lost her headway1 let go the anchor4 ,let hands stand by to give her chain1 as she needs it4 ,if you come into anchoring ground close-hauled1 haul in the weather fore and main braces1 and clew up4 ,if the wind is light1 you may square the fore and main yards before clewing up4 ,this will deaden her way4 ,if the wind is fresh1 it would make it difficult to clew up the sails4 ,haul down the jib1 and come to by the spanker1 or mizzen topsail and spanker4 ,if the wind is light1 she may need the mizzen topsail2 if not1 it may be taken in1 and she may be brought to by the spanker4 ,if she has too much headway or there is a tide setting her in1 throw all aback4 ,,mooring4--,a vessel is said to be moored when she rides with more than one anchor1 in different directions4 ,the common method of mooring is1 when you have come to with one anchor1 to pay out chain and let her drop astern until you have out double the scope you intend to ride by4 ,then let go your other anchor4 ,slack up the cable of the latter anchor1 and heave in on that of the first1 until you have the same scope to each anchor4 ,you may also moor by lowering the anchor and lashing it to the stern of the long boat1 and coiling away the full scope in the bottom of the boat4 ,you may then pull off and pick out your own berth1 and let go4 ,if you wish to drop your second anchor in any other place than directly to leeward of the first1 you may1 without using your long boat1 warp the vessel over the berth intended for your second anchor4 ,you should always moor so that you may ride with an open hawse in the direction from which you are liable to the strongest winds4 ,if you have chain cables1 you may moor with both cables bent to a swivel just clear of the hawse hole1 one chain coming in-board4 ,in moderate weather1 and where you are not in a strong tide-way1 it will generally be sufficient to let go one anchor1 since1 if you have out a good scope of chain1 you will ride by the bight of it1 and it will require a very heavy blow to bring a strain upon the anchor4 ,in mooring1 you should always have a shackle near the hawse-hole1 for clearing hawse4 ,if it is just abaft the windlass1 it will be convenient in case you wish to slip your cable4 ,a ,,flying ,,moor--sometimes called a ,,running ,,moor4--,have both anchors ready for letting go1 with double the scope of chain you intend to ride by ranged for the weather anchor1 and the riding scope of the lee chain4 ,there are two ways of making a flying moor4 ,one is to clew up everything and let go the first anchor while she has sufficient headway to run out the whole double range4 ,when it is all out1 or just before1 luff sharp up1 brace aback to stop her way1 and let go the other anchor4 ,then heave in on the first and light out on the second1 until there is the same scope to each4 ,this mode is almost impracticable in a merchant vessel1 where there is but one deck1 and where the chain may have to be paid out over a windlass1 since the headway would in most cases be soon stopped4 ,the other mode is1 to lay all flat aback1 and the moment the headway ceases1 let go your first anchor1 paying out chain as she drops astern1 until double your riding scope is out4 ,then let go your second anchor and heave in on the first4 ,,clearing ,,hawse4--,when a vessel is moored she may swing so as to get a foul hawse2 that is1 so as to bring one cable across the other4 ,if one cable lies over the other1 it is called a cross4 ,when they make another cross1 it is called an elbow4 ,three crosses make a round turn4 ,the turns may be kept out of a cable by tending the vessel when she swings1 and casting her stern one side or the other1 by the helm1 jib and spanker4 ,to clear hawse1 trice the slack cable up by a line or a whip purchase and hook1 below the turns4 ,lash the two cables together just below the lowest turn4 ,pass a line round the cable from outside1 following each turn1 and in through the hawse-hole of the slack cable1 and bend it to the shackle4 ,unshackle and bend a line to the end4 ,rouse the cable out through the hawse-hole1 slacking up on the end line1 and tricing up if necessary4 ,take out the turns by the first line passed in1 and haul in again on the end line4 ,shackle the chain again1 heave taut1 and cast off the lashings4 ,,to ,,anchor ,,with ,a ,,slip-,,rope4--,this is necessary when you are lying in an open road-stead1 where you must stand out to sea upon a gale coming up1 without taking time to get your anchor4 ,you must ride at one anchor4 ,having come to1 take a hawser round from the quarter on the same side with your anchor1 outside of everything1 and bend its end to the cable just below the hawse-hole4 ,have a buoy triced up forward1 clear of everything and carry the buoy-rope in through the hawse-hole1 and round the windlass1 with three turns1 7the first turn being outside the others17 and bend it to the shackle which is to be cast off when the cable is slipped4 ,have another buoy bent to the end of the hawser which is to be used for the slip-rope4 ,,to ,,slip ,a ,,cable4--,when ready to slip1 everything having been prepared as above1 unshackle the chain abaft the windlass1 and hoist the topsails1 reefed1 if necessary4 ,stream the buoy for the end of the chain1 and that at the end of the slip-rope aft4 ,take good turns with the slip-rope round the timber-heads1 at the quarter4 ,hoist the fore topmast staysail and back the fore topsail1 hauling in the braces on the same side with the cable1 so that she may cast to the opposite side4 ,fill the after yards1 and let go the end of the cable4 ,hold on to the slip-rope aft1 until her head is fairly off2 then let go1 brace full the head yards1 and set the spanker4 ,,coming-,,to ,,at ,a ,,slipped ,,cable4--,keep a lookout for your buoys4 ,having found them1 heave-to to windward of them1 send a boat with a strong warp and bend it to the slip-rope buoy1 take the other end to the capstan and walk the ship up to the buoy4 ,take the slip-rope through the chock1 forward1 and heave on it until you get the chain1 where the slip-rope was bent to it1 under foot4 ,make well fast the slip-rope1 then fish the buoy at the end of the chain1 haul up on that buoy-rope1 and get the end of the chain4 ,rouse it in through the hawse-hole and shackle it4 ,heave taut1 until the bend of the slip-rope is above the water1 then take the other end round aft and make it fast at the quarter-port again4 ,pass in the buoy-rope for the end of the chain1 and you are all ready for slipping again4 ,,chapter ,,xvi4 ,,getting ,,under ,,way4 ,to unmoor4 ,getting under way from a single anchor4 ,to cat and fish4 ,to get under way with a wind blowing directly out1 and riding head to it2--with a rock or shoal close astern2--when riding head to wind and tide1 and to stand out close-hauled2--wind-rode1 with a weather tide2--tide-rode1 casting to windward2--tide-rode1 wearing round4 ,,unmoor4--,pay out on your riding cable1 heaving in the slack of the other4 ,when the other is short1 trip it1 cat and fish1 and heave in on your riding cable4 ,instead of this method1 the anchor which you are not riding by may be weighed1 if it is a small one1 by the long boat4 ,send the long boat out over the anchor1 take aboard the buoy-rope1 carrying it over the roller in the boat's stern1 or through the end of a davit1 clap the watch-tackle to it1 and weigh it out of the ground4 ,this done1 and the buoy-rope and tackle secured to the boat1 heave in on the chain on board1 which will bring the anchor alongside1 the boat approaching at the same time4 ,when under the bow1 cast off the fasts to the boat1 heave up the anchor1 cat and fish4 ,,getting ,,under ,,way ,,from ,a ,,single ,,anchor4--,it is the duty of the chief mate to see all ready forward for getting under way2 the rigging fair for making sail1 the cat and fish-tackles rove1 and the fish-davit at hand4 ,heave short on your chain and pawl the windlass4 ,loose all the sails1 if the wind is light1 and sheet home and hoist up topsails1 topgallant sails1 and royals4 ,if there is a stiff breeze1 set topsails alone1 whole or reefed4 ,you should always1 if it will answer1 cast on the opposite side from your anchor2 that is1 if you are riding by your starboard anchor1 cast to port4 ,brace your head yards aback and your after yards full1 for the tack you mean to cast upon4 ,the sails being set1 man the windlass again1 give her a sheer with the helm1 and trip your anchor4 ,the mate reports when it is away4 ,as soon as it is away1 hoist the jib4 ,the fore topsail aback will pay her head off4 ,put the helm for stern-board4 ,when her head is off enough1 fill away the head yards and haul out the spanker1 shifting the helm for headway4 ,trim the yards for your course1 and make sail on her4 ,if the wind is light and the sea smooth1 you may cat and fish your anchor after you get under way2 but it is best in a rough sea to keep the vessel hove-to until the anchor is catted and fished4 ,,to ,,cat ,,and ,,fish ,,an ,,anchor4--,when the anchor is lifted and brought under foot1 pawl the windlass1 keeping a good hold on the chain4 ,overhaul down the cat-block and hook it to the ring of the anchor4 ,stretch along the cat-fall and let all hands tally on4 ,set taut on the cat-tackle and pay out a little chain4 ,hoist away the anchor to the cat-head1 and belay the fall4 ,pass the cat-stopper through the ring of the anchor1 through the chock1 belay it to the cat-tail1 and seize it to its own part4 ,overhaul down the fish-tackle1 hook the lower block to the pennant1 and hook the fish-hook to the inner fluke of the anchor4 ,rig out your fish-davit across the forecastle1 and put the bight of the pennant into the sheave-hole4 ,get a guy over it1 near the outer end1 to keep it down1 and another at the inner end1 to keep it out4 ,get the shoe over the side1 to fend off the bill of the anchor4 ,hoist the fluke well up1 pass the shank-painter under the inner arm and shank1 bring it inboard1 and belay and stop it to the timber-heads4 ,rig in the davit1 unreeve the cat-fall and fish-tackle4 ,a vessel may sometimes be got under way to advantage with the jib and spanker2 particularly if the wind is blowing directly out of the harbor4 ,heave the anchor up at once4 ,when it has broken ground1 hoist the jib1 and1 as she pays off1 haul out the spanker4 ,keep her under this sail until the anchor is catted and fished1 then make sail and stand out4 ,,to ,,get ,,under ,,way1 ,,with ,a ,,wind ,,blowing ,,directly ,,out1 ,,and ,,riding ,,head ,,to ,,it4--,suppose the ship to have her starboard anchor down4 ,heave short and clear away the jib1 and put the helm to port4 ,heave again until the anchor is up to the bows4 ,cat and fish4 ,when the anchor is a-weigh1 hoist the jib4 ,let her pay off under the jib4 ,when she gathers headway1 shift the helm1 and let fall the sails4 ,when she gets before it1 sheet home and hoist the topsails1 set the foresail1 and haul down the jib4 ,make sail aloft4 ,,to ,,get ,,under ,,way1 ,,riding ,,head ,,to ,,the ,,wind1 ,,with ,a ,,rock ,,or ,,shoal ,,close ,,astern4--,suppose you wish to cast the ship on the starboard tack4 ,heave in a safe scope on the chain1 and run out a kedge with a hawser from the starboard bow4 ,cast off the yard-arm gaskets and mast-head the topsails1 keeping the bunts fast4 ,heave taut on the hawser1 and brace the yards up for the starboard tack fore and aft1 hauling the jib sheet to windward4 ,heave up the anchor1 taking in the slack of the hawser1 cat it1 pass the stopper1 and have all ready for letting go4 ,haul ahead on the hawser1 and as soon as the kedge is short a-peak or comes home1 sheet home the topsails1 run up the jib1 and put the helm a-starboard4 ,as soon as the jib fills1 run the kedge up and take it in4 ,when the topsails take and she gathers headway1 draw the jib1 set the spanker1 board fore and main tacks1 haul aft sheets1 and right the helm4 ,if she falls off too rapidly when the topsails take1 give her the spanker and mainsail1 easing off the jib sheet4 ,when she comes to1 haul aft the jib sheet and board the fore tack4 ,if1 when the kedge is a-weigh1 she falls off on the wrong side1 let go the anchor4 ,,to ,,get ,,under ,,way1 ,,riding ,,head ,,to ,,wind ,,and ,,tide1 ,,and ,,to ,,stand ,,out ,,close-,,hauled4--,suppose you wish to cast to port4 ,heave short1 keeping the helm a-starboard4 ,set the topsails4 ,brace up the after yards for the starboard tack1 and back the head yards4 ,man the windlass and heave up the anchor4 ,when the anchor is a-weigh1 hoist the jib4 ,when she has payed off sufficiently1 fill away the head yards1 shift the helm for headway1 set the spanker1 and make sail4 ,cat and fish1 either before or after filling away4 ,if you have no room to cast on either side1 but have a vessel on each quarter1 heave short1 set the topsails1 jib1 and spanker1 brace all the yards half up for the starboard tack1 weigh the anchor1 and put the helm to port4 ,the tide acting on the rudder will sheer her head to starboard4 ,when the sails take aback and give her sternway1 the rudder and after sails will act against the head sails1 and she will drift fairly down between the two vessels4 ,keep her off or to1 by the spanker and jib4 ,when you are clear1 cast to port2 or1 haul up the spanker1 shiver the after yards1 and let her go off before it4 ,,to ,,get ,,under ,,way ,,wind-,,rode1 ,,with ,a ,,weather ,,tide2 that is1 a tide setting to windward4--,suppose you wish to cast to port4 ,heave short1 loose the sails1 and set the topsails4 ,square the after yards1 and haul in the starboard head-braces4 ,heave again1 and1 when you are a-weigh1 put the helm to port and hoist the jib4 ,when she has payed off enough1 fill away the head yards and shift the helm for headway4 ,,to ,,get ,,under ,,way1 ,,tide-,,rode1 ,,casting ,,to ,,windward4--,suppose the wind to be a little on the starboard bow1 and you wish to cast to starboard1 standing out on the larboard tack4 ,having hove short and set the topsails1 brace up the after yards for the larboard tack1 and brace the head yards aback4 ,weigh the anchor1 keeping your helm to port1 and hauling the spanker boom well over to starboard4 ,when she comes head to the wind1 hoist the jib1 with the sheet to port4 ,shift the helm for sternway4 ,as she falls off1 draw the jib1 fill the head yards1 and shift the helm for headway4 ,,to ,,get ,,under ,,way1 ,,tide-,,rode1 ,,wearing ,,round4--,suppose you have the wind on your starboard quarter1 and are obliged to wear her round and stand out on the larboard tack4 ,set the topsails1 square the head yards1 and shiver the after yards4 ,when the anchor is a-weigh1 put the helm hard a-starboard1 and give her the foresail1 if necessary4 ,having headway1 she will go round on her keel1 and you may proceed as in wearing4 ,if a vessel is in a confined situation1 without room to cast by her sails or by the tide1 she may be cast by a spring upon her cable1 leading in at that which will be the weather quarter4 ,the spring may be bent to the ring of the anchor before it is let go1 or it may be seized to the cable just outside the hawse-hole4 ,it will be remembered that when a vessel is riding head to the tide1 the helm is to be put as though she had headway2 and when the tide sets from astern1 as though she had sternway4 ,but you should be reminded that when you have the wind and tide both ahead1 if the vessel1 after you weigh your anchor1 goes astern faster than the current1 the helm must be used as for stern-board4 ,,dictionary ,,of ,,sea ,,terms4 ,,aback4 ,the situation of the sails when the wind presses their surfaces against the mast1 and tends to force the vessel astern4 ,,abaft4 ,toward the stern of a vessel4 ,,aboard4 ,within a vessel4 ,,about4 ,on the other tack4 ,,abreast4 ,alongside of4 ,side by side4 ,,accommodation4 7,see ,,ladder47 ,a-,,cock-,,bill4 ,the situation of the yards when they are topped up at an angle with the deck4 ,the situation of an anchor when it hangs to the cathead by the ring only4 ,,adrift4 ,broken from moorings or fasts4 ,without fasts4 ,,afloat4 ,resting on the surface of the water4 ,,afore4 ,forward4 ,the opposite of abaft4 ,,aft--,,after4 ,near the stern4 ,,aground4 ,touching the bottom4 ,,ahead4 ,in the direction of the vessel's head4 ,wind ahead is from the direction toward which the vessel's head points4 ,a-,,hull4 ,the situation of a vessel when she lies with all her sails furled and her helm lashed a-lee4 ,a-,,lee4 ,the situation of the helm when it is put in the opposite direction from that in which the wind blows4 ,,all-,,aback4 ,when all the sails are aback4 ,,all ,,hands4 ,the whole crew4 ,,all ,,in ,,the ,,wind4 ,when all the sails are shaking4 ,,aloft4 ,above the deck4 ,,aloof4 ,at a distance4 ,,amain4 ,suddenly4 ,at once4 ,,amidships4 ,in the centre of the vessel2 either with reference to her length or to her breadth4 ,,anchor4 ,the machine by which1 when dropped to the bottom1 the vessel is held fast4 ,,anchor-,,watch4 7,see ,,watch47 ,,an-,,end4 ,when a mast is perpendicular to the deck4 ,a-,,peek4 ,when the cable is hove taut so as to bring the vessel nearly over her anchor4 ,the yards are a-peek when they are topped up by contrary lifts4 ,,apron4 ,a piece of timber fixed behind the lower part of the stem1 just above the fore end of the keel4 ,a covering to the vent or lock of a cannon4 ,,arm4 ,,yard-,,arm4 ,the extremity of a yard4 ,also1 the lower part of an anchor1 crossing the shank and terminating in the flukes4 ,,arming4 ,a piece of tallow put in the cavity and over the bottom of a lead-line4 ,a-,,stern4 ,in the direction of the stern4 ,the opposite of ahead4 ,a-,,taunt4 7,see ,,taunt47 ,,athwart4 ,across4 ,athwart-ships4 ,across the line of the vessel's keel4 ,athwart-hawse4 ,across the direction of a vessel's head4 ,across her cable4 ,,athwart-,,ships4 ,across the length of a vessel4 ,in opposition to fore-and-aft4 ,a-,,trip4 ,the situation of the anchor when it is raised clear of the ground4 ,the same as a-weigh4 ,,avast1 or ',,vast4 ,an order to stop2 as1 ,avast heaving6 ,a-,,weather4 ,the situation of the helm when it is put in the direction from which the wind blows4 ,a-,,weigh4 ,the same as a-trip4 ,,awning4 ,a covering of canvass over a vessel's deck1 or over a boat1 to keep off sun or rain4 ,,back4 ,to back an anchor1 is to carry out a smaller one ahead of the one by which the vessel rides1 to take off some of the strain4 ,to back a sail1 is to throw it aback4 ,to back and fill1 is alternately to back and fill the sails4 ,,backstays4 ,stays running from a masthead to the vessel's side1 slanting a little aft4 7,see ,,stays47 ,,bagpipe4 ,to bagpipe the mizzen1 is to lay it aback by bringing the sheet to the weather mizzen rigging4 ,,balance-,,reef4 ,a reef in a spanker or fore-and-aft mainsail1 which runs from the outer head-earing1 diagonally1 to the tack4 ,it is the closest reef1 and makes the sail triangular1 or nearly so4 ,,bale4 ,to bale a boat1 is to throw water out of her4 ,,ballast4 ,heavy material1 as iron1 lead1 or stone1 placed in the bottom of the hold1 to keep a vessel from upsetting4 ,to freshen ballast1 is to shift it4 ,coarse gravel is called shingle ballast4 ,,bank4 ,a boat is double banked when two oars1 one opposite the other1 are pulled by men seated on the same thwart4 ,,bar4 ,a bank or shoal at the entrance of a harbor4 ,capstan-bars are heavy pieces of wood by which the capstan is hove round4 ,,bare-,,poles4 ,the condition of a ship when she has no sail set4 ,,barge4 ,a large double-banked boat1 used by the commander of a vessel1 in the navy4 ,,bark1 ,,or ,,barque4 7,see ,,plate #d47 ,a three-masted vessel1 having her fore and main masts rigged like a ship's1 and her mizzen mast like the main mast of a schooner1 with no sail upon it but a spanker1 and gaff topsail4 ,,barnacle4 ,a shell-fish often found on a vessel's bottom4 ,,battens4 ,thin strips of wood put around the hatches1 to keep the tarpaulin down4 ,also1 put upon rigging to keep it from chafing4 ,a large batten widened at the end1 and put upon rigging1 is called a scotchman4 ,,beacon4 ,a post or buoy placed over a shoal or bank to warn vessels off4 ,also as a signal-mark on land4 ,,beams4 ,strong pieces of timber stretching across the vessel1 to support the decks4 ,on the weather or lee beam1 is in a direction to windward or leeward1 at right angles with the keel4 ,on beam-ends4 ,the situation of a vessel when turned over so that her beams are inclined toward the vertical4 ,,bear4 ,an object bears so and so1 when it is in such a direction from the person looking4 ,to bear down upon a vessel1 is to approach her from the windward4 ,to bear up1 is to put the helm up and keep a vessel off from her course1 and move her to leeward4 ,to bear away1 is the same as to bear up2 being applied to the vessel instead of to the tiller4 ,to bear-a-hand4 ,to make haste4 ,,bearing4 ,the direction of an object from the person looking4 ,the bearings of a vessel1 are the widest part of her below the plank-shear4 ,that part of her hull which is on the water-line when she is at anchor and in her proper trim4 ,,beating4 ,going toward the direction of the wind1 by alternate tacks4 ,,becalm4 ,to intercept the wind4 ,a vessel or highland to windward is said to becalm another4 ,so one sail becalms another4 ,,becket4 ,a piece of rope placed so as to confine a spar or another rope4 ,a handle made of rope1 in the form of a circle1 7as the handle of a chest17 is called a becket4 ,,bees4 ,pieces of plank bolted to the outer end of the bowsprit1 to reeve the foretopmast stays through4 ,,belay4 ,to make a rope fast by turns round a pin or coil1 without hitching or seizing it4 ,,bend4 ,to make fast4 ,to bend a sail1 is to make it fast to the yard4 ,to bend a cable1 is to make it fast to the anchor4 ,a bend1 is a knot by which one rope is made fast to another4 ,,bends4 7,see ,,plate #c47 ,the strongest part of a vessel's side1 to which the beams1 knees1 and foot-hooks are bolted4 ,the part between the water's edge and the bulwarks4 ,,beneaped4 7,see ,,neaped47 ,,bentick ,,shrouds4 ,formerly used1 and extending from the futtock-staves to the opposite channels4 ,,berth4 ,the place where a vessel lies4 ,the place in which a man sleeps4 ,,between-,,decks4 ,the space between any two decks of a ship4 ,,bibbs4 ,pieces of timber bolted to the hounds of a mast1 to support the trestle-trees4 ,,bight4 ,the double part of a rope when it is folded2 in contradistinction from the ends4 ,any part of a rope may be called the bight1 except the ends4 ,also1 a bend in the shore1 making a small bay or inlet4 ,,bilge4 ,that part of the floor of a ship upon which she would rest if aground2 being the part near the keel which is more in a horizontal than a perpendicular line4 ,bilge-ways4 ,pieces of timber bolted together and placed under the bilge1 in launching4 ,bilged4 ,when the bilge is broken in4 ,bilge ,water4 ,water which settles in the bilge4 ,bilge4 ,the largest circumference of a cask4 ,,bill4 ,the point at the extremity of the fluke of an anchor4 ,,billet-,,head4 7,see ,,head47 ,,binnacle4 ,a box near the helm1 containing the compass4 ,,bitts4 ,perpendicular pieces of timber going through the deck1 placed to secure anything to4 ,the cables are fastened to them1 if there is no windlass4 ,there are also bitts to secure the windlass1 and on each side of the heel of the bowsprit4 ,,bitter1 or ,,bitter-,,end4 ,that part of the cable which is abaft the bitts4 ,,blackwall ,,hitch4 7,see ,,plate #e and page #di47 ,,blade4 ,the flat part of an oar1 which goes into the water4 ,,block4 ,a piece of wood with sheaves1 or wheels1 in it1 through which the running rigging passes1 to add to the purchase4 7,see page #ec47 ,,bluff4 ,a bluff-bowed or bluff-headed vessel is one which is full and square forward4 ,,board4 ,the stretch a vessel makes upon one tack1 when she is beating4 ,stern-board4 ,when a vessel goes stern foremost4 ,by the board4 ,said of masts1 when they fall over the side4 ,,boat-,,hook4 ,an iron hook with a long staff1 held in the hand1 by which a boat is kept fast to a wharf1 or vessel4 ,,boatswain4 7,pronounced bo-s'n47 ,a warrant officer in the navy1 who has charge of the rigging1 and calls the crew to duty4 ,,bobstays4 ,used to confine the bowsprit down to the stem or cutwater4 ,,bolsters4 ,pieces of soft wood1 covered with canvass1 placed on the trestle-trees1 for the eyes of the rigging to rest upon4 ,,bolts4 ,long cylindrical bars of iron or copper1 used to secure or unite the different parts of a vessel4 ,,bolt-,,rope4 ,the rope which goes round a sail1 and to which the canvass is sewed4 ,,bonnet4 ,an additional piece of canvass attached to the foot of a jib1 or a schooner's foresail1 by lacings4 ,taken off in bad weather4 ,,boom4 ,a spar used to extend the foot of a fore-and-aft sail or studdingsail4 ,boom-irons4 ,iron rings on the yards1 through which the studdingsail booms traverse4 ,,boot-,,topping4 ,scraping off the grass1 or other matter1 which may be on a vessel's bottom1 and daubing it over with tallow1 or some mixture4 ,,bound4 ,wind-bound4 ,when a vessel is kept in port by a head wind4 ,,bow4 ,the rounded part of a vessel1 forward4 ,,bower4 ,a working anchor1 the cable of which is bent and reeved through the hawse-hole4 ,best bower is the larger of the two bowers4 7,see page #af47 ,,bow-,,grace4 ,a frame of old rope or junk1 placed round the bows and sides of a vessel1 to prevent the ice from injuring her4 ,,bowline4 7,pronounced bo-lin47 ,a rope leading forward from the leech of a square sail1 to keep the leech well out when sailing close-hauled4 ,a vessel is said to be on a bowline1 or on a taut bowline1 when she is close-hauled4 ,bowline-bridle4 ,the span on the leech of the sail to which the bowline is toggled4 ,bowline-knot4 7,see ,,plate #e and page #di47 ,,bowse4 ,to pull upon a tackle4 ,,bowsprit4 7,pronounced bo-sprit47 ,a large and strong spar1 standing from the bows of a vessel4 7,see ,,plate #a47 ,,box-,,hauling4 ,wearing a vessel by backing the head sails4 7,see page #ge47 ,,box4 ,to box the compass1 is to repeat the thirty-two points of the compass in order4 ,,brace4 ,a rope by which a yard is turned about4 ,to brace a yard1 is to turn it about horizontally4 ,to brace up1 is to lay the yard more fore-and-aft4 ,to brace in1 is to lay it nearer square4 ,to brace aback4 7,see ,,aback47 ,to brace to1 is to brace the head yards a little aback1 in tacking or wearing4 ,,brails4 ,ropes by which the foot or lower corners of fore-and-aft sails are hauled up4 ,,brake4 ,the handle of a ship's pump4 ,,break4 ,to break bulk1 is to begin to unload4 ,to break ground1 is to lift the anchor from the bottom4 ,to break shear1 is when a vessel1 at anchor1 in tending1 is forced the wrong way by the wind or current1 so that she does not lie so well for keeping herself clear of her anchor4 ,,breaker4 ,a small cask containing water4 ,,breaming4 ,cleaning a ship's bottom by burning4 ,,breast-,,fast4 ,a rope used to confine a vessel sideways to a wharf1 or to some other vessel4 ,,breast-,,hooks4 ,knees placed in the forward part of a vessel1 across the stem1 to unite the bows on each side4 7,see ,,plate #c47 ,,breast-,,rope4 ,a rope passed round a man in the chains1 while sounding4 ,,breech4 ,the outside angle of a knee-timber4 ,the after end of a gun4 ,,breeching4 ,a strong rope used to secure the breech of a gun to the ship's side4 ,,bridle4 ,spans of rope attached to the leeches of square sails1 to which the bowlines are made fast4 ,bridle-port4 ,the foremost port1 used for stowing the anchors4 ,,brig4 ,a square-rigged vessel1 with two masts4 ,an hermaphrodite brig has a brig's foremast and a schooner's mainmast4 7,see ,,plate #d47 ,,broach-,,to4 ,to fall off so much1 when going free1 as to bring the wind round on the other quarter and take the sails aback4 ,,broadside4 ,the whole side of a vessel4 ,,broken-,,backed4 ,the state of a vessel when she is so loosened as to droop at each end4 ,,bucklers4 ,blocks of wood made to fit in the hawse-holes1 or holes in the half-ports1 when at sea4 ,those in the hawse-holes are sometimes called hawse-blocks4 ,,bulge4 7,see ,,bilge47 ,,bulk4 ,the whole cargo when stowed4 ,stowed in bulk1 is when goods are stowed loose1 instead of being stowed in casks or bags4 7,see ,,break ,,bulk47 ,,bulk ,,head4 ,temporary partitions of boards to separate different parts of a vessel4 ,,bull4 ,a sailor's term for a small keg1 holding a gallon or two4 ,,bull',s ,,eye4 7,see page #ec47 ,a small piece of stout wood with a hole in the centre for a stay or rope to reeve through1 without any sheave1 and with a groove round it for the strap1 which is usually of iron4 ,also1 a piece of thick glass inserted in the deck to let light below4 ,,bulwarks4 ,the wood work round a vessel1 above her deck1 consisting of boards fastened to stanchions and timber-heads4 ,,bum-,,boats4 ,boats which lie alongside a vessel in port with provisions and fruit to sell4 ,,bumpkin4 ,pieces of timber projecting from the vessel1 to board the fore tack to2 and from each quarter1 for the main brace-blocks4 ,,bunt4 ,the middle of a sail4 ,,buntine4 7,pronounced buntin47 ,thin woollen stuff of which a ship's colors are made4 ,,buntlines4 ,ropes used for hauling up the body of a sail4 ,,buoy4 ,a floating cask1 or piece of wood1 attached by a rope to an anchor1 to show its position4 ,also1 floated over a shoal1 or other dangerous place as a beacon4 ,to stream a buoy1 is to drop it into the water before letting go the anchor4 ,a buoy is said to watch1 when it floats upon the surface of the water4 ,,burton4 ,a tackle1 rove in a particular manner4 ,a single ,spanish burton has three single blocks1 or two single blocks and a hook in the bight of one of the running parts4 ,a double ,spanish burton has three double blocks4 7,see page #ed47 ,,butt4 ,the end of a plank where it unites with the end of another4 ,scuttle-butt4 ,a cask with a hole cut in its bilge1 and kept on deck to hold water for daily use4 ,,buttock4 ,that part of the convexity of a vessel abaft1 under the stern1 contained between the counter above and the after part of the bilge below1 and between the quarter on the side and the stern-post4 7,see ,,plate #c47 ,,by4 ,by the head4 ,said of a vessel when her head is lower in the water than her stern4 ,if her stern is lower1 she is by the stern4 ,by the lee4 7,see ,,lee4 ,see ,,run47 ,,cabin4 ,the after part of a vessel1 in which the officers live4 ,,cable4 ,a large1 strong rope1 made fast to the anchor1 by which the vessel is secured4 ,it is usually #abj fathoms in length4 ,,cable-,,tier4 7,see ,,tier47 ,,caboose4 ,a house on deck1 where the cooking is done4 ,commonly called the ,galley4 ,,calk4 7,see ,,caulk47 ,,cambered4 ,when the floor of a vessel is higher at the middle than towards the stem and stern4 ,,camel4 ,a machine used for lifting vessels over a shoal or bar4 ,,camfering4 ,taking off an angle or edge of a timber4 ,,can-,,hooks4 ,slings with flat hooks at each end1 used for hoisting barrels or light casks1 the hooks being placed round the chimes1 and the purchase hooked to the centre of the slings4 ,small ones are usually wholly of iron4 ,,cant-,,pieces4 ,pieces of timber fastened to the angles of fishes and side-trees1 to supply any part that may prove rotten4 ,,cant-,,timbers4 ,timbers at the two ends of a vessel1 raised obliquely from the keel4 ,lower ,half ,cants4 ,those parts of frames situated forward and abaft the square frames1 or the floor timbers which cross the keel4 ,,canvass4 ,the cloth of which sails are made4 ,no4 #a is the coarsest and strongest4 ,,cap4 ,a thick1 strong block of wood with two holes through it1 one square and the other round1 used to confine together the head of one mast and the lower part of the mast next above it4 7,see ,,plate #a47 ,,capsize4 ,to overturn4 ,,capstan4 ,a machine placed perpendicularly in the deck1 and used for a strong purchase in heaving or hoisting4 ,men-of-war weigh their anchors by capstans4 ,merchant vessels use a windlass4 7,see ,,bar47 ,,careen4 ,to heave a vessel down upon her side by purchases upon the masts4 ,to lie over1 when sailing on the wind4 ,,carlings4 ,short and small pieces of timber running between the beams4 ,,carrick-,,bend4 ,a kind of knot4 7,see ,,plate #e and page #ej47 ,carrick-bitts are the windlass bitts4 ,,carry-,,away4 ,to break a spar1 or part a rope4 ,,cast4 ,to pay a vessel's head off1 in getting under way1 on the tack she is to sail upon4 ,,cat4 ,the tackle used to hoist the anchor up to the cat-head4 ,cat-block1 the block of this tackle4 ,,cat-,,harpin4 ,an iron leg used to confine the upper part of the rigging to the mast4 ,,cat-,,head4 ,large timbers projecting from the vessel's side1 to which the anchor is raised and secured4 ,,cat',s-,,paw4 ,a kind of hitch made in a rope4 7,see ,,plate #e and page #ej47 ,a light current of air seen on the surface of the water during a calm4 ,,caulk4 ,to fill the seams of a vessel with oakum4 ,,cavil4 7,see ,,kevel47 ,,ceiling4 ,the inside planking of a vessel4 ,,chafe4 ,to rub the surface of a rope or spar4 ,chafing-gear is the stuff put upon the rigging and spars to prevent their chafing4 ,,chains4 7,see ,,plate #a47 ,strong links or plates of iron1 the lower ends of which are bolted through the ship's side to the timbers4 ,their upper ends are secured to the bottom of the dead-eyes in the channels4 ,also1 used familiarly for the ,,channels1 which see4 ,the chain cable of a vessel is called familiarly her chain4 ,rudder-chains lead from the outer and upper end of the rudder to the quarters4 ,they are hung slack4 ,,chain-,,plates4 ,plates of iron bolted to the side of a ship1 to which the chains and dead-eyes of the lower rigging are connected4 ,,channels4 ,broad pieces of plank bolted edgewise to the outside of a vessel4 ,used for spreading the lower rigging4 7,see ,,chains47 ,,chapelling4 ,wearing a ship round1 when taken aback1 without bracing the head yards4 7,see page #hj47 ,,check4 ,a term sometimes used for slacking off a little on a brace1 and then belaying it4 ,,cheeks4 ,the projections on each side of a mast1 upon which the trestle-trees rest4 ,the sides of the shell of a block4 ,,cheerly6 ,quickly1 with a will4 ,,chess-,,trees4 ,pieces of oak1 fitted to the sides of a vessel1 abaft the fore chains1 with a sheave in them1 to board the main tack to4 ,now out of use4 ,,chimes4 ,the ends of the staves of a cask1 where they come out beyond the head of the cask4 ,,chinse4 ,to thrust oakum into seams with a small iron4 ,,chock4 ,a wedge used to secure anything with1 or for anything to rest upon4 ,the long boat rests upon two large chocks1 when it is stowed4 ,chock-a-block4 ,when the lower block of a tackle is run close up to the upper one1 so that you can hoist no higher4 ,this is also called hoisting up two-blocks4 ,,cistern4 ,an apartment in the hold of a vessel1 having a pipe leading out through the side1 with a cock1 by which water may be let into her4 ,,clamps4 ,thick planks on the inside of vessels1 to support the ends of beams4 ,also1 crooked plates of iron fore-locked upon the trunnions of cannon4 ,any plate of iron made to turn1 open1 and shut so as to confine a spar or boom1 as1 a studdingsail boom1 or a boat's mast4 ,,clasp-,,hook4 7,see ,,clove-,,hook47 ,,cleat4 ,a piece of wood used in different parts of a vessel to belay ropes to4 ,,clew4 ,the lower corner of square sails1 and the after corner of a fore-and-aft sail4 ,to clew up1 is to haul up the clew of a sail4 ,,clew-,,garnet4 ,a rope that hauls up the clew of a foresail or mainsail in a square-rigged vessel4 ,,clewline4 ,a rope that hauls up the clew of a square sail4 ,the clew-garnet is the clewline of a course4 ,,clinch4 ,a half-hitch1 stopped to its own part4 ,,close-,,hauled4 ,applied to a vessel which is sailing with her yards braced up so as to get as much as possible to windward4 ,the same as on a taut bowline1 full and by1 on the wind1 c4 ,,clove-,,hitch4 ,two half-hitches round a spar or other rope4 7,see ,,plate #e and page #dh47 ,,clove-,,hook4 ,an iron clasp1 in two parts1 moving upon the same pivot1 and overlapping one another4 ,used for bending chain sheets to the clews of sails4 ,,club-,,haul4 ,to bring a vessel's head round on the other tack1 by letting go the lee anchor and cutting or slipping the cable4 7,see page #gf47 ,,clubbing4 ,drifting down a current with an anchor out4 7,see page #gg47 ,,coaking4 ,uniting pieces of spar by means of tabular projections1 formed by cutting away the solid of one piece into a hollow1 so as to make a projection in the other1 in such a manner that they may correctly fit1 the butts preventing the pieces from drawing asunder4 ,coaks are fitted into the beams and knees of vessels to prevent their drawing4 ,,coal ,,tar4 ,tar made from bituminous coal4 ,,coamings4 ,raised work round the hatches1 to prevent water going down into the hold4 ,,coat4 ,mast-,coat is a piece of canvass1 tarred or painted1 placed round a mast or bowsprit1 where it enters the deck4 ,,cock-,,bill4 ,to cock-bill a yard or anchor4 7,see ,a-,,cock-,,bill47 ,,cock-,,pit4 ,an apartment in a vessel of war1 used by the surgeon during an action4 ,,codline4 ,an eighteen thread line4 ,,coxswain4 7,pronounced cox'n47 ,the person who steers a boat and has charge of her4 ,,coil4 ,to lay a rope up in a ring1 with one turn or fake over another4 ,a coil is a quantity of rope laid up in that manner4 ,,collar4 ,an eye in the end or bight of a shroud or stay1 to go over the mast-head4 ,,come4 ,come home1 said of an anchor when it is broken from the ground and drags4 ,to come up a rope or tackle1 is to slack it off4 ,,companion4 ,a wooden covering over the staircase to a cabin4 ,companion-way1 the staircase to the cabin4 ,companion-ladder4 ,the ladder leading from the poop to the main deck4 ,,compass4 ,the instrument which tells the course of a vessel4 ,compass-timbers are such as are curved or arched4 ,,concluding-,,line4 ,a small line leading through the centre of the steps of a rope or ,jacob's ladder4 ,,conning1 or ,,cunning4 ,directing the helmsman in steering a vessel4 ,,counter4 7,see ,,plate #c47 ,that part of a vessel between the bottom of the stern and the wing-transom and buttock4 ,counter-timbers are short timbers put in to strengthen the counter4 ,to counter-brace yards1 is to brace the head-yards one way and the after-yards another4 ,,courses4 ,the common term for the sails that hang from a ship's lower yards4 ,the foresail is called the fore course and the mainsail the main course4 ,,cranes4 ,pieces of iron or timber at the vessel's sides1 used to stow boats or spars upon4 ,a machine used at a wharf for hoisting4 ,,crank4 ,the condition of a vessel when she is inclined to lean over a great deal and cannot bear much sail4 ,this may be owing to her construction or to her stowage4 ,,creeper4 ,an iron instrument1 like a grapnell1 with four claws1 used for dragging the bottom of a harbor or river1 to find anything lost4 ,,cringle4 ,a short piece of rope with each end spliced into the bolt-rope of a sail1 confining an iron ring or thimble4 ,,cross-,,bars4 ,round bars of iron1 bent at each end1 used as levers to turn the shank of an anchor4 ,,cross-,,chocks4 ,pieces of timber fayed across the dead-wood amidships1 to make good the deficiency of the heels of the lower futtocks4 ,,cross-,,jack4 7,pronounced croj-jack47 ,the cross-jack yard is the lower yard on the mizzen mast4 7,see ,,plate #a47 ,,cross-,,pawls4 ,pieces of timber that keep a vessel together while in her frames4 ,,cross-,,piece4 ,a piece of timber connecting two bitts4 ,,cross-,,spales4 ,pieces of timber placed across a vessel1 and nailed to the frames1 to keep the sides together until the knees are bolted4 ,,cross-,,trees4 7,see ,,plate #a47 ,pieces of oak supported by the cheeks and trestle-trees1 at the mast-heads1 to sustain the tops on the lower mast1 and to spread the topgallant rigging at the topmast-head4 ,,crow-,,foot4 ,a number of small lines rove through the uvrou to suspend an awning by4 ,,crown of an anchor1 is the place where the arms are joined to the shank4 ,to crown a knot1 is to pass the strands over and under each other above the knot4 7,see ,,plate #e1 page #df47 ,,crutch4 ,a knee or piece of knee-timber1 placed inside of a vessel1 to secure the heels of the cant-timbers abaft4 ,also1 the chock upon which the spanker-boom rests when the sail is not set4 ,,cuckold',s ,,neck4 ,a knot by which a rope is secured to a spar1 the two parts of the rope crossing each other1 and seized together4 ,,cuddy4 ,a cabin in the fore part of a boat4 ,,cuntline4 ,the space between the bilges of two casks1 stowed side by side4 ,where one cask is set upon the cuntline between two others1 they are stowed bilge and cuntline4 ,,cut-,,water4 ,the foremost part of a vessel's prow1 which projects forward of the bows4 ,,cutter4 ,a small boat4 ,also1 a kind of sloop4 ,,dagger4 ,a piece of timber crossing all the puppets of the bilge-ways to keep them together4 ,dagger-knees4 ,knees placed obliquely1 to avoid a port4 ,,davits4 ,pieces of timber or iron1 with sheaves or blocks at their ends1 projecting over a vessel's sides or stern1 to hoist boats up to4 ,also1 a spar with a roller or sheave at its end1 used for fishing the anchor1 called a fish-davit4 ,,dead-,,eye4 ,a circular block of wood1 with three holes through it1 for the lanyards of rigging to reeve through1 without sheaves1 and with a groove round it for an iron strap4 7,see page #ei47 ,,dead-,,flat4 ,one of the bends1 amidships4 ,,dead-,,lights4 ,ports placed in the cabin windows in bad weather4 ,,dead ,,reckoning4 ,a reckoning kept by observing a vessel's courses and distances by the log1 to ascertain her position4 ,,dead-,,rising1 ,,or ,,rising-,,line4 ,those parts of a vessel's floor1 throughout her whole length1 where the floor-timber is terminated upon the lower futtock4 ,,dead-,,water4 ,the eddy under a vessel's counter4 ,,dead-,,wood4 ,blocks of timber1 laid upon each end of the keel1 where the vessel narrows4 ,,deck4 ,the planked floor of a vessel1 resting upon her beams4 ,,deck-,,stopper4 ,a stopper used for securing the cable forward of the windlass or capstan1 while it is overhauled4 7,see ,,stopper47 ,,deep-,,sea-,,lead4 7,pronounced dipsey47 7,see page #ag47 ,the lead used in sounding at great depths4 ,,departure4 ,the easting or westing made by a vessel4 ,the bearing of an object on the coast from which a vessel commences her dead reckoning4 ,,derrick4 ,a single spar1 supported by stays and guys1 to which a purchase is attached1 used to unload vessels1 and for hoisting4 ,,dog4 ,a short iron bar1 with a fang or teeth at one end1 and a ring at the other4 ,used for a purchase1 the fang being placed against a beam or knee1 and the block of a tackle hooked to the ring4 ,,dog-,,vane4 ,a small vane1 made of feathers or buntin1 to show the direction of the wind4 ,,dog-,,watches4 ,half watches of two hours each1 from #d to #f1 and from #f to #h1 ,p4,m4 7,see ,,watch47 ,,dolphin4 ,a rope or strap round a mast to support the puddening1 where the lower yards rest in the slings4 ,also1 a spar or buoy with a large ring in it1 secured to an anchor1 to which vessels may bend their cables4 ,,dolphin-,,striker4 ,the martingale4 7,see ,,plate ,i47 ,,douse4 ,to lower suddenly4 ,,dowelling4 ,a method of coaking1 by letting pieces into the solid1 or uniting two pieces together by tenons4 ,,downhaul4 ,a rope used to haul down jibs1 staysails1 and studdingsails4 ,,drabler4 ,a piece of canvass laced to the bonnet of a sail1 to give it more drop4 ,,drag4 ,a machine with a bag net1 used for dragging on the bottom for anything lost4 ,,draught4 ,the depth of water which a vessel requires to float her4 ,,draw4 ,a sail draws when it is filled by the wind4 ,to draw a jib1 is to shift it over the stay to leeward1 when it is aback4 ,,drifts4 ,those pieces in the sheer-draught where the rails are cut off4 ,,drive4 ,to scud before a gale1 or to drift in a current4 ,,driver4 ,a spanker4 ,,drop4 ,the depth of a sail1 from head to foot1 amidships4 ,,drum-,,head4 ,the top of the capstan4 ,,dub4 ,to reduce the end of a timber4 ,,duck4 ,a kind of cloth1 lighter and finer than canvass2 used for small sails4 ,,dunnage4 ,loose wood or other matters1 placed on the bottom of the hold1 above the ballast1 to stow cargo upon4 ,,earing4 ,a rope attached to the cringle of a sail1 by which it is bent or reefed4 ,,eiking4 ,a piece of wood fitted to make good a deficiency in length4 ,,elbow4 ,two crosses in a hawse4 7,see page #hi47 ,,escutcheon4 ,the part of a vessel's stern where her name is written4 ,,even-,,keel4 ,the situation of a vessel when she is so trimmed that she sits evenly upon the water1 neither end being down more than the other4 ,,euvrou4 ,a piece of wood1 by which the legs of the crow-foot to an awning are extended4 7,see ,,uvrou47 ,,eye4 ,the circular part of a shroud or stay1 where it goes over a mast4 ,eye-bolt4 ,a long iron bar1 having an eye at one end1 driven through a vessel's deck or side into a timber or beam1 with the eye remaining out1 to hook a tackle to4 ,if there is a ring through this eye1 it is called a ring-bolt4 ,an ,eye-splice is a certain kind of splice made with the end of a rope4 7,see ,,plate #e and page #de47 ,eyelet-hole4 ,a hole made in a sail for a cringle or roband to go through4 ,the ,eyes of a vessel4 ,a familiar phrase for the forward part4 ,,face-,,pieces4 ,pieces of wood wrought on the fore part of the knee of the head4 ,,facing4 ,letting one piece of timber into another with a rabbet4 ,,fag4 ,a rope is fagged when the end is untwisted4 ,,fair-,,leader4 ,a strip of board or plank1 with holes in it1 for running rigging to lead through4 ,also1 a block or thimble used for the same purpose4 ,,fake4 ,one of the circles or rings made in coiling a rope4 ,,fall4 ,that part of a tackle to which the power is applied in hoisting4 ,,false ,,keel4 ,pieces of timber secured under the main keel of vessels4 ,,fancy-,,line4 ,a line rove through a block at the jaws of a gaff1 used as a downhaul4 ,also1 a line used for cross-hauling the lee topping-lift4 ,,fashion-,,pieces4 ,the aftermost timbers1 terminating the breadth and forming the shape of the stern4 ,,fast4 ,a rope by which a vessel is secured to a wharf4 ,there are bow or head1 breast1 quarter1 and stern fasts4 ,,fathom4 ,six feet4 ,,feather4 ,to feather an oar in rowing1 is to turn the blade horizontally with the top aft as it comes out of the water4 ,,feather-,,edged4 ,planks which have one side thicker than another4 ,,fenders4 ,pieces of rope or wood hung over the side of a vessel or boat1 to protect it from chafing4 ,the fenders of a neat boat are usually made of canvass and stuffed4 ,,fid4 ,a block of wood or iron1 placed through the hole in the heel of a mast1 and resting on the trestle-trees of the mast below4 ,this supports the mast4 ,also1 a wooden pin1 tapered1 used in splicing large ropes1 in opening eyes1 c4 ,,fiddle-,,block4 ,a long shell1 having one sheave over the other1 and the lower smaller than the upper4 ,,fiddle-,,head4 7,see ,,head47 ,,fife-,,rail4 ,the rail going round a mast4 ,,figure-,,head4 ,a carved head or full-length figure1 over the cut-water4 ,,fillings4 ,pieces of timber used to make the curve fair for the mouldings1 between the edges of the fish-front and the sides of the mast4 ,,filler4 7,see ,,made ,,mast47 ,,finishing4 ,carved ornaments of the quarter-galley1 below the second counter1 and above the upper lights4 ,,fish4 ,to raise the flukes of an anchor upon the gunwale4 ,also1 to strengthen a spar when sprung or weakened1 by putting in or fastening on another piece4 ,fish-front1 ,fishes-sides4 7,see ,,made ,,mast47 ,,fish-,,davit4 ,the davit used for fishing an anchor4 ,,fish-,,hook4 ,a hook with a pennant1 to the end of which the fish-tackle is hooked4 ,,fish-,,tackle4 ,the tackle used for fishing an anchor4 ,,flare4 ,when the vessel's sides go out from the perpendicular4 ,in opposition to falling-home or tumbling-in4 ,,flat4 ,a sheet is said to be hauled flat1 when it is hauled down close4 ,flat-aback1 when a sail is blown with its after surface against the mast4 ,,fleet4 ,to come up a tackle and draw the blocks apart1 for another pull1 after they have been hauled two-blocks4 ,fleet ho6 ,the order given at such times4 ,also1 to shift the position of a block or fall1 so as to haul to more advantage4 ,,flemish ,,coil4 7,see ,,french-,,fake47 ,,flemish-,,eye4 ,a kind of eye-splice4 7,see ,,plate #e and page #de47 ,,flemish-,,horse4 ,an additional foot-rope at the ends of topsail yards4 ,,floor4 ,the bottom of a vessel1 on each side of the keelson4 ,,floor ,,timbers4 ,those timbers of a vessel which are placed across the keel4 7,see ,,plate #c47 ,,flowing ,,sheet4 ,when a vessel has the wind free1 and the lee clews eased off4 ,,flukes4 ,the broad triangular plates at the extremity of the arms of an anchor1 terminating in a point called the bill4 ,,fly4 ,that part of a flag which extends from the ,union to the extreme end4 7,see ,,union47 ,,foot4 ,the lower end of a mast or sail4 7,see ,,fore-,,foot47 ,,foot-,,rope4 ,the rope stretching along a yard1 upon which men stand when reefing or furling1 formerly called horses4 ,,foot-,,waling4 ,the inside planks or lining of a vessel1 over the floor-timbers4 ,,fore4 ,used to distinguish the forward part of a vessel1 or things in that direction2 as1 fore mast1 fore hatch1 in opposition to aft or after4 ,,fore-,,and-,,aft4 ,lengthwise with the vessel4 ,in opposition to athwart-ships4 7,see ,,sails47 ,,forecastle4 ,that part of the upper deck forward of the fore mast2 or1 as some say1 forward of the after part of the fore channels4 7,see ,,plate #a47 ,also1 the forward part of the vessel1 under the deck1 where the sailors live1 in merchant vessels4 ,,fore-,,foot4 ,a piece of timber at the forward extremity of the keel1 upon which the lower end of the stem rests4 7,see ,,plate #c47 ,,fore-,,ganger4 ,a short piece of rope grafted on a harpoon1 to which the line is bent4 ,,fore-,,lock4 ,a flat piece of iron1 driven through the end of a bolt1 to prevent its drawing4 ,,fore ,,mast4 ,the forward mast of all vessels4 7,see ,,plate #a47 ,,forereach4 ,to shoot ahead1 especially when going in stays4 ,,fore-,,runner4 ,a piece of rag1 terminating the stray-line of the log-line4 ,,forge4 ,to forge ahead1 to shoot ahead2 as1 in coming to anchor1 after the sails are furled4 7,see ,,forereach47 ,,formers4 ,pieces of wood used for shaping cartridges or wads4 ,,fother1 or ,,fodder4 ,to draw a sail1 filled with oakum1 under a vessel's bottom1 in order to stop a leak4 ,,foul4 ,the term for the opposite of clear4 ,,foul ,,anchor4 ,when the cable has a turn round the anchor4 ,,foul ,,hawse4 ,when the two cables are crossed or twisted1 outside the stem4 ,,founder4 ,a vessel founders1 when she fills with water and sinks4 ,,fox4 7,see page #eb47 ,made by twisting together two or more rope-yarns4 ,a ,spanish fox is made by untwisting a single yarn and laying it up the contrary way4 ,,frap4 ,to pass ropes round a sail to keep it from blowing loose4 ,also1 to draw ropes round a vessel which is weakened1 to keep her together4 ,,free4 ,a vessel is going free1 when she has a fair wind and her yards braced in4 ,a vessel is said to be free1 when the water has been pumped out of her4 ,,freshen4 ,to relieve a rope1 by moving its place2 as1 to freshen the nip of a stay1 is to shift it1 so as to prevent its chafing through4 ,to freshen ballast1 is to alter its position4 ,,french-,,fake4 ,to coil a rope with each fake outside of the other1 beginning in the middle4 ,if there are to be riding fakes1 they begin outside and go in2 and so on4 ,this is called a ,flemish coil4 ,,full-,,and-,,by4 ,sailing close-hauled on a wind4 ,full-and-by6 ,the order given to the man at the helm to keep the sails full and at the same time close to the wind4 ,,furl4 ,to roll a sail up snugly on a yard or boom1 and secure it4 ,,futtock-,,plates4 ,iron plates crossing the sides of the top-rim perpendicularly4 ,the dead-eyes of the topmast rigging are fitted to their upper ends1 and the futtock-shrouds to their lower ends4 ,,futtock-,,shrouds4 ,short shrouds1 leading from the lower ends of the futtock-plates to a bend round the lower mast1 just below the top4 ,,futtock-,,staff4 ,a short piece of wood or iron1 seized across the upper part of the rigging1 to which the catharpin legs are secured4 ,,futtock-,,timbers4 7,see ,,plate #c47 ,those timbers between the floor and naval timbers1 and the top-timbers4 ,there are two--the lower1 which is over the floor1 and the middle1 which is over the naval timber4 ,the naval timber is sometimes called the ground futtock4 ,,gaff4 ,a spar1 to which the head of a fore-and-aft sail is bent4 7,see ,,plate #a47 ,,gaff-,,topsail4 ,a light sail set over a gaff1 the foot being spread by it4 ,,gage4 ,the depth of water of a vessel4 ,also1 her position as to another vessel1 as having the weather or lee gage4 ,,galley4 ,the place where the cooking is done4 ,,gallows-,,bitts4 ,a strong frame raised amidships1 to support spare spars1 c41 in port4 ,,gammoning4 7,see ,,plate #a47 ,the lashing by which the bowsprit is secured to the cut-water4 ,,gang-,,casks4 ,small casks1 used for bringing water on board in boats4 ,,gangway4 7,see ,,plate #a47 ,that part of a vessel's side1 amidships1 where people pass in and out of the vessel4 ,,gantline4 7,see ,,girtline47 ,,garboard-,,streak4 7,see ,,plate #c47 ,the range of planks next to the keel1 on each side4 ,,garland4 ,a large rope1 strap or grommet1 lashed to a spar when hoisting it inboard4 ,,garnet4 ,a purchase on the main stay1 for hoisting cargo4 ,,gaskets4 ,ropes or pieces of plated stuff1 used to secure a sail to the yard or boom when it is furled4 ,they are called a bunt1 quarter1 or yard-arm gasket1 according to their position on the yard4 ,,gimblet4 ,to turn an anchor round by its stock4 ,to turn anything round on its end4 ,,girt4 ,the situation of a vessel when her cables are too taut4 ,,girtline4 ,a rope rove through a single block aloft1 making a whip purchase4 ,commonly used to hoist rigging by1 in fitting it4 ,,give ,,way6 ,an order to men in a boat to pull with more force1 or to begin pulling4 ,the same as1 ,lay out on your oars6 or1 ,lay out6 ,,glut4 ,a piece of canvass sewed into the centre of a sail near the head4 ,it has an eyelet-hole in the middle for the bunt-jigger or becket to go through4 ,,gob-,,line1 or ,,gaub-,,line4 ,a rope leading from the martingale inboard4 ,the same as back-rope4 ,,goodgeon4 7,see ,,gudgeon47 ,,goose-,,neck4 ,an iron ring fitted to the end of a yard or boom1 for various purposes4 ,,goose-,,winged4 ,the situation of a course when the buntlines and lee clew are hauled up1 and the weather clew down4 ,,gores4 ,the angles at one or both ends of such cloths as increase the breadth or depth of a sail4 ,,goring-,,cloths4 ,pieces cut obliquely and put in to add to the breadth of a sail4 ,,grafting4 7,see page #eb47 ,a manner of covering a rope by weaving together yarns4 ,,grains4 ,an iron with four or more barbed points to it1 used for striking small fish4 ,,grapnel4 ,a small anchor with several claws1 used to secure boats4 ,,grappling ,,irons4 ,crooked irons1 used to seize and hold fast another vessel4 ,,grating4 ,open lattice work of wood4 ,used principally to cover hatches in good weather4 ,,greave4 ,to clean a ship's bottom by burning4 ,,gripe4 ,the outside timber of the fore-foot1 under water1 fastened to the lower stem-piece4 7,see ,,plate #c47 ,a vessel gripes when she tends to come up into the wind4 ,,gripes4 ,bars of iron1 with lanyards1 rings and clews1 by which a large boat is lashed to the ring-bolts of the deck4 ,those for a quarter-boat are made of long strips of matting1 going round her and set taut by a lanyard4 ,,grommet4 7,see ,,plate #e and page #df47 ,a ring formed of rope1 by laying round a single strand4 ,,ground ,,tackle4 ,general term for anchors1 cables1 warps1 springs1 c42 everything used in securing a vessel at anchor4 ,,ground-,,tier4 ,the lowest tier of casks in a vessel's hold4 ,,guess-,,warp1 or ,,guess-,,rope4 ,a rope fastened to a vessel or wharf1 and used to tow a boat by2 or to haul it out to the swinging-boom-end1 when in port4 ,,gun-,,tackle ,,purchase4 ,a purchase made by two single blocks4 7,see page #ed47 ,,gunwale4 7,pronounced gun-nel47 ,the upper rail of a boat or vessel4 ,,guy4 ,a rope attaching to anything to steady it1 and bear it one way and another in hoisting4 ,,gybe4 7,pronounced jibe47 ,to shift over the boom of a fore-and-aft sail4 ,,hail4 ,to speak or call to another vessel1 or to men in a different part of a ship4 ,,halyards4 ,ropes or tackles used for hoisting and lowering yards1 gaffs1 and sails4 ,,half-,,hitch4 7,see ,,plate #e and page #dh47 ,,hammock4 ,a piece of canvass1 hung at each end1 in which seamen sleep4 ,,hand4 ,to hand a sail is to furl it4 ,bear-a-hand2 make haste4 ,lend-a-hand2 assist4 ,hand-over-hand2 hauling rapidly on a rope1 by putting one hand before the other alternately4 ,,hand-,,lead4 7,see page #ag47 ,a small lead1 used for sounding in rivers and harbors4 ,,handsomely4 ,slowly1 carefully4 ,used for an order1 as1 ,lower handsomely6 ,,handspike4 ,a long wooden bar1 used for heaving at the windlass4 ,,handy ,,billy4 ,a watch-tackle4 ,,hanks4 ,rings or hoops of wood1 rope1 or iron1 round a stay1 and seized to the luff of a fore-and-aft sail4 ,,harpings4 ,the fore part of the wales1 which encompass the bows of a vessel1 and are fastened to the stem4 7,see ,,plate #c47 ,,harpoon4 ,a spear used for striking whales and other fish4 ,,hatch1 or ,,hatchway4 ,an opening in the deck to afford a passage up and down4 ,the coverings over these openings are also called hatches4 ,hatch-bar is an iron bar going across the hatches to keep them down4 ,,haul4 ,haul her wind1 said of a vessel when she comes up close upon the wind4 ,,hawse4 ,the situation of the cables before a vessel's stem1 when moored4 ,also1 the distance upon the water a little in advance of the stem2 as1 a vessel sails athwart the hawse1 or anchors in the hawse of another4 ,open hawse4 ,when a vessel rides by two anchors1 without any cross in her cables4 ,,hawse-,,hole4 ,the hole in the bows through which the cable runs4 ,,hawse-,,pieces4 ,timbers through which the hawse-holes are cut4 ,,hawse-,,block4 ,a block of wood fitted into a hawse-hole at sea4 ,,hawser4 ,a large rope used for various purposes1 as warping1 for a spring1 c4 ,,hawser-,,laid1 or ,,cable-,,laid rope1 is rope laid with nine strands against the sun4 7,see ,,plate #e and page #dc47 ,,haze4 ,a term for punishing a man by keeping him unnecessarily at work upon disagreeable or difficult duty4 ,,head4 ,the work at the prow of a vessel4 ,if it is a carved figure1 it is called a figure-head2 if simple carved work1 bending over and out1 a billet-head2 and if bending in1 like the head of a violin1 a fiddle-head4 ,also1 the upper end of a mast1 called a mast-head4 7,see ,,by-,,the-,,head4 ,see ,,fast47 ,,head-,,ledges4 ,thwartship pieces that frame the hatchways4 ,,head-,,sails4 ,a general name given to all sails that set forward of the fore-mast4 ,,heart4 ,a block of wood in the shape of a heart1 for stays to reeve through4 ,,heart-,,yarns4 ,the centre yarns of a strand4 ,,heave ,,short4 ,to heave in on the cable until the vessel is nearly over her anchor4 ,,heave-,,to4 ,to put a vessel in the position of lying-to4 7,see ,,lie-,,to47 ,,heave ,,in ,,stays4 ,to go about in tacking4 ,,heaver4 ,a short wooden bar1 tapering at each end4 ,used as a purchase4 ,,heel4 ,the after part of the keel4 ,also1 the lower end of a mast or boom4 ,also1 the lower end of the stern-post4 ,to heel1 is to lie over on one side4 ,,heeling4 ,the square part of the lower end of a mast1 through which the fid-hole is made4 ,,helm4 ,the machinery by which a vessel is steered1 including the rudder1 tiller1 wheel1 c4 ,applied more particularly1 perhaps1 to the tiller4 ,,helm-,,port4 ,the hole in the counter through which the rudder-head passes4 ,,helm-,,port-,,transom4 ,a piece of timber placed across the lower counter1 inside1 at the height of the helm-port1 and bolted through every timber1 for the security of that port4 7,see ,,plate #c47 ,,high ,,and ,,dry4 ,the situation of a vessel when she is aground1 above water mark4 ,,hitch4 ,a peculiar manner of fastening ropes4 7,see ,,plate #e and page #dh47 ,,hog4 ,a flat1 rough broom1 used for scrubbing the bottom of a vessel4 ,,hogged4 ,the state of a vessel when1 by any strain1 she is made to droop at each end1 bringing her centre up4 ,,hold4 ,the interior of a vessel1 where the cargo is stowed4 ,,hold ,,water4 ,to stop the progress of a boat by keeping the oar-blades in the water4 ,,holy-,,stone4 ,a large stone1 used for cleaning a ship's decks4 ,,home4 ,the sheets of a sail are said to be home1 when the clews are hauled chock out to the sheave-holes4 ,an anchor comes home when it is loosened from the ground and is hove in toward the vessel4 ,,hood4 ,a covering for a companion hatch1 skylight1 c4 ,,hood-,,ends1 or ,,hooding-,,ends1 or ,,whooden-,,ends4 ,those ends of the planks which fit into the rabbets of the stem or stern-post4 ,,hook-,,and-,,butt4 ,the scarfing1 or laying the ends of timbers over each other4 ,,horns4 ,the jaws of booms4 ,also1 the ends of cross-trees4 ,,horse4 7,see ,,foot-,,rope47 ,,hounds4 ,those projections at the mast-head serving as shoulders for the top or trestle-trees to rest upon4 ,,house4 ,to house a mast1 is to lower it about half its length1 and secure it by lashing its heel to the mast below4 7,see page #cg47 ,to house a gun1 is to run it in clear of the port and secure it4 ,,housing1 or ,,house-,,line4 7,pronounced houze-lin47 ,a small cord made of three small yarns1 and used for seizings4 ,,hull4 ,the body of a vessel4 7,see ,a-,,hull47 ,,in-,,and-,,out4 ,a term sometimes used for the scantline of the timbers1 the moulding way1 and particularly for those bolts that are driven into the hanging and lodging knees1 through the sides1 which are called in-and-out bolts4 ,,inner-,,post4 ,a piece brought on at the fore side of the main-post1 and generally continued as high as the wing-transom1 to seat the other transoms upon4 ,,irons4 ,a ship is said to be in irons1 when1 in working1 she will not cast one way or the other4 ,,jack4 ,a common term for the jack-cross-trees4 7,see ,,union47 ,,jack-,,block4 ,a block used in sending topgallant masts up and down4 ,,jack-,,cross-,,trees4 7,see ,,plate #a47 ,iron cross-trees at the head of long topgallant masts4 ,,jack-,,staff4 ,a short staff1 raised at the bowsprit cap1 upon which the ,union ,jack is hoisted4 ,,jack-,,stays4 ,ropes stretched taut along a yard to bend the head of the sail to4 ,also1 long strips of wood or iron1 used now for the same purpose4 ,,jack-,,screw4 ,a purchase1 used for stowing cotton4 ,,jacob',s ,,ladder4 ,a ladder made of rope1 with wooden steps4 ,,jaws4 ,the inner ends of booms or gaffs1 hollowed in4 ,,jeers4 ,tackles for hoisting the lower yards4 ,,jewel-,,blocks4 ,single blocks at the yard-arms1 through which the studdingsail halyards lead4 ,,jib4 7,see ,,plate #b47 ,a triangular sail set on a stay1 forward4 ,flying-jib sets outside of the jib2 and the jib-o'-jib outside of that4 ,,jib-,,boom4 7,see ,,plate #a47 ,the boom1 rigged out beyond the bowsprit1 to which the tack of the jib is lashed4 ,,jigger4 ,a small tackle1 used about decks or aloft4 ,,jolly-,,boat4 ,a small boat1 usually hoisted at the stern4 ,,junk4 ,condemned rope1 cut up and used for making mats1 swabs1 oakum1 c4 ,,jury-,,mast4 ,a temporary mast1 rigged at sea1 in place of one lost4 ,,keckling4 ,old rope wound round cables1 to keep them from chafing4 7,see ,,rounding47 ,,kedge4 ,a small anchor1 with an iron stock1 used for warping4 ,to kedge1 is to warp a vessel ahead by a kedge and hawser4 ,,keel4 7,see ,,plate #c47 ,the lowest and principal timber of a vessel1 running fore-and-aft its whole length1 and supporting the whole frame4 ,it is composed of several pieces1 placed lengthwise1 and scarfed and bolted together4 7,see ,,false ,,keel47 ,,keel-,,haul4 ,to haul a man under a vessel's bottom1 by ropes at the yard-arms on each side4 ,formerly practised as a punishment in ships of war4 ,,keelson4 7,see ,,plate #c47 ,a timber placed over the keel on the floor-timbers1 and running parallel with it4 ,,kentledge4 ,pig-iron ballast1 laid each side of the keelson4 ,,kevel1 or ,,cavil4 ,a strong piece of wood1 bolted to some timber or stanchion1 used for belaying large ropes to4 ,,kevel-,,heads4 ,timber-heads1 used as kevels4 ,,kink4 ,a twist in a rope4 ,,knees4 7,see ,,plate #c47 ,crooked pieces of timber1 having two arms1 used to connect the beams of a vessel with her timbers4 7,see ,,dagger47 ,lodging-knees1 are placed horizontally1 having one arm bolted to a beam1 and the other across two of the timbers4 ,knee of the head1 is placed forward of the stem1 and supports the figure-head4 ,,knight-,,heads1 or ,,bollard-,,timbers4 ,the timbers next the stem on each side1 and continued high enough to form a support for the bowsprit4 7,see ,,plate #c47 ,,knittles1 or ,,nettles4 7,see page #ea47 ,the halves of two adjoining yarns in a rope1 twisted up together1 for pointing or grafting4 ,also1 small line used for seizings and for hammock-clews4 ,,knock-,,off6 ,an order to leave off work4 ,,knot4 ,a division on the log-line1 answering to a mile of distance4 7,see page #ag47 ,,labor4 ,a vessel is said to labor when she rolls or pitches heavily4 ,,lacing4 ,rope used to lash a sail to a gaff1 or a bonnet to a sail4 ,also1 a piece of compass or knee timber1 fayed to the back of the figure-head and the knee of the head1 and bolted to each4 ,,land-,,fall4 ,the making land after being at sea4 ,a good land-fall1 is when a vessel makes the land as intended4 ,,land ,,ho6 ,the cry used when land is first seen4 ,,lanyards4 ,ropes rove through dead-eyes for setting up rigging4 ,also1 a rope made fast to anything to secure it1 or as a handle1 is called a lanyard4 ,,larboard4 ,the left side of a vessel1 looking forward4 ,,larbowlines4 ,the familiar term for the men in the larboard watch4 ,,large4 ,a vessel is said to be going large1 when she has the wind free4 ,,latchings4 ,loops on the head rope of a bonnet1 by which it is laced to the foot of the sail4 ,,launch4 ,a large boat4 ,the ,,long-,,boat4 ,,launch ,,ho6 ,high enough6 ,,lay4 ,to come or to go2 as1 ,lay aloft6 ,lay forward6 ,lay aft6 ,also1 the direction in which the strands of a rope are twisted2 as1 from left to right1 or from right to left4 ,,leach4 7,see ,,leech47 ,,leachline4 ,a rope used for hauling up the leach of a sail4 ,,lead4 ,a piece of lead1 in the shape of a cone or pyramid1 with a small hole at the base1 and a line attached to the upper end1 used for sounding4 7,see ,,hand-,,lead1 ,,deep-,,sea-,,lead47 ,,leading-,,wind4 ,a fair wind4 ,more particularly applied to a wind abeam or quartering4 ,,leak4 ,a hole or breach in a vessel1 at which the water comes in4 ,,ledges4 ,small pieces of timber placed athwart-ships under the decks of a vessel1 between the beams4 ,,lee4 ,the side opposite to that from which the wind blows2 as1 if a vessel has the wind on her starboard side1 that will be the weather1 and the larboard will be the lee side4 ,a lee shore is the shore upon which the wind is blowing4 ,under the lee of anything1 is when you have that between you and the wind4 ,by the lee4 ,the situation of a vessel1 going free1 when she has fallen off so much as to bring the wind round her stern1 and to take her sails aback on the other side4 ,,lee-,,board4 ,a board fitted to the lee side of flat-bottomed boats1 to prevent their drifting to leeward4 ,,lee-,,gage4 7,see ,,gage47 ,,leeway4 ,what a vessel loses by drifting to leeward4 ,when sailing close-hauled with all sail set1 a vessel should make no leeway4 ,if the topgallant sails are furled1 it is customary to allow one point2 under close-reefed topsails1 two points2 when under one close-reefed sail1 four or five points4 ,,leech1 or ,,leach4 ,the border or edge of a sail1 at the sides4 ,,leefange4 ,an iron bar1 upon which the sheets of fore-and-aft sails traverse4 ,also1 a rope rove through the cringle of a sail which has a bonnet to it1 for hauling in1 so as to lace on the bonnet4 ,not much used4 ,,leeward4 7,pronounced lu-ard47 ,the lee side4 ,in a direction opposite to that from which the wind blows1 which is called windward4 ,the opposite of lee is weather1 and of leeward is windward2 the two first being adjectives4 ,,lie-,,to1 is to stop the progress of a vessel at sea1 either by counter-bracing the yards1 or by reducing sail so that she will make little or no headway1 but will merely come to and fall off by the counteraction of the sails and helm4 ,,life-,,lines4 ,ropes carried along yards1 booms1 c41 or at any part of the vessel1 for men to hold on by4 ,,lift4 ,a rope or tackle1 going from the yard-arms to the mast-head1 to support and move the yard4 ,also1 a term applied to the sails when the wind strikes them on the leeches and raises them slightly4 ,,light4 ,to move or lift anything along2 as1 to ,light out to windward6 that is1 haul the sail over to windward4 ,the light sails are all above the topsails1 also the studdingsails and flying jib4 ,,lighter4 ,a large boat1 used in loading and unloading vessels4 ,,limbers1 or ,,limber-,,holes4 ,holes cut in the lower part of the floor-timbers1 next the keelson1 forming a passage for the water fore-and-aft4 ,limber-boards are placed over the limbers1 and are movable4 ,limber-rope4 ,a rope rove fore-and-aft through the limbers1 to clear them if necessary4 ,limber-streak4 ,the streak of foot-waling nearest the keelson4 ,,list4 ,the inclination of a vessel to one side2 as1 a list to port1 or a list to starboard4 ,,lizard4 ,a piece of rope1 sometimes with two legs1 and one or more iron thimbles spliced into it4 ,it is used for various purposes4 ,one with two legs1 and a thimble to each1 is often made fast to the topsail tye1 for the buntlines to reeve through4 ,a single one is sometimes used on the swinging-boom topping-lift4 ,,locker4 ,a chest or box1 to stow anything away in4 ,chain-locker4 ,where the chain cables are kept4 ,boatswain's locker4 ,where tools and small stuff for working upon rigging are kept4 ,,log1 or ,,log-,,book4 ,a journal kept by the chief officer1 in which the situation of the vessel1 winds1 weather1 courses1 distances1 and everything of importance that occurs1 is noted down4 ,log4 ,a line with a piece of board1 called the log-chip1 attached to it1 wound upon a reel1 and used for ascertaining the ship's rate of sailing4 7,see page #ag47 ,,long-,,boat4 ,the largest boat in a merchant vessel4 ,when at sea1 it is carried between the fore and main masts4 ,,longers4 ,the longest casks1 stowed next the keelson4 ,,long-,,timbers4 ,timbers in the cant-bodies1 reaching from the dead-wood to the head of the second futtock4 ,,loof4 ,that part of a vessel where the planks begin to bend as they approach the stern4 ,,loom4 ,that part of an oar which is within the row-lock4 ,also1 to appear above the surface of the water2 to appear larger than nature1 as in a fog4 ,,lubber',s ,,hole4 ,a hole in the top1 next the mast4 ,,luff4 ,to put the helm so as to bring the ship up nearer to the wind4 ,spring-a-luff6 ,keep your luff6 c4 ,orders to luff4 ,also1 the roundest part of a vessel's bow4 ,also1 the forward leech of fore-and-aft sails4 ,,luff-,,tackle4 ,a purchase composed of a double and single block4 7,see page #ed47 ,luff-upon-luff4 ,a luff tackle applied to the fall of another4 ,,lugger4 ,a small vessel carrying lug-sails4 ,lug-sail4 ,a sail used in boats and small vessels1 bent to a yard which hangs obliquely to the mast4 ,,lurch4 ,the sudden rolling of a vessel to one side4 ,,lying-,,to4 7,see ,,lie-,,to47 ,,made4 ,a made mast or block is one composed of different pieces4 ,a ship's lower mast is a made spar1 her topmast is a whole spar4 ,,mall1 or ,,maul4 7,pronounced mawl47 ,a heavy iron hammer used in driving bolts4 7,see ,,top-,,maul47 ,,mallet4 ,a small maul1 made of wood2 as1 caulking-mallet2 also1 serving-mallet1 used in putting service on a rope4 ,,manger4 ,a coaming just within the hawse hole4 ,not much in use4 ,,man-,,ropes4 ,ropes used in going up and down a vessel's side4 ,,marl4 ,to wind or twist a small line or rope round another4 ,,marline4 7,pronounced mar-lin47 ,small two-stranded stuff1 used for marling4 ,a finer kind of spunyarn4 ,,marling-,,hitch4 ,a kind of hitch used in marling4 ,,marlingspike4 ,an iron pin1 sharpened at one end1 and having a hole in the other for a lanyard4 ,used both as a fid and a heaver4 ,,marry4 ,to join ropes together by a worming over both4 ,,martingale4 ,a short1 perpendicular spar1 under the bowsprit-end1 used for guying down the head-stays4 7,see ,,dolphin-,,striker47 ,,mast4 ,a spar set upright from the deck1 to support rigging1 yards and sails4 ,masts are whole or made4 ,,mat4 ,made of strands of old rope1 and used to prevent chafing4 ,,mate4 ,an officer under the master4 ,,maul4 7,see ,,mall47 ,,mend4 ,to mend service1 is to add more to it4 ,,meshes4 ,the places between the lines of a netting4 ,,mess4 ,any number of men who eat or lodge together4 ,,messenger4 ,a rope used for heaving in a cable by the capstan4 ,,midships4 ,the timbers at the broadest part of the vessel4 7,see ,,amidships47 ,,miss-,,stays4 ,to fail of going about from one tack to another4 7,see page #gd47 ,,mizzen-,,mast4 ,the aftermost mast of a ship4 7,see ,,plate #a47 ,the spanker is sometimes called the mizzen4 ,,monkey ,,block4 ,a small single block strapped with a swivel4 ,,moon-,,sail4 ,a small sail sometimes carried in light winds1 above a sky sail4 ,,moor4 ,to secure by two anchors4 7,see page #hh47 ,,mortice4 ,a morticed block is one made out of a whole block of wood with a hole cut in it for the sheave2 in distinction from a made block4 7,see page #ec47 ,,moulds4 ,the patterns by which the frames of a vessel are worked out4 ,,mouse4 ,to put turns of rope yarn or spunyarn round the end of a hook and its standing part1 when it is hooked to anything1 so as to prevent its slipping out4 ,,mousing4 ,a knot or puddening1 made of yarns1 and placed on the outside of a rope4 ,,muffle4 ,oars are muffled by putting mats or canvass round their looms in the row-locks4 ,,munions4 ,the pieces that separate the lights in the galleries4 ,,naval ,,hoods1 or ,,hawse ,,bolsters4 ,plank above and below the hawse-holes4 ,,neap ,,tides4 ,low tides1 coming at the middle of the moon's second and fourth quarters4 7,see ,,spring ,,tides47 ,,neaped1 or ,,beneaped4 ,the situation of a vessel when she is aground at the height of the spring tides4 ,,near4 ,close to wind4 ,near6 the order to the helmsman when he is too near the wind4 ,,netting4 ,network of rope or small lines4 ,used for stowing away sails or hammocks4 ,,nettles4 7,see ,,knittles47 ,,ninepin ,,block4 ,a block in the form of a ninepin1 used for a fair-leader in the rail4 ,,nip4 ,a short turn in a rope4 ,,nippers4 ,a number of yarns marled together1 used to secure a cable to the messenger4 ,,nock4 ,the forward upper end of a sail that sets with a boom4 ,,nun-,,buoy4 ,a buoy tapering at each end4 ,,nut4 ,projections on each side of the shank of an anchor1 to secure the stock to its place4 ,,oakum4 ,stuff made by picking rope-yarns to pieces4 ,used for caulking1 and other purposes4 ,,oar4 ,a long wooden instrument with a flat blade at one end1 used for propelling boats4 ,,off-,,and-,,on4 ,to stand on different tacks towards and from the land4 ,,offing4 ,distance from the shore4 ,,orlop4 ,the lower deck of a ship of the line2 or that on which the cables are stowed4 ,,out-,,haul4 ,a rope used for hauling out the clew of a boom sail4 ,,out-,,rigger4 ,a spar rigged out to windward from the tops or cross-trees1 to spread the breast-backstays4 7,see page #be47 ,,overhaul4 ,to overhaul a tackle1 is to let go the fall and pull on the leading parts so as to separate the blocks4 ,to overhaul a rope1 is generally to pull a part through a block so as to make slack4 ,to overhaul rigging1 is to examine it4 ,,over-,,rake4 ,said of heavy seas which come over a vessel's head when she is at anchor1 head to the sea4 ,,painter4 ,a rope attached to the bows of a boat1 used for making her fast4 ,,palm4 ,a piece of leather fitted over the hand1 with an iron for the head of a needle to press against in sewing upon canvass4 ,also1 the fluke of an anchor4 ,,panch4 7,see ,,paunch47 ,,parbuckle4 ,to hoist or lower a spar or cask by single ropes passed round it4 ,,parcel4 7,see page #dd47 ,to wind tarred canvass1 7called parcelling17 round a rope4 ,,parcelling4 7,see ,,parcel47 ,,parliament-,,heel4 ,the situation of a vessel when she is careened4 ,,parral4 ,the rope by which a yard is confined to a mast at its centre4 ,,part4 ,to break a rope4 ,,partners4 ,a frame-work of short timber fitted to the hole in a deck1 to receive the heel of a mast or pump1 c4 ,,pazaree4 ,a rope attached to the clew of the foresail and rove through a block on the swinging boom4 ,used for guying the clews out when before the wind4 ,,paunch ,,mat4 ,a thick mat1 placed at the slings of a yard or elsewhere4 ,,pawl4 ,a short bar of iron1 which prevents the capstan or windlass from turning back4 ,to pawl1 is to drop a pawl and secure the windlass or capstan4 ,,pay-,,off4 ,when a vessel's head falls off from the wind4 ,to pay4 ,to cover over with tar or pitch4 ,to pay out4 ,to slack up on a cable and let it run out4 ,,peak4 ,the upper outer corner of a gaff-sail4 ,,peak4 7,see ,a-,,peak47 ,a stay-peak is when the cable and fore stay form a line4 ,a short stay-peak is when the cable is too much in to form this line4 ,,pendant1 or ,,pennant4 ,a long narrow piece of bunting1 carried at the mast-head4 ,broad pennant1 is a square piece1 carried in the same way1 in a commodore's vessel4 ,pennant4 ,a rope to which a purchase is hooked4 ,a long strap fitted at one end to a yard or mast-head1 with a hook or block at the other end1 for a brace to reeve through1 or to hook a tackle to4 ,,pillow4 ,a block which supports the inner end of the bowsprit4 ,,pin4 ,the axis on which a sheave turns4 ,also1 a short piece of wood or iron to belay ropes to4 ,,pink-,,stern4 ,a high1 narrow stern4 ,,pinnace4 ,a boat1 in size between the launch and a cutter4 ,,pintle4 ,a metal bolt1 used for hanging a rudder4 ,,pitch4 ,a resin taken from pine1 and used for filling up the seams of a vessel4 ,,planks4 ,thick1 strong boards1 used for covering the sides and decks of vessels4 ,,plat4 ,a braid of foxes4 7,see ,,fox47 ,,plate4 7,see ,,chain-,,plate47 ,,plug4 ,a piece of wood1 fitted into a hole in a vessel or boat1 so as to let in or keep out water4 ,,point4 ,to take the end of a rope and work it over with knittles4 7,see page #ea4 ,see ,,reef-,,points47 ,,pole4 ,applied to the highest mast of a ship1 usually painted2 as1 skysail pole4 ,,poop4 ,a deck raised over the after part of the spar deck4 ,a vessel is pooped when the sea breaks over her stern4 ,,poppets4 ,perpendicular pieces of timber fixed to the fore-and-aft part of the bilge-ways in launching4 ,,port4 ,used instead of larboard4 ,to port the helm1 is to put it to the larboard4 ,,port1 or ,,port-,,hole4 ,holes in the side of a vessel1 to point cannon out of4 7,see ,,bridle47 ,,portoise4 ,the gunwale4 ,the yards are a-portoise when they rest on the gunwale4 ,,port-,,sills4 7,see ,,sills47 ,,preventer4 ,an additional rope or spar1 used as a support4 ,,prick4 ,a quantity of spunyarn or rope laid close up together4 ,,pricker4 ,a small marlinspike1 used in sail-making4 ,it generally has a wooden handle4 ,,puddening4 ,a quantity of yarns1 matting or oakum1 used to prevent chafing4 ,,pump-,,brake4 ,the handle to the pump4 ,,purchase4 ,a mechanical power which increases the force applied4 ,to purchase1 is to raise by a purchase4 ,,quarter4 ,the part of a vessel's side between the after part of the main chains and the stern4 ,the quarter of a yard is between the slings and the yard-arm4 ,the wind is said to be quartering1 when it blows in a line between that of the keel and the beam and abaft the latter4 ,,quarter-,,block4 ,a block fitted under the quarters of a yard on each side the slings1 for the clewlines and sheets to reeve through4 ,,quarter-,,deck4 ,that part of the upper deck abaft the main-mast4 ,,quarter-,,master4 ,a petty officer in a man-of-war1 who attends the helm and binnacle at sea1 and watches for signals1 c41 when in port4 ,,quick-,,work4 ,that part of a vessel's side which is above the chain-wales and decks4 ,so called in ship-building4 ,,quilting4 ,a coating about a vessel1 outside1 formed of ropes woven together4 ,,quoin4 ,a wooden wedge for the breech of a gun to rest upon4 ,,race4 ,a strong1 rippling tide4 ,,rack4 ,to seize two ropes together1 with cross-turns4 ,also1 a fair-leader for running rigging4 ,,rack-,,block4 ,a course of blocks made from one piece of wood1 for fair-leaders4 ,,rake4 ,the inclination of a mast from the perpendicular4 ,,ramline4 ,a line used in mast-making to get a straight middle line on a spar4 ,,range ,,of ,,cable4 ,a quantity of cable1 more or less1 placed in order for letting go the anchor or paying out4 ,,ratlines4 7,pronounced rat-lins47 ,lines running across the shrouds1 horizontally1 like the rounds of a ladder1 and used to step upon in going aloft4 ,,rattle ,,down ,,rigging4 ,to put ratlines upon rigging4 ,it is still called rattling down1 though they are now rattled up2 beginning at the lowest4 7,see page #bc47 ,,razee4 ,a vessel of war which has had one deck cut down4 ,,reef4 ,to reduce a sail by taking in upon its head1 if a square sail1 and its foot1 if a fore-and-aft sail4 ,,reef-,,band4 ,a band of stout canvass sewed on the sail across1 with points in it1 and earings at each end for reefing4 ,a reef is all of the sail that is comprehended between the head of the sail and the first reef-band1 or between two reef-bands4 ,,reef-,,tackle4 ,a tackle used to haul the middle of each leech up toward the yard1 so that the sail may be easily reefed4 ,,reeve4 ,to pass the end of a rope through a block1 or any aperture4 ,,relieving ,,tackle4 ,a tackle hooked to the tiller in a gale of wind1 to steer by in case anything should happen to the wheel or tiller-ropes4 ,,render4 ,to pass a rope through a place4 ,a rope is said to render or not1 according as it goes freely through any place4 ,,rib-,,bands4 ,long1 narrow1 flexible pieces of timber nailed to the outside of the ribs1 so as to encompass the vessel lengthwise4 ,,ribs4 ,a figurative term for a vessel's timbers4 ,,ride ,,at ,,anchor4 ,to lie at anchor4 ,also1 to bend or bear down by main strength and weight2 as1 to ride down the main tack4 ,,riders4 ,interior timbers placed occasionally opposite the principal ones1 to which they are bolted1 reaching from the keelson to the beams of the lower deck4 ,also1 casks forming the second tier in a vessel's hold4 ,,rigging4 ,the general term for all the ropes of a vessel4 7,see ,,running1 ,,standing47 ,also1 the common term for the shrouds with their ratlines2 as1 the main rigging1 mizzen rigging1 c4 ,,right4 ,to right the helm1 is to put it amidships4 ,,rim4 ,the edge of a top4 ,,ring4 ,the iron ring at the upper end of an anchor1 to which the cable is bent4 ,,ring-,,bolt4 ,an eye-bolt with a ring through the eye4 7,see ,,eye-,,bolt47 ,,ring-,,tail4 ,a small sail1 shaped like a jib1 set abaft the spanker in light winds4 ,,roach4 ,a curve in the foot of a square sail1 by which the clews are brought below the middle of the foot4 ,the roach of a fore-and-aft sail is in its forward leech4 ,,road1 or ,,roadstead4 ,an anchorage at some distance from the shore4 ,,robands4 7,see ,,rope-,,bands47 ,,rolling ,,tackle4 ,tackles used to steady the yards in a heavy sea4 ,,rombowline4 ,condemned canvass1 rope1 c4 ,,rope-,,bands1 or ,,robands4 ,small pieces of two or three yarn spunyarn or marline1 used to confine the head of the sail to the yard or gaff4 ,rope-yarn4 ,a thread of hemp1 or other stuff1 of which a rope is made4 7,see page #dc47 ,,rough-,,tree4 ,an unfinished spar4 ,,round ,,in4 ,to haul in on a rope1 especially a weather-brace4 ,,round ,,up4 ,to haul up on a tackle4 ,,rounding4 ,a service of rope1 hove round a spar or larger rope4 ,,rowlocks1 or ,,rollocks4 ,places cut in the gunwale of a boat for the oar to rest in while pulling4 ,,royal4 ,a light sail next above a topgallant sail4 7,see ,,plate #b47 ,,royal ,,yard4 ,the yard from which the royal is set4 ,the fourth from the deck4 7,see ,,plate #a47 ,,rubber4 ,a small instrument used to rub or flatten down the seams of a sail in sail-making4 ,,rudder4 ,the machine by which a vessel or boat is steered4 ,,run4 ,the after part of a vessel's bottom1 which rises and narrows in approaching the stern-post4 ,by the run4 ,to let go by the run1 is to let go altogether1 instead of slacking off4 ,,rung-,,heads4 ,the upper ends of the floor-timbers4 ,,runner4 ,a rope used to increase the power of a tackle4 ,it is rove through a single block which you wish to bring down1 and a tackle is hooked to each end1 or to one end1 the other being made fast4 ,,running ,,rigging4 ,the ropes that reeve through blocks1 and are pulled and hauled1 such as braces1 halyards1 c42 in opposition to the standing rigging1 the ends of which are securely seized1 such as stays1 shrouds1 c4 7,see page #dc47 ,,saddles4 ,pieces of wood hollowed out to fit on the yards to which they are nailed1 having a hollow in the upper part for the boom to rest in4 ,,sag4 ,to sag to leeward1 is to drift off bodily to leeward4 ,,sails are of two kinds3 square sails1 which hang from yards1 their foot lying across the line of the keel1 as the courses1 topsails1 c42 and fore-and-aft sails1 which set upon gaffs1 or on stays1 their foot running with the line of the keel1 as jib1 spanker1 c4 ,,sail ,,ho6 ,the cry used when a sail is first discovered at sea4 ,,save-,,all4 ,a small sail sometimes set under the foot of a lower studdingsail4 7,see ,,water ,,sail47 ,,scantling4 ,a term applied to any piece of timber1 with regard to its breadth and thickness1 when reduced to the standard size4 ,,scarf4 ,to join two pieces of timber at their ends by shaving them down and placing them over-lapping4 ,,schooner4 7,see ,,plate #d47 ,a small vessel with two masts and no tops4 ,a fore-and-aft schooner has only fore-and-aft sails4 ,a topsail schooner carries a square fore topsail1 and frequently1 also1 topgallant sail and royal4 ,there are some schooners with three masts4 ,they also have no tops4 ,a main-topsail schooner is one that carries square topsails1 fore and aft4 ,,score4 ,a groove in a block or dead-eye4 ,,scotchman4 ,a large batten placed over the turnings-in of rigging4 7,see ,,batten47 ,,scraper4 ,a small1 triangular iron instrument1 with a handle fitted to its centre1 and used for scraping decks and masts4 ,,scrowl4 ,a piece of timber bolted to the knees of the head1 in place of a figure-head4 ,,scud4 ,to drive before a gale1 with no sail1 or only enough to keep the vessel ahead of the sea4 ,also1 low1 thin clouds that fly swiftly before the wind4 ,,scull4 ,a short oar4 ,to scull1 is to impel a boat by one oar at the stern4 ,,scuppers4 ,holes cut in the water-ways for the water to run from the decks4 ,,scuttle4 ,a hole cut in a vessel's deck1 as1 a hatchway4 ,also1 a hole cut in any part of a vessel4 ,to scuttle1 is to cut or bore holes in a vessel to make her sink4 ,,scuttle-,,butt4 7,see ,,butt47 ,,seams4 ,the intervals between planks in a vessel's deck or side4 ,,seize4 ,to fasten ropes together by turns of small stuff4 ,,seizings4 7,see page #ea47 ,the fastenings of ropes that are seized together4 ,,selvagee4 ,a skein of rope-yarns or spunyarn1 marled together4 ,used as a neat strap4 7,see page #ej47 ,,send4 ,when a ship's head or stern pitches suddenly and violently into the trough of the sea4 ,,sennit1 or ,,sinnit4 7,see page #eb47 ,a braid1 formed by plaiting rope-yarns or spunyarn together4 ,straw1 plaited in the same way for hats1 is called sennit4 ,,serve4 7,see page #dd47 ,to wind small stuff1 as rope-yarns1 spunyarn1 c41 round a rope1 to keep it from chafing4 ,it is wound and hove round taut by a serving-board or mallet4 ,,service1 is the stuff so wound round4 ,,set4 ,to set up rigging1 is to tauten it by tackles4 ,the seizings are then put on afresh4 ,,shackles4 ,links in a chain cable which are fitted with a movable bolt so that the chain can be separated4 ,,shakes4 ,the staves of hogsheads taken apart4 ,,shank4 ,the main piece in an anchor1 at one end of which the stock is made fast1 and at the other the arms4 ,,shank-,,painter4 ,a strong rope by which the lower part of the shank of an anchor is secured to the ship's side4 ,,sharp ,,up4 ,said of yards when braced as near fore-and-aft as possible4 ,,sheathing4 ,a casing or covering on a vessel's bottom4 ,,shears4 ,two or more spars1 raised at angles and lashed together near their upper ends1 used for taking in masts4 7,see page #eb47 ,,shear ,,hulk4 ,an old vessel fitted with shears1 c41 and used for taking out and putting in the masts of other vessels4 ,,sheave4 ,the wheel in a block upon which the rope works4 ,sheave-hole1 the place cut in a block for the ropes to reeve through4 ,,sheep-,,shank4 ,a kind of hitch or bend1 used to shorten a rope temporarily4 7,see ,,plate #e and page #ej47 ,,sheer1 or ,,sheer-,,strake4 ,the line of plank on a vessel's side1 running fore-and-aft under the gunwale4 ,also1 a vessel's position when riding by a single anchor4 ,,sheet4 ,a rope used in setting a sail1 to keep the clew down to its place4 ,with square sails1 the sheets run through each yard-arm4 ,with boom sails1 they haul the boom over one way and another4 ,they keep down the inner clew of a studdingsail and the after clew of a jib4 7,see ,,home47 ,,sheet ,,anchor4 ,a vessel's largest anchor3 not carried at the bow4 ,,shell4 ,the case of a block4 ,,shingle4 7,see ,,ballast47 ,,ship4 ,a vessel with three masts1 with tops and yards to each4 7,see ,,plate #d47 ,to enter on board a vessel4 ,to fix anything in its place4 ,,shiver4 ,to shake the wind out of a sail by bracing it so that the wind strikes upon the leech4 ,,shoe4 ,a piece of wood used for the bill of an anchor to rest upon1 to save the vessel's side4 ,also1 for the heels of shears1 c4 ,,shoe-,,block4 ,a block with two sheaves1 one above the other1 the one horizontal and the other perpendicular4 ,,shore4 ,a prop or stanchion1 placed under a beam4 ,to shore1 to prop up4 ,,shrouds4 ,a set of ropes reaching from the mast-heads to the vessel's sides1 to support the masts4 ,,sills4 ,pieces of timber put in horizontally between the frames to form and secure any opening2 as1 for ports4 ,,sister ,,block4 ,a long piece of wood with two sheaves in it1 one above the other1 with a score between them for a seizing1 and a groove around the block1 lengthwise4 ,,skids4 ,pieces of timber placed up and down a vessel's side1 to bear any articles off clear that are hoisted in4 ,,skin4 ,the part of a sail which is outside and covers the rest when it is furled4 ,also1 familiarly1 the sides of the hold2 as1 an article is said to be stowed next the skin4 ,,skysail4 ,a light sail next above the royal4 7,see ,,plate #b47 ,,sky-,,scraper4 ,a name given to a skysail when it is triangular4 ,,slabline4 ,a small line used to haul up the foot of a course4 ,,slack4 ,the part of a rope or sail that hangs down loose4 ,slack in stays1 said of a vessel when she works slowly in tacking4 ,,sleepers4 ,the knees that connect the transoms to the after timbers on the ship's quarter4 ,,sling4 ,to set a cask1 spar1 gun1 or other article1 in ropes1 so as to put on a tackle and hoist or lower it4 ,,slings4 ,the ropes used for securing the centre of a yard to the mast4 ,yard-slings are now made of iron4 ,also1 a large rope fitted so as to go round any article which is to be hoisted or lowered4 ,,slip4 ,to let a cable go and stand out to sea4 7,see page #ij47 ,,slip-,,rope4 ,a rope bent to the cable just outside the hawse-hole1 and brought in on the weather quarter1 for slipping4 7,see page #ij47 ,,sloop4 ,a small vessel with one mast4 7,see ,,plate #d47 ,,sloop ,,of ,,war4 ,a vessel of any rig1 mounting between #ah and #cb guns4 ,,slue4 ,to turn anything round or over4 ,,small ,,stuff4 ,the term for spunyarn1 marline1 and the smallest kinds of rope1 such as ratline-stuff1 c4 ,,snake4 ,to pass small stuff across a seizing1 with marling hitches at the outer turns4 ,,snatch-,,block4 ,a single block1 with an opening in its side below the sheave1 or at the bottom1 to receive the bight of a rope4 ,,snotter4 ,a rope going over a yard-arm1 with an eye1 used to bend a tripping-line to in sending down topgallant and royal yards in vessels of war4 ,,snow4 ,a kind of brig1 formerly used4 ,,snub4 ,to check a rope suddenly4 ,,snying4 ,a term for a circular plank edgewise1 to work in the bows of a vessel4 ,,so6 ,an order to 'vast hauling upon anything when it has come to its right position4 ,,sole4 ,a piece of timber fastened to the foot of the rudder1 to make it level with the false keel4 ,,sound4 ,to get the depth of water by a lead and line4 7,see page #he47 ,the pumps are sounded by an iron sounding rod1 marked with a scale of feet and inches4 ,,span4 ,a rope with both ends made fast1 for a purchase to be hooked to its bight4 ,,spanker4 ,the after sail of a ship or bark4 ,it is a fore-and-aft sail1 setting with a boom and gaff4 7,see ,,plate #b47 ,,spar4 ,the general term for all masts1 yards1 booms1 gaffs1 c4 ,,spell4 ,the common term for a portion of time given to any work4 ,to spell1 is to relieve another at his work4 ,spell ho6 ,an exclamation used as an order or request to be relieved at work by another4 ,,spencer4 ,a fore-and-aft sail1 set with a gaff and no boom1 and hoisting from a small mast called a spencer-mast1 just abaft the fore and main masts4 7,see ,,plates #b and #d47 ,,spill4 ,to shake the wind out of a sail by bracing it so that the wind may strike its leech and shiver it4 ,,spilling ,,line4 ,a rope used for spilling a sail4 ,rove in bad weather4 ,,spindle4 ,an iron pin upon which the capstan moves4 ,also1 a piece of timber forming the diameter of a made mast4 ,also1 any long pin or bar upon which anything revolves4 ,,spirketing4 ,the planks from the water-ways to the port-sills4 ,,splice4 7,see ,,plate #e and page #dd47 ,to join two ropes together by interweaving their strands4 ,,spoon-,,drift4 ,water swept from the tops of the waves by the violence of the wind in a tempest1 and driven along before it1 covering the surface of the sea4 ,,spray4 ,an occasional sprinkling dashed from the top of a wave by the wind1 or by its striking an object4 ,,spring4 ,to crack or split a mast4 ,to spring a leak1 is to begin to leak4 ,to spring a luff1 is to force a vessel close to the wind1 in sailing4 ,,spring-,,stay4 ,a preventer-stay1 to assist the regular one4 7,see ,,stay47 ,,spring ,,tides4 ,the highest and lowest course of tides1 occurring every new and full moon4 ,,sprit4 ,a small boom or gaff1 used with some sails in small boats4 ,the lower end rests in a becket or snotter by the foot of the mast1 and the other end spreads and raises the outer upper corner of the sail1 crossing it diagonally4 ,a sail so rigged in a boat is called a sprit-sail4 ,,sprit-,,sail-,,yard4 7,see ,,plate #a47 ,a yard lashed across the bowsprit or knight-heads1 and used to spread the guys of the jib and flying jib-boom4 ,there was formerly a sail bent to it called a sprit-sail4 ,,spunyarn4 7,see page #dd47 ,a cord formed by twisting together two or three rope-yarns4 ,,spurling ,,line4 ,a line communicating between the tiller and tell-tale4 ,,spurs4 ,pieces of timber fixed on the bilge-ways1 their upper ends being bolted to the vessel's sides above the water4 ,also1 curved pieces of timber1 serving as half beams1 to support the decks where whole beams cannot be placed4 ,,spur-,,shoes4 ,large pieces of timber that come abaft the pump-well4 ,,square4 ,yards are squared when they are horizontal and at right angles with the keel4 ,squaring by the lifts makes them horizontal2 and by the braces1 makes them at right angles with the vessel's line4 ,also1 the proper term for the length of yards4 ,a vessel has square yards when her yards are unusually long4 ,a sail is said to be very square on the head when it is long on the head4 ,to square a yard1 in working ship1 means to bring it in square by the braces4 ,,square-,,sail4 ,a temporary sail1 set at the fore-mast of a schooner or sloop when going before the wind4 7,see ,,sail47 ,,stabber4 ,a ,,pricker4 ,,staff4 ,a pole or mast1 used to hoist flags upon4 ,,stanchions4 7,see ,,plate #c47 ,upright posts of wood or iron1 placed so as to support the beams of a vessel4 ,also1 upright pieces of timber1 placed at intervals along the sides of a vessel1 to support the bulwarks and rail1 and reaching down to the bends1 by the side of the timbers1 to which they are bolted4 ,also1 any fixed1 upright support2 as to an awning1 or for the man-ropes4 ,,stand ,,by6 ,an order to be prepared4 ,,standard4 ,an inverted knee1 placed above the deck instead of beneath it2 as1 bitt-standard1 c4 ,,standing4 ,the standing part of a rope is that part which is fast1 in opposition to the part that is hauled upon2 or the main part1 in opposition to the end4 ,the standing part of a tackle is that part which is made fast to the blocks and between that and the next sheave1 in opposition to the hauling and leading parts4 ,,standing ,,rigging4 7,see page #dc47 ,that part of a vessel's rigging which is made fast and not hauled upon4 7,see ,,running47 ,,starboard4 ,the right side of a vessel1 looking forward4 ,,starbowlines4 ,the familiar term for the men in the starboard watch4 ,,start4 ,to start a cask1 is to open it4 ,,stay4 ,to tack a vessel1 or put her about1 so that the wind1 from being on one side1 is brought upon the other1 round the vessel's head4 7,see ,,tack1 ,,wear47 ,to stay a mast1 is to incline it forward or aft1 or to one side or the other1 by the stays and backstays4 ,thus1 a mast is said to be stayed too much forward or aft1 or too much to port1 c4 ,stays4 ,large ropes1 used to support masts1 and leading from the head of some mast down to some other mast1 or to some part of the vessel4 ,those which lead forward are called fore-and-aft stays2 and those which lead down to the vessel's sides1 backstays4 7,see ,,backstays47 ,in stays1 or hove in stays1 the situation of a vessel when she is staying1 or going about from one tack to the other4 ,,staysail4 ,a sail which hoists upon a stay4 ,,steady6 ,an order to keep the helm as it is4 ,,steerage4 ,that part of the between-decks which is just forward of the cabin4 ,,steeve4 ,a bowsprit steeves more or less1 according as it is raised more or less from the horizontal4 ,the steeve is the angle it makes with the horizon4 ,also1 a long1 heavy spar1 with a place to fit a block at one end1 and used in stowing certain kinds of cargo1 which need be driven in close4 ,,stem4 7,see ,,plate #c47 ,a piece of timber reaching from the forward end of the keel1 to which it is scarfed1 up to the bowsprit1 and to which the two sides of the vessel are united4 ,,stemson4 ,a piece of compass-timber1 fixed on the after part of the apron inside4 ,the lower end is scarfed into the keelson1 and receives the scarf of the stem1 through which it is bolted4 ,,step4 ,a block of wood secured to the keel1 into which the heel of the mast is placed4 ,to step a mast1 is to put it in its step4 ,,stern4 7,see ,,plate #c47 ,the after end of a vessel4 7,see ,,by ,,the ,,stern47 ,,stern-,,board4 ,the motion of a vessel when going stern foremost4 ,,stern-,,frame4 ,the frame composed of the stern-post transom and the fashion-pieces4 ,,stern-,,post4 7,see ,,plate #c47 ,the aftermost timber in a ship1 reaching from the after end of the keel to the deck4 ,the stem and stern-post are the two extremes of a vessel's frame4 ,inner stern-post4 ,a post on the inside1 corresponding to the stern-post4 ,,stern-,,sheets4 ,the after part of a boat1 abaft the rowers1 where the passengers sit4 ,,stiff4 ,the quality of a vessel which enables it to carry a great deal of sail without lying over much on her side4 ,the opposite to crank4 ,,stirrups4 ,ropes with thimbles at their ends1 through which the foot-ropes are rove1 and by which they are kept up toward the yards4 ,,stock4 ,a beam of wood1 or a bar of iron1 secured to the upper end of the shank of an anchor1 at right angles with the arms4 ,an iron stock usually goes with a key1 and unships4 ,,stocks4 ,the frame upon which a vessel is built4 ,,stools4 ,small channels for the dead-eyes of the backstays4 ,,stopper4 ,a stout rope with a knot at one end1 and sometimes a hook at the other1 used for various purposes about decks2 as1 making fast a cable1 so as to overhaul4 7,see ,,cat ,,stopper1 ,,deck ,,stopper47 ,,stopper ,,bolts4 ,ring-bolts to which the deck stoppers are secured4 ,,stop4 ,a fastening of small stuff4 ,also1 small projections on the outside of the cheeks of a lower mast1 at the upper parts of the hounds4 ,,strand4 7,see page #dc47 ,a number of rope-yarns twisted together4 ,three1 four or nine strands twisted together form a rope4 ,a rope is stranded when one of its strands is parted or broken by chafing or by a strain4 ,a vessel is stranded when she is driven on shore4 ,,strap4 ,a piece of rope spliced round a block to keep its parts well together4 ,some blocks have iron straps1 in which case they are called iron bound4 ,,streak1 or ,,strake4 ,a range of planks running fore and aft on a vessel's side4 ,,stream4 ,the stream anchor is one used for warping1 c41 and sometimes as a lighter anchor to moor by1 with a hawser4 ,it is smaller than the bowers1 and larger than the kedges4 ,to stream a buoy1 is to drop it into the water4 ,stretchers4 ,pieces of wood placed across a boat's bottom1 inside1 for the oarsmen to press their feet against1 in rowing4 ,also1 cross pieces placed between a boat's sides to keep them apart when hoisted up and griped4 ,,strike4 ,to lower a sail or colors4 ,,studdingsails4 7,see ,,plate #b47 ,light sails set outside the square sails1 on booms rigged out for that purpose4 ,they are only carried with a fair wind and in moderate weather4 ,,sued1 or ,,sewed4 ,the condition of a ship when she is high and dry on shore4 ,if the water leaves her two feet1 she sues1 or is sued1 two feet4 ,,supporters4 ,the knee-timbers under the cat-heads4 ,,surf4 ,the breaking of the sea upon the shore4 ,,surge4 ,a large1 swelling wave4 ,to surge a rope or cable1 is to slack it up suddenly where it renders round a pin1 or round the windlass or capstan4 ,surge ho6 ,the notice given when a cable is to be surged4 ,,swab4 ,a mop1 formed of old rope1 used for cleaning and drying decks4 ,,sweep4 ,to drag the bottom for an anchor4 ,also1 large oars1 used in small vessels to force them ahead4 ,,swift4 ,to bring two shrouds or stays close together by ropes4 ,,swifter4 ,the forward shroud to a lower-mast4 ,also1 ropes used to confine the capstan bars to their places when shipped4 ,,swig4 ,a term used by sailors for the mode of hauling off upon the bight of a rope when its lower end is fast4 ,,swivel4 ,a long link of iron1 used in chain cables1 made so as to turn upon an axis and keep the turns out of a chain4 ,,syphering4 ,lapping the edges of planks over each other for a bulkhead4 ,,tabling4 ,letting one beam-piece into another4 7,see ,,scarfing47 ,also1 the broad hem on the borders of sails1 to which the bolt-rope is sewed4 ,,tack4 ,to put a ship about1 so that from having the wind on one side1 you bring it round on the other by the way of her head4 ,the opposite of wearing4 ,a vessel is on the starboard tack1 or has her starboard tacks on board1 when she has the wind on her starboard side4 ,the rope or tackle by which the weather clew of a course is hauled forward and down to the deck4 ,the tack of a fore-and-aft sail is the rope that keeps down the lower forward clew2 and of a studdingsail1 the lower outer clew4 ,the tack of the lower studdingsail is called the outhaul4 ,also1 that part of a sail to which the tack is attached4 ,,tackle4 7,pronounced tay-cle47 ,a purchase1 formed by a rope rove through one or more blocks4 ,,taffrail1 or ,,tafferel4 ,the rail round a ship's stern4 ,,tail4 ,a rope spliced into the end of a block and used for making it fast to rigging or spars4 ,such a block is called a tail-block4 ,a ship is said to tail up or down stream1 when at anchor1 according as her stern swings up or down with the tide2 in opposition to heading one way or another1 which is said of a vessel when under way4 ,,tail-,,tackle4 ,a watch-tackle4 7,see page #ed47 ,,tail ,,on6 or ,,tally ,,on6 ,an order given to take hold of a rope and pull4 ,,tank4 ,an iron vessel placed in the hold to contain the vessel's water4 ,,tar4 ,a liquid gum1 taken from pine and fir trees1 and used for caulking1 and to put upon yarns in rope-making1 and upon standing rigging1 to protect it from the weather4 ,,tarpaulin4 ,a piece of canvass1 covered with tar1 used for covering hatches1 boats1 c4 ,also1 the name commonly given to a sailor's hat when made of tarred or painted cloth4 ,,taut4 ,tight4 ,,taunt4 ,high or tall4 ,commonly applied to a vessel's masts4 ,all-a-taunt-o4 ,said of a vessel when she has all her light and tall masts and spars aloft4 ,,tell-,,tale4 ,a compass hanging from the beams of the cabin1 by which the heading of a vessel may be known at any time4 ,also1 an instrument connected with the barrel of the wheel1 and traversing so that the officer may see the position of the tiller4 ,,tend4 ,to watch a vessel at anchor at the turn of tides1 and cast her by the helm1 and some sail if necessary1 so as to keep turns out of her cables4 ,,tenon4 ,the heel of a mast1 made to fit into the step4 ,,thick-,,and-,,thin ,,block4 ,a block having one sheave larger than the other4 ,sometimes used for quarter-blocks4 ,,thimble4 ,an iron ring1 having its rim concave on the outside for a rope or strap to fit snugly round4 ,,thole-,,pins4 ,pins in the gunwale of a boat1 between which an oar rests when pulling1 instead of a rowlock4 ,,throat4 ,the inner end of a gaff1 where it widens and hollows in to fit the mast4 7,see ,,jaws47 ,also1 the hollow part of a knee4 ,the throat brails1 halyards1 c41 are those that hoist or haul up the gaff or sail near the throat4 ,also1 the angle where the arm of an anchor is joined to the shank4 ,,thrum4 ,to stick short strands of yarn through a mat or piece of canvass1 to make a rough surface4 ,,thwarts4 ,the seats going across a boat1 upon which the oarsmen sit4 ,,thwartships4 7,see ,,athwartships47 ,,tide4 ,to tide up or down a river or harbor1 is to work up or down with a fair tide and head wind or calm1 coming to anchor when the tide turns4 ,,tide-,,rode4 ,the situation of a vessel1 at anchor1 when she swings by the force of the tide4 ,in opposition to wind-rode4 ,,tier4 ,a range of casks4 ,also1 the range of the fakes of a cable or hawser4 ,the cable tier is the place in a hold or between decks where the cables are stowed4 ,,tiller4 ,a bar of wood or iron1 put into the head of the rudder1 by which the rudder is moved4 ,,tiller-,,ropes4 ,ropes leading from the tiller-head round the barrel of the wheel1 by which a vessel is steered4 ,,timber4 ,a general term for all large pieces of wood used in ship-building4 ,also1 more particularly1 long pieces of wood in a curved form1 bending outward1 and running from the keel up1 on each side1 forming the ribs of a vessel4 ,the keel1 stem1 stern-posts and timbers form a vessel's outer frame4 7,see ,,plate #c47 ,,timber-,,heads4 7,see ,,plate #c47 ,the ends of the timbers that come above the decks4 ,used for belaying hawsers and large ropes4 ,,timenoguy4 ,a rope carried taut between different parts of the vessel1 to prevent the sheet or tack of a course from getting foul1 in working ship4 ,,toggle4 ,a pin placed through the bight or eye of a rope1 block-strap1 or bolt1 to keep it in its place1 or to put the bight or eye of another rope upon1 and thus to secure them both together4 ,,tompion4 ,a bung or plug placed in the mouth of a cannon4 ,,top4 ,a platform1 placed over the head of a lower mast1 resting on the trestle-trees1 to spread the rigging1 and for the convenience of men aloft4 7,see ,,plate #a47 ,to top up a yard or boom1 is to raise up one end of it by hoisting on the lift4 ,,top-,,block4 ,a large iron-bound block1 hooked into a bolt under the lower cap1 and used for the top-rope to reeve through in sending up and down topmasts4 ,,top-,,light4 ,a signal lantern carried in the top4 ,,top-,,lining4 ,a lining on the after part of sails1 to prevent them from chafing against the top-rim4 ,,topmast4 7,see ,,plate #a47 ,the second mast above the deck4 ,next above the lower mast4 ,,topgallant ,,mast4 7,see ,,plate #a47 ,the third mast above the deck4 ,,top-,,rope4 ,the rope used for sending topmasts up and down4 ,,topsail4 7,see ,,plate #b47 ,the second sail above the deck4 ,,topgallant ,,sail4 7,see ,,plate #b47 ,the third sail above the deck4 ,,topping-,,lift4 7,see ,,plate #a47 ,a lift used for topping up the end of a boom4 ,,top ,,timbers4 ,the highest timbers on a vessel's side1 being above the futtocks4 7,see ,,plate #c47 ,,toss4 ,to throw an oar out of the rowlock1 and raise it perpendicularly on its end1 and lay it down in the boat1 with its blade forward4 ,,touch4 ,a sail is said to touch1 when the wind strikes the leech so as to shake it a little4 ,luff and touch her6 ,the order to bring the vessel up and see how near she will go to the wind4 ,,tow4 ,to draw a vessel along by means of a rope4 ,,train-,,tackle4 ,the tackle used for running guns in and out4 ,,transoms4 7,see ,,plate #c47 ,pieces of timber going across the stern-post1 to which they are bolted4 ,,transom-,,knees4 ,knees bolted to the transoms and after timbers4 ,,traveller4 ,an iron ring1 fitted so as to slip up and down a rope4 ,,treenails1 or ,,trunnels4 ,long wooden pins1 used for nailing a plank to a timber4 ,,trend4 ,the lower end of the shank of an anchor1 being the same distance on the shank from the throat that the arm measures from the throat to the bill4 ,,trestle-,,trees4 ,two strong pieces of timber1 placed horizontally and fore-and-aft on opposite sides of a mast-head1 to support the cross-trees and top1 and for the fid of the mast above to rest upon4 ,,triatic ,,stay4 ,a rope secured at each end to the heads of the fore and main masts1 with thimbles spliced into its bight1 to hook the stay tackles to4 ,,trice4 ,to haul up by means of a rope4 ,,trick4 ,the time allotted to a man to stand at the helm4 ,,trim4 ,the condition of a vessel1 with reference to her cargo and ballast4 ,a vessel is trimmed by the head or by the stern4 ,in ballast trim1 is when she has only ballast on board4 ,also1 to arrange the sails by the braces with reference to the wind4 ,,trip4 ,to raise an anchor clear of the bottom4 ,,tripping ,,line4 ,a line used for tripping a topgallant or royal yard in sending it down4 ,,truck4 ,a circular piece of wood1 placed at the head of the highest mast on a ship4 ,it has small holes or sheaves in it for signal halyards to be rove through4 ,also1 the wheel of a gun-carriage4 ,,trunnions4 ,the arms on each side of a cannon by which it rests upon the carriage1 and on which1 as an axis1 it is elevated or depressed4 ,,truss4 ,the rope by which the centre of a lower yard is kept in toward the mast4 ,,trysail4 ,a fore-and-aft sail1 set with a boom and gaff1 and hoisting on a small mast abaft the lower mast1 called a trysail-mast4 ,this name is generally confined to the sail so carried at the mainmast of a full-rigged brig2 those carried at the foremast and at the mainmast of a ship or bark being called spencers1 and those that are at the mizzenmast of a ship or bark1 spankers4 ,,tumbling ,,home4 ,said of a ship's sides when they fall in above the bends4 ,the opposite of wall-sided4 ,,turn4 ,passing a rope once or twice round a pin or kevel1 to keep it fast4 ,also1 two crosses in a cable4 ,to turn in or turn out1 nautical terms for going to rest in a berth or hammock1 and getting up from them4 ,turn up6 ,the order given to send the men up from between decks4 ,,tye4 ,a rope connected with a yard1 to the other end of which a tackle is attached for hoisting4 ,,unbend4 ,to cast off or untie4 7,see ,,bend47 ,,union4 ,the upper inner corner of an ensign4 ,the rest of the flag is called the fly4 ,the union of the ,u4,s4 ensign is a blue field with white stars1 and the fly is composed of alternate white and red stripes4 ,union-down4 ,the situation of a flag when it is hoisted upside down1 bringing the union down instead of up4 ,used as a signal of distress4 ,union-jack4 ,a small flag1 containing only the union1 without the fly1 usually hoisted at the bowsprit-cap4 ,,unmoor4 ,to heave up one anchor so that the vessel may ride at a single anchor4 7,see ,moor47 ,,unship4 7,see ,,ship47 ,,uvrou4 7,see ,,euvrou47 ,,vane4 ,a fly worn at the mast-head1 made of feathers or buntine1 traversing on a spindle1 to show the direction of the wind4 7,see ,,dog ,,vane47 ,,vang4 7,see ,,plate #a47 ,a rope leading from the peak of the gaff of a fore-and-aft sail to the rail on each side1 and used for steadying the gaff4 ',,vast4 7,see ,,avast47 ,,veer4 ,said of the wind when it changes4 ,also1 to slack a cable and let it run out4 7,see ,,pay47 ,to veer and haul1 is to haul and slack alternately on a rope1 as in warping1 until the vessel or boat gets headway4 ,,viol1 or ,,voyal4 ,a larger messenger sometimes used in weighing an anchor by a capstan4 ,also1 the block through which the messenger passes4 ,,waist4 ,that part of the upper deck between the quarter-deck and forecastle4 ,waisters4 ,green hands1 or broken-down seamen1 placed in the waist of a man-of-war4 ,,wake4 ,the track or path a ship leaves behind her in the water4 ,,wales4 ,strong planks in a vessel's sides1 running her whole length fore and aft4 ,,wall4 ,a knot put on the end of a rope4 7,see ,,plate #e and page #df47 ,,wall-,,sided4 ,a vessel is wall-sided when her sides run up perpendicularly from the bends4 ,in opposition to tumbling-home or flaring out4 ,,ward-,,room4 ,the room in a vessel of war in which the commissioned officers live4 ,,ware1 or ,,wear4 ,to turn a vessel round1 so that1 from having the wind on one side1 you bring it upon the other1 carrying her stern round by the wind4 ,in tacking1 the same result is produced by carrying a vessel's head round by the wind4 ,,warp4 ,to move a vessel from one place to another by means of a rope made fast to some fixed object1 or to a kedge4 ,a warp is a rope used for warping4 ,if the warp is bent to a kedge which is let go1 and the vessel is hove ahead by the capstan or windlass1 it would be called kedging4 ,,wash-,,boards4 ,light pieces of board placed above the gunwale of a boat4 ,,watch4 7,see page #afg47 ,a division of time on board ship4 ,there are seven watches in a day1 reckoning from #ab ,m4 round through the #bd hours1 five of them being of four hours each1 and the two others1 called dog watches1 of two hours each1 viz41 from #d to #f1 and from #f to #h1 ,p4,m4 7,see ,,dog ,,watch47 ,also1 a certain portion of a ship's company1 appointed to stand a given length of time4 ,in the merchant service all hands are divided into two watches1 larboard and starboard1 with a mate to command each4 ,a buoy is said to watch when it floats on the surface4 ,,watch-,,and-,,watch4 ,the arrangement by which the watches are alternated every other four hours4 ,in distinction from keeping all hands during one or more watches4 7,see page #afg47 ,anchor watch1 a small watch of one or two men1 kept while in port4 ,,watch ,,ho6 ,,watch6 ,the cry of the man that heaves the deep-sea-lead4 ,,watch-,,tackle4 7,see page #ed47 ,a small luff purchase with a short fall1 the double block having a tail to it1 and the single one a hook4 ,used for various purposes about decks4 ,,water ,,sail4 ,a save-all1 set under the swinging-boom4 ,,water-,,ways4 ,long pieces of timber1 running fore and aft on both sides1 connecting the deck with the vessel's sides4 ,the scuppers are made through them to let the water off4 7,see ,,plate #c47 ,,wear4 7,see ,,ware47 ,,weather4 ,in the direction from which the wind blows4 7,see ,,windward1 ,,lee47 ,a ship carries a weather helm when she tends to come up into the wind1 requiring you to put the helm up4 ,weather gage4 ,a vessel has the weather gage of another when she is to windward of her4 ,a weatherly ship1 is one that works well to windward1 making but little leeway4 ,,weather-,,bitt4 ,to take an additional turn with a cable round the windlass-end4 ,,weather ,,roll4 ,the roll which a ship makes to windward4 ,,weigh4 ,to lift up2 as1 to weigh an anchor or a mast4 ,,wheel4 ,the instrument by which a ship is steered2 being a barrel1 7round which the tiller-ropes go17 and a wheel with spokes4 ,,whip4 7,see page #ed47 ,a purchase formed by a rope rove through a single block4 ,to whip1 is to hoist by a whip4 ,also1 to secure the end of a rope from fagging by a seizing of twine4 ,whip-upon-whip4 ,one whip applied to the fall of another4 ,,winch4 ,a purchase formed by a horizontal spindle or shaft with a wheel or crank at the end4 ,a small one with a wheel is used for making ropes or spunyarn4 ,,windlass4 ,the machine used in merchant vessels to weigh the anchor by4 ,,wind-,,rode4 ,the situation of a vessel at anchor when she swings and rides by the force of the wind1 instead of the tide or current4 7,see ,,tide-,,rode47 ,,wing4 ,that part of the hold or between-decks which is next the side4 ,,wingers4 ,casks stowed in the wings of a vessel4 ,,wing-,,and-,,wing4 ,the situation of a fore-and-aft vessel when she is going dead before the wind1 with her foresail hauled over on one side and her mainsail on the other4 ,,withe1 or ,,wythe4 ,an iron instrument fitted on the end of a boom or mast1 with a ring to it1 through which another boom or mast is rigged out and secured4 ,,woold4 ,to wind a piece of rope round a spar1 or other thing4 ,,work ,,up4 ,to draw the yarns from old rigging and make them into spunyarn1 foxes1 sennit1 c4 ,also1 a phrase for keeping a crew constantly at work upon needless matters1 and in all weathers1 and beyond their usual hours1 for punishment4 ,,worm4 7,see page #dd47 ,to fill up between the lays of a rope with small stuff wound round spirally4 ,stuff so wound round is called worming4 ,,wring4 ,to bend or strain a mast by setting the rigging up too taut4 ,,wring-,,bolts4 ,bolts that secure the planks to the timbers4 ,,wring-,,staves4 ,strong pieces of plank used with the wring-bolts4 ,,yacht4 7,pronounced yot47 ,a vessel of pleasure or state4 ,,yard4 7,see ,,plate #a47 ,a long piece of timber1 tapering slightly toward the ends1 and hung by the centre to a mast1 to spread the square sails upon4 ,,yard-,,arm4 ,the extremities of a yard4 ,,yard-,,arm ,,and ,,yard-,,arm4 ,the situation of two vessels1 lying alongside one another1 so near that their yard-arms cross or touch4 ,,yarn4 7,see ,,rope-,,yarn47 ,,yaw4 ,the motion of a vessel when she goes off from her course4 ,,yeoman4 ,a man employed in a vessel of war to take charge of a storeroom2 as1 boatswain's yeoman1 the man that has charge of the stores1 of rigging1 c4 ,,yoke4 ,a piece of wood placed across the head of a boat's rudder1 with a rope attached to each end1 by which the boat is steered4 ,,part ,,ii4 ,,chapter ,i4 ,,the ,,master4 ,beginning of the voyage4 ,shipping the crew4 ,outfit4 ,provisions4 ,watches4 ,navigation4 ,log-book4 ,observations4 ,working ship4 ,day's work4 ,discipline4 ,in the third part of this work1 it will be seen that the shipmaster is a person to whom1 both by the general marine law of all commercial nations and by the special statutes of the ,united ,states1 great powers are confided1 and upon whom heavy responsibilities rest4 ,the shipmaster will find there what are his legal rights1 duties and remedies as to owner1 ship and crew1 and the various requirements as to the papers with which he is to furnish his ship1 and the observances of revenue and other regulations4 ,it is proposed to give here1 rather more1 perhaps1 for the information of others than of the master himself1 the ordinary and every-day duties of his office1 and the customs which long usage has made almost as binding as laws4 ,there is a great difference in different ports1 and among the various owners1 as to the part the master is to take in supplying and manning the vessel4 ,in many cases1 the owner puts on board all the stores for the ship's use and for the crew1 and gives the master particular directions1 sometimes in writing1 as to the manner in which he is to dispense them4 ,these directions are more or less liberal1 according to the character of the owner2 and1 in some cases1 the dispensing of the stores is left to the master's discretion4 ,in other instances1 the master makes out an inventory of all the stores he thinks it expedient to have put on board1 and they are accordingly supplied by the owner's order4 ,in the manner of shipping the crew1 there is as great a difference as in that of providing the stores4 ,usually1 the whole thing is left to shipping-masters1 who are paid so much a head for each of the crew1 and are responsible for their appearance on board at the time of sailing4 ,when this plan is adopted1 neither the master nor owner1 except by accident1 knows anything of the crew before the vessel goes to sea4 ,the shipping-master opens the articles at his office1 procures the men1 sees that they sign in due form1 pays them their advance1 takes care that they1 or others in their place1 are on board at the time of sailing1 and sends in a bill for the whole to the owner4 ,in other cases1 the master selects his crew1 and occasionally the owner does it1 if he has been at sea himself and understands seamen2 though a shipping-master is still employed1 to see them on board1 and for other purposes4 ,in the ordinary course of short voyages1 where crews are shipped frequently1 and there is not much motive for making a selection1 the procuring a crew may be left entirely to the agency of a faithful shipping-master2 but upon long voyages1 the comfort and success of which may depend much upon the character of a crew1 the master or owner should interest himself to select able-bodied and respectable men1 to explain to them the nature and length of the voyage they are going upon1 what clothing they will want1 and the work that will be required of them1 and should see that they have proper and sufficient accommodations and provisions for their comfort4 ,the master or owner should also1 though this duty is often neglected1 go to the forecastle and see that it is cleaned out1 whitewashed1 or painted1 put in a proper habitable condition1 and furnished with every reasonable convenience4 ,it would seem best that the master should have something to do with the selection of the provisions for his men1 as he will usually be more interested in securing their good-will and comfort than the owner would be4 ,by the master or owner's thus interesting himself for the crew1 a great deal of misunderstanding1 complaint1 and ill-will may be avoided1 and the beginning1 at least1 of the voyage be made under good auspices4 ,unless the master is also supercargo1 his duties1 before sailing1 are mostly confined to looking after the outfit of the vessel1 and seeing that she is in sea order4 ,everything being in readiness1 the customhouse and other regulations complied with1 and the crew on board1 the vessel is put under the charge of the pilot to be carried out clear of the land4 ,while the pilot is on board1 the master has little else to do than to see that everything is in order1 and that the commands of the pilot are executed4 ,as soon as the pilot leaves the ship1 the entire control and responsibility is thrown upon the master4 ,when the vessel is well clear of the land1 and things are put into some order1 it is usual for the master to call all hands aft1 and say something to them about the voyage upon which they have entered4 ,after this1 the crew are divided into watches4 ,the watches are the divisions of the crew into two equal portions4 ,the periods of time occupied by each part of the crew1 while on duty1 are also called watches4 ,there are two watches1--the larboard1 commanded by the chief mate1 and the starboard1 by the second mate4 ,the master himself stands no watch1 but comes and goes at all times1 as he chooses4 ,the starboard is sometimes called the captain's watch1 probably from the fact that in the early days of the service1 when vessels were smaller1 there was usually but one mate1 and the master stood his own watch2 and now1 in vessels which have no second mate1 the master keeps the starboard watch4 ,in dividing into watches1 the master usually allows the officers to choose the men1 one by one1 alternately2 but sometimes makes the division himself1 upon consulting with his officers4 ,the men are divided as equally as possible1 with reference to their qualities as able seamen1 ordinary seamen1 or boys1 7as all green hands are called1 whatever their age may be27 but if the number is unequal1 the larboard watch has the odd one1 since the chief mate does not go aloft and do other duty in his watch1 as the second mate does in his4 ,the cook always musters with the larboard watch1 and the steward with the starboard4 ,if there is a carpenter1 and the larboard watch is the largest1 he generally goes aloft with the starboard watch2 otherwise1 with the larboard4 ,as soon as the division is made1 if the day's work is over1 one watch is set1 and the other is sent below4 ,among the numerous customs of the ocean1 which can hardly be accounted for1 it is one that on the first night of the outward passage the starboard watch should take the first four hours on deck1 and on the first night of the homeward passage the larboard should do the same4 ,the sailors explain this by the old phrase1 that the master takes the ship out and the mate takes her home4 ,the master takes the bearing and distance of the last point of departure upon the land1 and from that point the ship's reckoning begins1 and is regularly kept in the log-book4 ,the chief mate keeps the log-book1 but the master examines and corrects the reckoning every day4 ,the master also attends to the chronometer1 and takes all the observations1 with the assistance of his officers1 if necessary4 ,every day1 a few minutes before noon1 if there is any prospect of being able to get the sun1 the master comes upon deck with his quadrant or sextant1 and the chief mate also usually takes his4 ,the second mate does not1 except upon a ,sunday1 or when there is no work going forward4 ,as soon as the sun crosses the meridian1 eight bells are struck1 and a new sea day begins4 ,the reckoning is then corrected by the observation1 under the master's superintendence4 ,the master also takes the lunar observations1 usually with the assistance of both his officers2 in which case1 the master takes the angle of the moon with the star or sun1 the chief mate takes the altitude of the sun or star1 and the second mate the altitude of the moon4 ,in regulating the hours of duty and sleep1 the meal times1 the food1 c41 the master has absolute power2 yet the customs are very nearly the same in all vessels4 ,the hour of breakfast is seven bells in the morning1 7half after seven17 dinner at noon1 and supper whenever the day's work is over4 ,if the voyage is a long one1 the crew are usually put upon an allowance of bread1 beef1 and water4 ,the dispensing of the stores and regulating of the allowance lies1 of course1 with the master1 though the duty of opening the casks1 weighing1 measuring1 c41 falls upon the second mate4 ,the chief mate enters in the log-book every barrel or cask of provisions that is broached4 ,the steward takes charge of all the provisions for the use of the cabin1 and keeps them in the pantry1 over which he has the direct control4 ,the average of allowance1 in merchant vessels1 is six pounds of bread a week1 and three quarts of water1 and one pound and a half of beef1 or one and a quarter of pork1 a day1 to each man4 ,the entire control of the navigation and working of the ship lies with the master4 ,he gives the course and general directions to the officer of the watch1 who enters upon a slate1 at the end of the watch1 the course made1 and the number of knots1 together with any other observations4 ,the officer of the watch is at liberty to trim the yards1 to make alterations in the upper sails1 to take in and set royals1 topgallant sails1 c42 but no important alteration can be made1 as1 for instance1 reefing a topsail1 without the special order of the master1 who1 in such cases1 always comes upon deck and takes command in person4 ,when on deck1 the weather side of the quarter-deck belongs to him1 and as soon as he appears1 the officer of the watch will always leave it1 and go over to leeward1 or forward into the waist4 ,if the alteration to be made is slight1 the master usually tells the officer to take in or set such a sail1 and leaves to him the particular ordering as to the braces1 sheets1 c41 and the seeing all things put in place4 ,the principal manoeuvres of the vessel1 as tacking1 wearing1 reefing topsails1 getting under way1 and coming to anchor1 require all hands4 ,in these cases1 the master takes command and gives his orders in person1 standing upon the quarter-deck4 ,the chief mate superintends the forward part of the vessel1 under the master1 and the second mate assists in the waist4 ,the master never goes aloft1 nor does any work with his hands1 unless for his own pleasure4 ,if the officer of the watch thinks it necessary to reef the topsails1 he calls the master1 who1 upon coming on deck1 takes command1 and1 if he thinks proper1 orders all hands to be called4 ,the crew1 officers and all1 then take their stations1 and await the orders of the master1 who works the ship in person1 giving all the commands1 even the most minute1 and looks out for trimming the yards and laying the ship for reefing4 ,the chief mate commands upon the forecastle1 under the master1 and does not go aloft4 ,the second mate goes aloft with the crew4 ,in tacking and wearing1 the master gives all the orders1 as to trimming the yards1 c41 though the chief mate is expected to look out for the head yards4 ,so1 in getting under way1 and in coming to anchor1 the master takes the entire personal control of everything1 the officers acting under him in their several stations4 ,in the ordinary day's work1 however1 which is carried on in a vessel1 the state of things is somewhat different4 ,this the master does not superintend personally2 but gives general instructions to the chief mate1 whose duty it is to see to their execution4 ,to understand this distinction1 the reader will bear in mind that there are two great divisions of duty and labor on shipboard4 ,one1 the working and navigating of the vessel3 that is1 the keeping and ascertaining the ship's position1 and directing her course1 the making and taking in sail1 trimming the sails to the wind1 and the various nautical manoeuvres and evolutions of a vessel4 ,the other branch is1 the work done upon the hull and rigging1 to keep it in order1 such as the making and fitting of new rigging1 repairing of old1 c42 all which1 together with making of small stuffs to be used on board1 constitute the day's work and jobs of the crew4 ,as to the latter1 the master usually converses with the chief mate upon the state of the vessel and rigging1 and tells him1 more or less particularly1 what he wishes to have done4 ,it then becomes the duty of this officer to see the thing accomplished4 ,if1 for instance1 the master tells the chief mate to stay the topmasts more forward1 the chief mate goes upon the forecastle1 sets the men to work1 one upon one thing and another upon another1 sees that the stays and backstays are come up with1 has tackles got upon the rigging1 sights the mast1 c4 ,if the master sees anything which he disapproves of1 and has any preferences in the modes of doing the work1 he should call the officer aft and speak to him2 and if1 instead of this1 he were to go forward and give orders to the men1 it would be considered an interference1 and indeed an insult to the officer4 ,so with any other work doing upon the ship or rigging1 as rattling down1 turning in and setting up rigging1 bending and unbending sails1 and all the knotting1 splicing1 serving1 c41 and the making of small stuffs1 which constitute the day's work and jobs of a vessel4 ,if the chief officer is a competent man1 the master is not expected to trouble himself with the details of any of these things2 and1 indeed1 if he were to do so to a great extent1 it would probably lead to difficulty4 ,where there are passengers1 as in regular line of packet ships 7or1 as they are familiarly called1 liners17 between ,new ,york and ,liverpool or ,havre1 for instance1 the master has even less to do with the day's work2 since the navigation and working of the ship1 with proper attention to his passengers1 is as much as can reasonably be required of him4 ,the master has the entire control of the cabin4 ,the mates usually live in a state room by themselves1 or1 if they live in the cabin1 they yet feel that the master is the head of the house1 and are unwilling to interfere with his hours and occupations4 ,the chief mate dines with the master1 and the second mate looks out for the ship while they are below1 and dines at the second table4 ,in the liners1 however1 the mates usually dine together2 the master looks out for the ship while they are at dinner1 and dines with his passengers at a later hour4 ,as the master stands no watch1 he comes and goes as he pleases1 and takes his own hours for rest4 ,in fine weather1 he is not necessarily much on deck1 but should be ready at all times1 especially in bad weather1 to be up at a moment's notice4 ,everything of importance that occurs1 as the seeing a sail or land1 or the like1 must be immediately reported to the master4 ,and in heaving-to for speaking1 the master takes the entire charge of working the vessel1 and speaks the other sail in person4 ,as will be found in the third part of this book1 the master has the entire control of the discipline of the ship1 and no subordinate officer has authority to punish a seaman1 or to use force1 without the master's order1 except in cases of necessity not admitting of delay4 ,he has also the complete direction of the internal arrangements and economy of the vessel1 and upon his character1 and upon the course of conduct he pursues1 depend in a great measure the character of the ship and the conduct of both officers and men4 ,he has a power and influence1 both direct and indirect1 which may be the means of much good or much evil4 ,if he is profane1 passionate1 tyrannical1 indecent1 or intemperate1 more or less of the same qualities will spread themselves or break out among officers and men1 which1 perhaps would have been checked1 if not in some degree removed1 had the head of the ship been a man of high personal character4 ,he may make his ship almost anything he chooses1 and may render the lives and duties of his officers and men pleasant and profitable to them1 or may introduce disagreements1 discontent1 tyranny1 resistance1 and1 in fact1 make the situation of all on board as uncomfortable as that in which any human beings can well be placed4 ,every master of a vessel who will lay this to heart1 and consider his great responsibility1 may not only be a benefactor to the numbers whom the course of many years will bring under his command1 but may render a service to the whole class1 and do much to raise the character of the calling4 ,,chapter ,,ii4 ,,the ,,chief ,,mate4 ,care of rigging and ship's furniture4 ,day's work4 ,working ship4 ,coming to anchor4 ,getting under way4 ,reefing4 ,furling4 ,duties in port4 ,account of cargo4 ,stowage4 ,station4 ,log-book4 ,navigation4 ,the chief mate1 or1 as he is familiarly called on board ship1 the mate1 is the active superintending officer4 ,in the previous chapter1 upon the duties of the master1 it will be seen that1 in all matters relating to the care of and work done upon the ship and rigging1 the master gives general orders to the mate1 who attends personally to their execution in detail4 ,indeed1 in the day's work on board ship1 the chief mate is the only officer who appears in command4 ,the second mate works like a common seaman1 and the men seldom know what is to be done until they receive their orders in detail from the chief mate4 ,it is his duty to carry on the work1 to find every man something to do1 and to see that it is done4 ,he appoints the second mate his work1 as well as the common seamen theirs2 and if the master is dissatisfied with anything1 or wishes a change1 he should speak to the chief mate1 and let him make the change1 and not interfere with the men individually4 ,it is also the duty of this officer to examine all parts of the rigging1 report anything of importance to the master and take his orders1 or1 if it be a small and common matter1 he will have the repairs or changes made at his own pleasure1 as a thing of course4 ,he must also see that there is a supply of small stuffs for the work1 and have them made up when necessary1 and also that there are instruments ready for every kind of labor1 or for any emergency4 ,in bad weather1 he must have spare rope1 blocks1 tackles1 sennit1 earings1 c41 on hand2 or rather1 see that they are provided1 the more immediate care of these things1 when provided1 belonging to the second mate4 ,from this description of a chief mate's duty1 it will be seen that he ought always to be not only a vigilant and active man1 but also well acquainted with all kinds of seaman's work1 and a good judge of rigging4 ,in the working of the ship1 when all hands are called and the master is on deck1 the chief mate's place is on the forecastle1 where1 under the general direction of the master1 who never need leave the quarter-deck1 he commands the forward part of the vessel1 and is the organ of communication with the men aloft4 ,in getting under way and coming to anchor1 it is his duty to attend to the ground tackle1 and see everything ready forward4 ,the master1 for instance1 tells him to have the ship ready for getting under way1 and to heave short on the cable4 ,he then goes forward1 orders all hands to be called1 sees everything secured about decks1 tackles got up and boats hoisted in and lashed1 fish and cat tackles1 pennant1 davit1 c41 and spare hawsers and rope1 in readiness1 orders the men to the windlass1 7the second mate taking a handspike with the rest17 and stationing himself between the knight-heads1 looks out for the cable1 ordering and encouraging the men4 ,when the cable is hove short1 he informs the master1 and1 at the word from him1 orders the men aloft to loose the sails1 and gives particular directions to them when aloft1 as to the sails1 gaskets1 overhauling rigging1 c4 ,the sails being loosed1 he awaits the order from the master1 which would be addressed to him rather than to the men1 and has the windlass manned and the anchor hove up1 giving notice to the master as soon as it is a-weigh4 ,when the vessel is under way1 the master begins to take more immediate control1 ordering the yards to be braced and filled1 sail to be set1 and the like4 ,the chief mate also sees to the catting and fishing of the anchors1 to having the decks cleared up and everything secured4 ,in coming to anchor1 very nearly the same duty falls upon the chief officer4 ,he must see the anchors and cables ready for letting go1 the master ordering how much chain is to be overhauled4 ,he must look out that the boats are ready for lowering1 the rigging clear for letting go1 hauling and clewing1 and that spare hawsers1 kedges1 warps1 c41 are at hand4 ,if anything goes wrong forward1 he alone is looked to for an explanation4 ,as the vessel draws in toward her anchoring ground1 the master gives all the orders as to trimming the yards and taking in sail2 and at all times1 when on deck1 has the entire charge of the man at the helm1 it being the mate's duty only to see that a good seaman is there1 and that the helm is relieved4 ,as to the sails1 the master will1 for instance1 order--,clew up the fore and main topsails6 ,the chief mate then gives the particular orders as to lowering and letting go the halyards1 clewing down and up1 overhauling rigging1 c4 ,if both topsails were taken in at once1 the second mate would attend to the main1 unless the master should choose to look out for it himself4 ,all being ready for letting go1 the master gives the order--,let go the anchor6 and the chief mate sees that it is done1 has the chain payed out1 reports how much is out1 sees that the buoys watch1 and the like4 ,in furling the sails1 the whole superintendence comes upon the mate1 as the master would probably only tell him to have them furled4 ,he has the rigging hauled taut1 sends the men aloft1 and1 remaining on deck and forward1 he gives his orders to them while on the yards1 as to the manner of furling1 and has the ropes hauled taut or let go on deck1 as may be necessary4 ,these instances may serve to show the distinctions between the duties of master and mate in the principal evolutions of a vessel4 ,while in port1 the chief mate has much more the control of the vessel than when at sea4 ,as there is no navigating or working of the vessel to be done1 the master has little to engage him1 except transactions with merchants and others on shore1 and the necessary general directions to the mate1 as to the care of the ship4 ,beside the work upon the ship and rigging while in port1 the chief mate has the charge of receiving1 discharging1 stowing and breaking out the cargo4 ,in this he has the entire control1 under the general directions of the master4 ,it is his duty to keep an account of all the cargo1 as it goes in and comes out of the vessel1 and1 as he generally gives receipts1 he is bound to great care and accuracy4 ,when cargo is coming in and going out1 the chief mate will stand in the gangway1 to keep an account1 and the second mate will be down in the hold with some of the crew1 breaking out1 or stowing4 ,the stowage1 however1 should still be somewhat under the chief mate's directions4 ,while the master is on shore1 the chief mate is necessarily commander of the ship1 for the time1 and though the law will extend his power proportionably for cases of necessity1 yet1 except in instances which will not admit of delay1 he must not attempt to exercise any unusual powers1 but should refer everything to the master's decision4 ,it will be seen1 by the laws1 that the mate has no right to punish a man during the master's absence1 unless it be a case in which delay would lead to serious consequences4 ,while in port1 the chief mate stands no watch at night1 but he should always be the first to be called in the morning1 and should be up early and order the calling of all hands4 ,in cleaning the ship1 as washing down decks1 c41 which is done the first thing in the morning1 each mate1 while at sea1 takes charge of it in his watch1 in turn1 as one or the other has the morning watch2 but in port1 the second mate oversees the washing down of the decks1 under the chief mate's general orders4 ,while at sea1 in tacking1 wearing1 reefing topsails1 c41 and in every kind of all hands work1 when the master is on deck1 the chief mate's place1 as ,i have said1 is forward4 ,to give a further notion of the manner of dividing the command1 ,i will describe the evolution of tacking ship4 ,the master finds that the ship will not lay her course1 and tells the chief mate to 'see all clear for stays1' or 'ready about4' ,upon this1 the chief mate goes forward1 sends all hands to their stations1 and sees everything clear and ready on the forecastle4 ,the master asks1 ,all ready forward8 and being answered1 ,ay1 ay1 sir6 motions the man at the helm to put the wheel down1 and calls out1 ,helm's a-lee6 ,the mate1 answering immediately1 ,helm's a-lee1 to let the master know he is heard and understood1 sees that the head sheets are let go4 ,at ,raise tacks and sheets6 from the master1 the mate1 and the men with him1 let go the fore tack1 while he looks after the overhauling of the other tack and sheet4 ,he also sees to letting go the bowlines for ,let go and haul1 and to getting down the head sheets when the ship is about1 and trims the head yards1 calling out to the men at the braces the usual orders1 ,well the fore yard6 ,topsail yard1 a small pull6 ,topgallant yard1 well6 c4 ,the master usually trims the after yards4 ,in reefing topsails1 the chief mate should not go aloft1 but should keep his place forward1 and look out for the men on the yards4 ,i am aware that it has been the custom in some classes of vessels1 as in the ,new ,york liners1 for the chief mate to take the weather earing of a course1 especially if a topsail or the other course were reefing at the same time2 yet this practice has never generally prevailed1 and is now going out of date4 ,i think ,i may say it is the opinion of all1 masters1 officers1 and men1 that it is better for the chief mate to remain on deck4 ,there is always a good deal to be looked after1 ropes to be let go or hauled1 rigging to be cleared1 and the like1 beside the importance of having some one to oversee the men on the different yards2 which the mate1 standing at a little distance1 can easily do4 ,he is also the organ of communication between the yards and the deck1 and can look after the reefing to more advantage than the master can upon the quarter-deck1 where he must stay to watch the helm and sails4 ,the chief mate is not required to work with his hands1 like the second mate and the seamen4 ,he will1 of course1 let go and belay ropes1 and occasionally pull and haul with the men when working ship2 but if there is much work to be done1 his time and attention are sufficiently taken up with superintending and giving orders4 ,as to his duties as a watch-officer1 it will be necessary to repeat the explanations partly given in the chapter upon the master's duties4 ,the crew are divided equally into two watches1 the larboard and starboard2 the larboard commanded by the chief mate1 and the starboard by the second mate4 ,these watches divide the day between them1 being on and off duty every other four hours4 ,this is the theory of the time1 but in fact1 in nearly all merchant vessels1 all hands are kept on deck and at work throughout the afternoon1 from one o'clock until sundown2 and sometimes1 if there is a great deal to be done1 as immediately before making port1 or after an accident1 all hands may be kept throughout the day4 ,this is1 however1 justly considered hard usage1 if long continued1 since it gives the men but little time for sleep1 and none for reading1 or taking care of their clothes4 ,although all hands may be on deck and at work during a day or a half day1 yet the division of time is still kept up4 ,for instance1 if it is the mate's watch from #h ,a4,m4 to #ab2 although all hands should be up from #ab to #e or #f1 yet from #ab to #d the starboard watch would be considered as 'the watch on deck1' and the larboard again after #d2 and so on2 and during those hours the wheel will always be taken by men belonging to the watch on deck1 and if any particular duty is ordered to be done by 'the watch1' that watch which has a man at the helm1 and which would have been the only one on deck had not all hands been kept1 would do the duty4 ,but though this division is kept up as to the crew and the helmsman1 it is not so as to the officers2 for when all hands are on deck1 the chief mate is always the officer in command1 to whichever watch the hour may properly belong4 ,he accordingly looks out for the ship1 takes in and makes sail1 and trims the yards1 when all hands are on deck at work1 as much in the hours of one watch as in those of the other1 and he generally calls upon the men of either watch indifferently to pull and haul4 ,but if only the starboard watch is on deck1 though the chief mate should be on deck also1 yet he will not interfere with the duties of that watch1 but would leave the command of the vessel1 and the weather side of the quarter-deck1 to the second mate4 ,of course1 whenever the master comes on deck1 as ,i have said1 in whosever watch it may be1 or if all hands are up1 he takes the weather side of the quarter-deck1 and is considered as having charge of the ship2 and the officer of the watch would then give no order with reference to the helm1 trimming the yards1 making sail1 or the like1 without a direction from the master4 ,it will be necessary to make some explanations as to the stations of the chief and second mate4 ,i have said that when all hands are called1 the chief mate's place is the forecastle1 and the second mate's amidships1 or at the braces on the quarter-deck4 ,this is only in working ship with all hands2 that is1 in tacking1 wearing1 reefing1 coming to anchor1 getting under way1 c4 ,whenever the work is done1 and the necessity for the officers' presence at these parts of the vessel ceases1 they return to their proper places on the quarter-deck4 ,in a man-of-war there is always a lieutenant of the watch on the weather side of the quarter-deck1 whatever work may be going forward1 except in the single case of all hands being called to work ship2 but it is not so in the merchant service4 ,when the ordinary day's work is going forward1 the mates must be about the decks or aloft1 like the petty officers of a man-of-war2 and it is only while no work is going forward1 as in bad weather1 on ,sundays1 or at night1 that the officer of the watch keeps the quarter-deck4 ,at these times he does so1 and1 if the master is not on deck1 does not leave it1 except for a short time1 and for some necessary duty forward4 ,it will be seen in the third part of this book1 that the law looks upon the chief mate as standing in a different relation to the master from that of the second mate or the men4 ,he is considered a confidential person1 to whom the owners1 shippers and insurers look1 in some measure1 for special duties and qualifications4 ,the master1 therefore1 cannot remove him from office1 except under very peculiar circumstances1 and then must be able to prove a justifiable cause4 ,one of these duties which the law throws upon him1 is keeping the log-book4 ,this is a very important trust1 as the log-book is the depository of the evidence of everything that may occur during the voyage2 and the position of the ship1 the sail she was under1 the wind1 c41 at any one moment1 may become matters of great consequence to all concerned4 ,so it is with reference to anything that may occur between the master or officers and the crew4 ,as to the manner of keeping the log1 it is the custom for each officer at the end of his watch to enter upon the log-slate1 which usually lies on the cabin table1 the courses1 distances1 wind and weather during his watch1 and anything worthy of note that may have occurred4 ,once in twenty-four hours the mate copies from this slate into the log-book2 the master1 however1 first seeing the slate1 examining it1 and making any corrections or observations he may choose4 ,this practice of copying from the slate1 which is first submitted to the master1 has led1 in too many instances1 to the mate's becoming the mere clerk of the master1 to enter on the log-book whatever the latter may dictate4 ,this is wrong4 ,it is very proper that the master should examine the slate1 and suggest alterations as to the ship's reckoning1 c41 if necessary1 but it is important to all concerned1 both to the owners1 shippers and insurers1 on shore1 and the crew of the vessel1 that the independence of the mate1 as the journalist of the voyage1 should be preserved4 ,the master1 from the power of his office1 can at all times make the situation of a mate who has displeased him extremely disagreeable1 and from this cause has great indirect influence over him2 the law and the custom should therefore be strictly adhered to which rightly make the chief officer1 in this respect1 in a manner the umpire between the master and the crew1 as well as between all on board and the parties interested on shore4 ,the law also makes the chief mate the successor to the master1 in case the latter should die1 or be unable to perform the duties of his office2 and this without any action on the part of the crew4 ,it is always important1 therefore1 that1 to the practical seamanship and activity necessary for the discharge of the proper duties of his office1 the mate should add a sufficient knowledge of navigation to be able to carry the ship on her voyage in case anything should happen to the master4 ,indeed1 it has been doubted whether a vessel of the largest class1 upon a long voyage1 would be seaworthy with no navigator on board but the master4 ,both the chief and second mates are always addressed by their surnames1 with ,mr4 prefixed1 and are answered with the addition of ,sir4 ,this is a requirement of ship's duty1 and an intentional omission of it is an offence against the rules and understanding of the service4 ,,chapter ,,iii4 ,,second ,,and ,,third ,,mates4 ,,second ,,mate4--,navigation4 ,station4 ,watch duties4 ,day's work4 ,working ship4 ,reefing4 ,furling4 ,duties aloft4 ,care of ship's furniture4 ,stores4 ,duties in port4 ,,third ,,mate4--,working ship4 ,day's work4 ,duties aloft--in port4 ,boating4 ,stores4 ,the duties of the second mate are1 to command the starboard watch when the master is not on deck1 and to lead the crew in their work4 ,it is not necessary that he should be a navigator1 or even be able to keep a journal1 though he should know enough of navigation to keep the courses and distances during his watch1 and to report them correctly on the slate4 ,there are also many advantages in his being acquainted with navigation and able to keep the log1 as1 in case of the chief mate's meeting with any accident1 or being removed from office4 ,the second mate1 however1 does not1 by law1 necessarily succeed to the office of chief mate1 as the chief mate does to that of master2 but it lies with the master for the time being to appoint whom he chooses to the office of chief mate3 yet1 if the second mate is capable of performing the duties of the office1 he would ordinarily be appointed1 as a matter of course4 ,when the starboard watch alone is on deck1 and the master is below1 the second mate has charge of the ship4 ,when both watches are on deck1 the chief mate is officer of the deck1 to whichever watch the time may belong1 according to the division of the hours4 ,when the master is on deck1 he commands1 in one watch as well as in the other4 ,but the second mate does not give up the charge of the vessel to the chief mate1 if he should happen to be on deck during the starboard watch1 unless all hands are up4 ,while he has charge of the vessel in his watch1 his duties are the common ones of a watch officer2 that is1 to have an eye to the helm1 watch the weather1 keep a general lookout round the horizon1 see to the trimming of the yards and making and taking in of the light sails1 give the master notice of anything important that occurs1 heave the log and keep an account of the winds1 courses1 rate of sailing1 c41 and enter the same on the slate at the end of the watch4 ,in these things the chief mate has no right to interfere1 when it is not his watch on deck4 ,but in all matters connected with the day's work and jobs1 the second mate acts under the chief mate in his own watch1 as that department belongs peculiarly to the chief mate4 ,in working days1 when the crew are employed about the ship and rigging1 it is usual for the chief mate to tell the second mate what to do in his watch1 and sometimes he remains on deck a few minutes to see to the commencement of the work4 ,and while day's work is going forward1 during the time that the chief mate has a watch below1 as the second mate is expected to do jobs like a common seaman1 it is the custom for the master to be on deck a good deal in the starboard watch and look after the vessel4 ,while work is going forward1 the second mate is about decks and aloft2 but at other times1 as at night1 or on ,sunday1 or during bad weather1 when day's work cannot be kept up1 his place is on the quarter-deck2 though still1 he leaves it whenever anything is to be done forward or aloft which requires the presence of a whole watch1 as1 setting or taking in a lower or topmast studding-sail1 or any of the heavy sails4 ,when all hands are called to work ship1 as in reefing1 tacking1 wearing1 getting under way1 coming to anchor1 c41 the second mate's place is aft1 at the fore and main braces and main and mizzen rigging2 and generally1 in all ship's duty1 the chief mate and larboard watch belong forward1 and the second mate and starboard watch aft4 ,in tacking ship1 the second mate looks out for the lee fore and main braces1 sees them belayed to one pin and clear for letting go1 lets go the main braces at ,mainsail haul6 and the fore at ,let go and haul6 ,he also steadies the weather braces as the yards come up4 ,he then sees to getting down the main tack1 hauling out the main and mizzen bowlines1 hauling aft the main sheet1 and1 in short1 has charge of all the duty to be done upon the quarterdeck and in the waist4 ,in getting under way1 the second mate takes a handspike at the windlass with the men1 the place which custom has assigned him being the windlass-end4 ,if anything is to be done with the braces while the men are heaving at the windlass1 it is his duty to attend to it1 as the chief mate must be looking out for the ground tackle4 ,in reefing1 the second mate goes aloft with the men1 and takes his place at the weather earing4 ,this is his proper duty1 and he will never give it up1 unless he is a youngster1 and not strong enough or sufficiently experienced to lead the men on the yard4 ,as soon as the order is given to clew down for reefing1 and the halyards are let go1 if there are hands enough to haul out the reef-tackles1 he should go aloft1 see that the yard is well down by the lifts1 and then lay out to the weather yard-arm1 and get his earing rove by the time the men are upon the yard4 ,he then hauls it out and makes fast4 ,if both topsails are reefed at once1 he goes to the main2 but if one sail is reefed at a time1 he goes with the men from one to the other1 taking the weather earing of each4 ,he also goes aloft to reef a course1 and takes the weather earing of that1 in the same manner4 ,he is not expected to go upon the mizzen topsail yard1 as the mizzen topsail is a small sail1 and can be reefed by a few men1 or by the light hands4 ,in furling sails1 the second mate goes aloft to the topsails and courses1 and takes the bunt1 as that is the most important place in that duty4 ,he is not expected to go upon the mizzen topsail yard for any service1 and though in bad weather1 and in case of necessity1 he would do so1 yet it would be out of the usual course4 ,he might also1 in heavy weather1 assist in furling a large jib1 or in taking the bonnet off2 but he never furls a topgallantsail1 royal1 or flying jib4 ,in short1 the fore or main topsail and the courses are the only sails which the second mate is expected to handle1 either in reefing or furling4 ,and1 as ,i said before1 if the sails are reefed or furled by the watch1 he leads the starboard watch on the main and maintopsail yards1 and the best man in the larboard watch leads them at the fore4 ,although the proper place for the second mate on a yard1 is the bunt in furling1 and the weather earing in reefing1 and it is the custom to give him a chance at them at first1 yet he cannot retain them by virtue of his office2 and if he has not the necessary strength or skill for the stations1 it is no breach of duty in a seaman to take them from him2 on the contrary1 he must always expect1 in such a case1 to give them up to a smarter man4 ,if the second mate is a youngster1 as is sometimes the case1 being put forward early for the sake of promotion1 or if he is not active and ambitious1 he will not attempt to take the bunt or weather earing4 ,in the ordinary day's work done on shipboard1 the second mate works with his hands like a common seaman4 ,indeed1 he ought to be the best workman on board1 and to be able to take upon himself the nicest and most difficult jobs1 or to show the men how to do them4 ,among the various pieces of work constantly going forward on the vessel and rigging1 there are some that require more skill and are less disagreeable than others4 ,the assignment of all the work belongs to the chief mate1 and if the second mate is a good seaman1 7by which sailors generally understand a good workman upon rigging17 he will have the best and most important of these allotted to him2 as1 for instance1 fitting1 turning in and setting up rigging1 rattling down1 and making the neater straps1 coverings1 graftings1 pointings1 c42 but if he is not a good workman1 he will have to employ himself upon the inferior jobs1 such as are usually assigned to ordinary seamen and boys4 ,whatever may be his capacity1 however1 he 'carries on the work1' when his watch alone is on deck1 under directions previously received from the chief mate4 ,it is a common saying among seamen that a man does not get his hands out of the tar bucket by becoming second mate4 ,the meaning of this is1 that as a great deal of tar is used in working upon rigging1 and it is always put on by hand1 the second mate is expected to put his hands to it as the others do4 ,if the chief mate were to take hold upon a piece of work1 and it should be necessary to put any tar on it1 he might call some one to tar it for him1 as all labor by hand is voluntary with him2 but the second mate would be expected to do it for himself1 as a part of his work4 ,these matters1 small in themselves1 serve to show the different lights in which the duties of the officers are regarded by all sea-faring men4 ,there are1 however1 some inferior services1 such as slushing down masts1 sweeping decks1 c41 which the second mate takes no part in2 and if he were ordered to do so1 it would be considered as punishment1 and might lead to a difficulty4 ,in working ship1 making and taking in sail1 c41 the second mate pulls and hauls about decks with the rest of the men4 ,indeed1 in all the work he is expected to join in1 he should be the first man to take hold1 both leading the men and working himself4 ,in one thing1 however1 he differs from the seamen2 that is1 he never takes the helm4 ,neither master nor mates ever take the wheel1 but it is left to the men1 who steer the vessel under the direction of the master or officer of the deck4 ,he is also not expected to go aloft to reeve and unreeve rigging1 or rig in and out booms1 when making or taking in sail1 if there are men enough2 but1 as ,i have said1 under ordinary circumstances1 only goes aloft to reef or furl a topsail or course4 ,in case1 however1 of any accident1 as carrying away a mast or yard1 or if any unusual work is going on aloft1 as the sending up or down of topmasts or topsail yards1 or getting rigging over the mast-head1 sending down or bending a heavy sail in a gale of wind1 or the like1 then the second mate should be aloft to take charge of the work there1 and to be the organ of communication between the men aloft and the chief mate1 who should remain on deck1 since he must superintend everything fore and aft1 as well as a-low and aloft4 ,sending up or down royal and topgallant yards1 being light work and done by one or two hands1 does not call the second mate aloft2 but if the topgallant masts are to be sent down1 or a jib-boom rigged in bad weather1 or any other work going on aloft of unusual importance or difficulty1 the second mate should be there with the men1 leading them in the work1 and communicating with1 and receiving the orders from the deck4 ,during his own watch1 if the master is not on deck1 the second mate commands the ship1 gives his orders and sees to their execution1 precisely as the chief mate does in his2 but1 at the same time1 he is expected to lend a hand at every all-hands rope4 ,there is another important part of the duties of a second mate2 which is1 the care of the spare rigging1 blocks1 sails1 and small stuffs1 and of the instruments for working upon rigging1 as1 marlinspikes1 heavers1 serving-boards1 c4 ,it is the duty of the chief mate1 as superintendent of the work1 to see that these are on board1 and to provide a constant supply of such as are made at sea2 but when provided1 it is the second mate's duty to look after them1 to see them properly stowed away1 and to have them at hand whenever they are called for4 ,if1 for instance1 the chief mate orders a man to do a piece of work with certain instruments and certain kinds of stuff1 the man will go to the second mate for them1 and he must supply him4 ,if there is no sailmaker on board1 the second mate must also attend to the stowing away of the spare sails1 and whenever one is called for1 it is his duty to go below and find it4 ,so with blocks1 spare rigging1 strands of yarns1 and any part of a vessel's furniture1 which an accident or emergency1 as well as the ordinary course of duty1 may bring into play4 ,so1 also1 with the stores4 ,it is his duty to see to the stowing away of the water1 bread1 beef1 pork1 and all the provisions of the vessel2 and whenever a new cask or barrel of water or provisions is to be opened1 the second mate must do it4 ,indeed1 the crew should never be sent into the hold or steerage1 or to any part where there is cargo or stores1 without an officer4 ,he also measures out the allowance to the men1 at the rate ordered by the master4 ,these latter duties1 of getting out the stores and weighing or measuring the allowance1 fall upon the third mate1 if there is one1 which is seldom the case in merchant vessels4 ,while in port1 when cargo is taking in or discharging1 the second mate's place is in the hold2 the chief mate standing at the gangway1 to keep account1 and to have a general supervision4 ,if the vessel is lying at anchor1 so that the cargo has to be brought on or off in boats1 then the boating duty falls upon the second mate1 who goes and comes in the boats1 and looks after the landing and taking off of the goods4 ,the chief mate seldom leaves the vessel when in port4 ,the master is necessarily on shore a good deal1 and the second mate must come and go in the boats1 so that the chief mate is considered as the ship-keeper4 ,so1 if a warp or kedge is to be carried out1 or a boat is lowered at sea1 as in boarding another vessel1 or when a man has fallen overboard1 in all such cases the second mate should take charge of the boat4 ,when in port1 the second mate stands no anchor watch1 but is expected to be on deck until eight o'clock1 which is the hour at which the watch is usually set4 ,if1 however1 the ship is short-handed1 he would stand his watch2 in which case it would probably be either the first or the morning watch4 ,the second mate lives aft1 sleeping in the cabin1 if there are no passengers1 or else in a state room in the steerage4 ,he also eats in the cabin1 but at a second table1 taking charge of the vessel while the master and chief mate are at their meals4 ,in packet ships the two mates generally eat together1 by themselves1 at an earlier hour than the master and passengers4 ,,third ,,mate4--,merchant vessels bound on long voyages1 upon which there are many vicissitudes to be anticipated1 sometimes carry a third mate2 but this is unusual2 so much so1 that his duties have hardly become settled by custom4 ,he does not command a watch1 but belongs to the larboard watch1 and assists the chief mate in his duties4 ,he goes aloft with the larboard watch to reef and furl1 as the second mate does with the starboard1 and performs very nearly the same duties aloft and about decks4 ,if he is a good seaman1 he will take the earing and bunt on the head yards1 as the second mate does on the after yards2 and in the allotment of work he will be favored with the most important jobs1 if a good workman1 otherwise1 he will be put upon the work of an ordinary seaman4 ,he is not expected to handle the light sails4 ,he stands no helm1 lives aft1 and will look out for the vessel at mealtimes1 if the second mate dines with the master and chief mate4 ,while in port1 he will be in the hold or in the boats1 as he may be needed1 thus dividing the labor with the second mate4 ,perhaps his place would more properly be in the boats1 as that is considered more in the light of fatigue duty4 ,he also relieves the second mate of the charge of the stores1 and sees to the weighing and measuring of the allowances2 and in his watch on deck1 he relieves the chief mate of the inferior parts of his duty1 such as washing decks in the morning1 and looking after the boys in clearing up the decks at night4 ,,chapter ,,iv4 ,,carpenter1 ,,cook1 ,,steward1 ,c4 ,,carpenter4--,working ship4 ,seaman's work4 ,helm4 ,duty aloft4 ,work at his trade4 ,station4 ,berth and mess4 ,standing watch4 ,,sailmaker4--,seaman's work4 ,work at trade4 ,duty aloft4 ,standing watch4 ,berth and mess4 ,station4 ,,steward4--,duty in passenger-ships4 ,care of cabin-table--passengers4 ,in other vessels--,master--mate4 ,aloft4 ,about decks4 ,working ship4 ,,cook4--,berth4 ,standing watch4 ,care of galley and furniture4 ,working ship4 ,duty aloft4 ,,carpenter4--,almost every merchant vessel of a large class1 or bound upon a long voyage1 carries a carpenter4 ,his duty is to work at his trade under the direction of the master1 and to assist in all-hands work according to his ability4 ,he is stationed with the larboard or starboard watch1 as he may be needed1 though1 if there is no third mate1 usually with the larboard4 ,in working ship1 if he is an able seaman1 7as well as carpenter17 he will be put in some more important place1 as looking after the main tack and bowlines1 or working the forecastle with the mate2 and if capable of leading his watch aloft1 he would naturally take the bunt or an earing4 ,he is not expected to handle the light sails1 nor to go above the topsail yards1 except upon the work of his trade4 ,if he ships for an able seaman as well as carpenter1 he must be capable of doing seaman's work upon the rigging and taking his turn at the wheel1 if called upon2 though he would not be required to do it except in bad weather1 or in case the vessel should be short-handed4 ,if he does not expressly ship for seaman as well as carpenter1 no nautical skill can be required of him2 but he must still1 when all hands are called1 or if ordered by the master1 pull and haul about decks1 and go aloft in the work usual on such occasions1 as reefing and furling4 ,but the inferior duties of the crew1 as sweeping decks1 slushing1 tarring1 c41 would not be put upon him1 nor would he be required to do any strictly seaman's work1 except taking a helm in case of necessity1 or such work as all hands join in4 ,the carpenter is not an officer1 has no command1 and cannot give an order even to the smallest boy2 yet he is a privileged person4 ,he lives in the steerage1 with the steward1 has charge of the ship's chest of tools1 and in all things connected with his trade1 is under the sole direction of the master4 ,the chief mate has no authority over him1 in his trade1 unless it be in case of the master's absence or disability4 ,in all things pertaining to the working of the vessel1 however1 and as far as he acts in the capacity of a seaman1 he must obey the orders of the officers as implicitly as any of the crew would2 though1 perhaps1 an order from the second mate would come somewhat in the form of a request4 ,yet there is no doubt that he must obey the second mate in his proper place1 as much as he would the master in his4 ,although he lives in the steerage1 he gets his food from the galley1 from the same mess with the men in the forecastle1 having no better or different fare in any respect2 and he has no right on the quarterdeck1 but must take his place on the forecastle with the common seamen4 ,in many vessels1 during fine weather1 upon long voyages1 the carpenter stands no watch1 but sleeps in at night1 is called at daylight1 and works all day at his trade4 ,but in this case1 whenever all hands are called1 he must come up with the rest4 ,in bad weather1 when he cannot well work at his trade1 or if the vessel becomes short-handed1 he is put in a watch1 and does duty on deck1 turning in and out with the rest4 ,in many vessels1 especially those bound on short voyages1 the carpenter stands his watch1 and1 while on deck1 works at his trade in the day-time1 if the weather will permit1 and at night1 or in bad weather1 does watch duty according to his ability4 ,,sailmaker4--,some ships of the largest class carry a sailmaker1 though usually the older seamen are sufficiently skilled in the trade to make and mend sails1 and the master or chief mate should know how to cut them out4 ,as to the sailmaker's duty on board1 the same remarks will apply to him that were made upon the carpenter4 ,if he ships for seaman as well as sailmaker1 he must do an able seaman's duty1 if called upon2 and if he does not so ship1 he will still be required to assist in all-hands work1 such as working ship1 taking in and making sail1 c41 according to his ability2 and in bad weather1 or a case of necessity1 he may be put with a watch and required to do ship's duty with the rest4 ,in all-hands work he is mustered with either watch1 according to circumstances1 and the station allotted to him will depend upon his qualities as a seaman2 and1 as with the carpenter1 if he is a good seaman1 he would naturally have some more important post assigned to him4 ,he is not expected to handle the light sails1 nor to go above the topsail yards4 ,nor would the inferior duties of the crew1 such as tarring1 slushing1 and sweeping decks1 be put upon him4 ,in bad weather1 or in case of necessity1 he may be mustered in a watch1 and must do duty as one of the crew1 according to his ability4 ,sometimes he stands no watch1 and works at his trade all day1 and at others he stands his watch1 and when on deck in the day time1 and during good weather1 works at his trade1 and at night1 or in bad weather1 does duty with the watch4 ,he usually lives in the steerage with the carpenter1 and always takes his food from the galley4 ,he has no command1 and when on deck1 belongs on the forecastle with the rest of the crew4 ,in the work of his trade1 he is under the sole direction of the master1 or of the chief mate in the master's absence2 but in ship's work he is as strictly under the command of the mates1 as a common seaman is4 ,,steward4--,the duties of the steward are very different in packet ships1 carrying a large number of passengers1 from those which are required of him in other vessels4 ,in the ,new ,york liners1 for instance1 he has waiters or under-stewards1 who do most of the labor1 he himself having the general superintendence of the department4 ,it is his duty to see that the cabin and state-rooms are kept in order2 to see to the laying and clearing of the tables2 to take care of the dishes1 and other furniture belonging to them2 to provide the meals1 under the master's direction1 preparing the nicer dishes himself2 to keep the general charge of the pantry and stores for the cabin2 to look after the cook in his department2 and1 lastly1 which is as important a part of his duty as any other1 to attend to the comfort and convenience of the passengers4 ,these duties1 where there are many passengers1 require all his time and attention1 and he is not called upon for any ship's duty4 ,in vessels which are not passenger-ships1 he does the work which falls to the under-stewards of the large packets3 cleans the cabin and state rooms1 sets1 tends and clears away the table1 provides everything for the cook1 and has charge of the pantry1 where all the table furniture and the small stores are kept4 ,he is also the body servant of the master4 ,his relation to the chief mate is somewhat doubtful2 but the general understanding is1 that1 although he waits upon him when at table and must obey him in all matters relating to the ship's work1 yet he is not in any respect his servant4 ,if the mate wishes any personal service done1 he would ask it1 or make some compensation4 ,in these vessels1 the steward must come on deck whenever all hands are called1 and in working ship1 pulls and hauls about decks with the men4 ,the main sheet is called the steward's rope1 and this he lets go and hauls aft in tacking and wearing4 ,in reefing and furling1 he is expected to go upon the lower and topsail yards1 and especially the mizzen topsail yard of a ship4 ,no seamanship is expected of him1 and he stands no watch1 sleeping in at night and turning out at daylight2 yet he must do ship's duty according to his ability when all hands are called for working ship or for taking in or making sail4 ,in these things he must obey the mates in the same way that a common seaman would1 and is punishable for disobedience4 ,the amount of ship's duty required of him depends1 as ,i have said1 upon the number of passengers4 ,,cook4--,the cook almost always lives in the forecastle1 though sometimes in the steerage with the steward4 ,he stands no watch1 sleeping in at night1 and working at his business throughout the day4 ,he spends his time mostly in the cook-house1 which is called the 'galley1' where he cooks both for the cabin and forecastle4 ,this1 with keeping the galley1 boilers1 pans1 kids1 c41 clean and in order1 occupies him during the day4 ,he is called with all hands1 and in tacking and wearing1 works the fore sheet4 ,he is also expected to pull and haul about decks in all-hands work1 and is occasionally called from his galley to give a pull at a tackle or halyards4 ,no seamanship can be required of him1 but he is usually expected to go upon a lower or topsail yard in reefing or furling1 and to assist according to his ability in working ship4 ,in regular passenger-ships1 however1 as he is more exclusively employed in cooking1 he is not required to do any duty about decks1 except in a case of necessity or of common danger4 ,in some other vessels1 too1 if strongly manned1 neither the cook nor steward are sent upon the yards4 ,yet it can1 without doubt1 be required of them1 by the custom and understanding of the service1 to go upon a lower or topsail yard to reef or furl4 ,if there are on board armorers1 coopers1 or persons following any other trades1 they take the same place and follow the same rules as to duty that govern the carpenter and sailmaker4 ,in the merchant service1 when 'all hands' are called1 it literally calls every one on board but the passengers2 excepting1 as ,i have said1 in the case of the cook and steward of strictly passenger-ships4 ,those persons of whom any duty can be required1 who do not stand a watch1 but sleep in at night and work during the day1 are called idlers4 ,beside turning out with 'all hands1' the idlers are sometimes called up at night to help the watch on deck in any heavy or difficult duty1 when it is not desirable to call the other watch1 who may have had severe service4 ,this is allowable1 if practised only in cases of necessity1 and not carried to an extreme4 ,,chapter ,v4 ,,able ,,seamen4 ,grades of sea-faring persons4 ,able seamen4 ,ordinary seamen4 ,boys4 ,shipping and rating4 ,over-rating4 ,requisites of an able seaman4 ,hand1 reef and steer4 ,work upon rigging4 ,sailmaking4 ,day's work4 ,working ship4 ,reefing and furling4 ,watch duty4 ,coasters and small vessels4 ,sea-faring persons before the mast are divided into three classes1--able seamen1 ordinary seamen1 and boys or green hands4 ,and it may be remarked here that all green hands in the merchant service are termed boys1 and rated as such1 whatever may be their age or size4 ,in the ,united ,states navy1 an able seaman receives twelve dollars per month1 an ordinary seaman ten1 and the boys1 or green hands1 from four to eight1 according to their strength and experience4 ,in the merchant service1 wages are about the same on long voyages2 but on voyages to ,europe1 the ,west ,indies1 and the southern ports1 they are considerably higher1 and very fluctuating4 ,still1 the same proportion between the classes is preserved1 an ordinary seaman getting about two dollars less than an able seaman1 and the boys1 from nothing up to two dollars less than ordinary seamen1 according to circumstances4 ,a full-grown man must ship for boy's wages upon his first voyage4 ,it is not unusual to see a man receiving boy's wages and rated as a boy1 who is older and larger than many of the able seamen4 ,the crews are not rated by the officers after they get to sea1 but1 both in the merchant service and in the navy1 each man rates himself when he ships4 ,the shipping articles1 in the merchant service1 are prepared for so many of each class1 and a man puts his name down and contracts for the wages and duty of a seaman1 ordinary seaman1 or boy1 at his pleasure4 ,notwithstanding this license1 there are very few instances of its being abused2 for every man knows that if he is found incompetent to perform the duty he contracts for1 his wages can not only be reduced to the grade for which he is fitted1 but that something additional will be deducted for the deception practised upon all concerned1 and for the loss of service and the numerous difficulties incurred1 in case the fraud is not discovered until the vessel has got to sea4 ,but1 still more than this1 the rest of the crew consider it a fraud upon themselves2 as they are thus deprived of a man of the class the vessel required1 which makes her short-handed for the voyage1 and increases the duty put upon themselves4 ,if1 for instance1 the articles provide for six able seamen1 the men expect as many1 and if one of the six turns out not to be a seaman1 and is put upon inferior work1 the duties which would commonly be done by seamen will fall upon the five4 ,the difficulty is felt still more in the watches2 as1 in the case ,i have supposed1 there would be in one watch only two able seamen instead of three1 and if the delinquent was not a capable helmsman1 the increased duty at the wheel alone would be1 of itself1 a serious evil4 ,the officers also feel at liberty to punish a man who has so imposed upon all hands1 and accordingly every kind of inferior and disagreeable duty is put upon him2 and1 as he finds no sympathy from the crew1 his situation on board is made very unpleasant4 ,indeed1 there is nothing a man can be guilty of1 short of a felony1 to which so little mercy is shown on board ship2 for it is a deliberate act of deception1 and one to which there is no temptation1 except the gain of a few dollars4 ,the common saying that to hand1 reef and steer makes a sailor1 is a mistake4 ,it is true that no man is a sailor until he can do these things2 yet to ship for an able seaman he must1 in addition to these1 be a good workman upon rigging4 ,the rigging of a ship requires constant mending1 covering and working upon in a multitude of ways2 and whenever any of the ropes or yards are chafing or wearing upon it1 it must be protected by 'chafing gear4' ,this chafing gear consists of worming1 parcelling1 serving1 rounding1 c42 which requires a constant supply of small stuffs1 such as foxes1 sennit1 spunyarn1 marline1 and the like1 all which is made on board from condemned rigging and old junk4 ,there is also a great deal of new rigging to be cut and fitted1 on board1 which requires neat knots1 splices1 seizings1 coverings1 and turnings in4 ,it is also frequently necessary to set up the rigging in one part of the vessel or another2 in which case it must be seized or turned in afresh4 ,it is upon labor of this kind that the crew is employed in the 'day's work' and jobs which are constantly carried forward on board4 ,a man's skill in this work is the chief test of his seamanship2 a competent knowledge of steering1 reefing1 furling1 and the like1 being taken for granted1 and being no more than is expected of an ordinary seaman4 ,to put a marlinspike in a man's hand and set him to work upon a piece of rigging1 is considered a fair trial of his qualities as an able seaman4 ,there is1 of course1 a great deal of difference in the skill and neatness of the work of different men2 but ,i believe ,i am safe in saying that no man will pass for an able seaman in a square-rigged vessel1 who cannot make a long and short splice in a large rope1 fit a block-strap1 pass seizings to lower rigging1 and make the ordinary knots1 in a fair1 workmanlike manner4 ,this working upon rigging is the last thing to which a lad training up to the sea is put1 and always supposes a competent acquaintance with all those kinds of work that are required of an ordinary seaman or boy4 ,a seaman is generally expected to be able to sew upon a sail1 and few men ship for seamen who cannot do it2 yet1 if he is competent in other respects1 no fault can be found with an able seaman for want of skill in sailmaking4 ,in allotting the jobs among the crew1 reference is always had to a man's rate and capacity2 and it is considered a decided imputation upon a man to put him upon inferior work4 ,the most difficult jobs1 and those requiring the neatest work1 will be given to the older and more experienced among the seamen2 and of this none will complain2 but to single out an able seaman and keep him at turning the spunyarn winch1 knotting yarns or picking oakum1 while there are boys on board1 and other properly seaman's work going forward at the same time1 would be looked upon as punishment1 unless it were temporarily1 or from necessity1 or while other seaman were employed in the same manner4 ,also1 in consideration of the superior grade of an able seaman1 he is not required to sweep down the decks at night1 slush the masts1 c41 if there are boys on board and at hand4 ,not that a seaman is not obliged to do these things4 ,there is no question but that he is1 just as much as to do any other ship's work2 and if there are no boys on board or at hand at the time1 or from any other cause it is reasonably required of him1 no good seaman would object1 and it would be a refusal of duty to do so1 yet if an officer were deliberately1 and without necessity for it1 when there were boys about decks at the time1 who could do the work as well1 to order an able seaman to leave his work and sweep down the decks1 or slush a mast1 it would be considered as punishment4 ,in working ship1 the able seamen are stationed variously2 though1 for the most part1 upon the forecastle1 at the main tack or fore and main lower and topsail braces2 the light hands being placed at the cross-jack and fore and main topgallant and royal braces4 ,in taking in and making sail1 and in all things connected with the working of a ship1 there is no duty which may not be required of an able seaman2 yet there are certain things requiring more skill or strength1 to which he is always put1 and others which are as invariably assigned to ordinary seamen and boys4 ,in reefing1 the men go out to the yard-arms1 and the light hands stand in toward the slings2 while in furling1 the bunt and quarters belong to the able seamen1 and the yard-arms to the boys4 ,the light hands are expected to loose and furl the light sails1 as royals1 flying jib and mizzen topgallant sail1 and the men seldom go above the cross-trees1 except to work upon the rigging1 or to send a mast or yard up or down4 ,the fore and main topgallant sails1 and sometimes the flying jib of large vessels1 require one or more able seamen for furling1 but are loosed by light hands4 ,in short1 as to everything connected with working ship1 making and taking in sail1 c41 one general rule may be laid down4 ,a seaman is obliged to obey the order of the master or officer1 asking no questions and making no objection1 whether the duty to which he is ordered be that which properly belongs to an able seaman or not2 yet as able seamen alone can do the more nice and difficult work1 the light hands1 in their turn1 are expected to do that which requires less skill and strength4 ,in the watch on deck at night1 for instance1 the able and ordinary seamen steer the ship1 and are depended upon in case of any accident1 or if heavy sails are to be taken in or set1 or ropes to be knotted or spliced2 and in consideration of this1 if there is light work to be done1 as coiling up rigging about decks1 holding the log-reel1 loosing or furling a light sail1 or the like1 the boys are expected to do it1 and should properly be called upon by the officer1 unless from some circumstance it should be necessary to call upon a man4 ,yet1 as ,i have said before1 if ordered1 the seaman must do the thing1 under any circumstances1 and a refusal would be a refusal of his duty4 ,no man is entitled to the rate or wages of an able seaman1 who is not a good helmsman4 ,there is always a difference in a ship's company as to this duty1 some men being more steady1 careful1 and expert helmsmen than others2 and the best quality cannot be required of every able seaman2 yet if1 upon fair trial1 in bad weather1 a man is found incapable of steering the ship1 under circumstances not extraordinary1 he would be considered by all on board to have failed of his duty4 ,it should be remembered1 however1 that there are times when the very best helmsman is hardly able to steer a ship1 and if a vessel is out of trim or slow in her motions1 no skill can keep her close to her course4 ,an able seaman is also expected to do all the work necessary for reefing1 furling1 and setting sail1 to be able to take a bunt or earing1 to send yards and masts up and down1 to rig in and out booms1 to know how to reeve all the running rigging of a ship1 and to steer1 or pull an oar in a boat4 ,the standard of seamanship1 however1 is not so high in coasting vessels and those of a smaller class bound upon short voyages1 in which all the work that is necessary upon the vessel or rigging is usually done when in port by people hired from on shore4 ,in such vessels many men ship for able seamen1 and are considered1 upon the whole1 competent1 if they are able-bodied1 and can hand1 reef1 and steer1 who perhaps would only have shipped for ordinary seamen in vessels bound upon long voyages4 ,in all large class vessels1 and in vessels of almost any class bound upon long voyages1 the standard of seamanship is very nearly what ,i have before described4 ,,chapter ,,vi4 ,,ordinary ,,seamen4 ,requisites4 ,hand1 reef1 and steer4 ,loose1 furl1 and set sails4 ,reeve rigging4 ,work upon rigging4 ,watch duty4 ,an ordinary seaman is one who1 from not being of sufficient age and strength1 or from want of sufficient experience1 is not quite competent to perform all the duties of an able seaman1 and accordingly receives a little less than full wages1 and does not contract for the complete qualities of an able seaman4 ,there is a large proportion of ordinary seamen in the navy4 ,this is probably because the power of the officers is so great upon their long cruises to detect and punish any deficiency1 and because1 if a man can by any means be made to appear wanting in capacity for the duty he has shipped to perform1 it will justify a great deal of hard usage4 ,men1 therefore1 prefer rather to underrate than to run any risk of overrating themselves4 ,an ordinary seaman is expected to hand1 reef1 and steer1 under common circumstances1 7which includes 'boxing the compass2'7 to be well acquainted with all the running and standing rigging of a ship2 to be able to reeve all the studdingsail gear1 and set a topgallant or royal studdingsail out of the top2 to loose and furl a royal1 and a small topgallant sail or flying jib2 and perhaps1 also1 to send down or cross a royal yard4 ,an ordinary seaman need not be a complete helmsman1 and if an able seaman should be put in his place at the wheel in very bad weather1 or when the ship steered with difficulty1 it would be no imputation upon him1 provided he could steer his trick creditably under ordinary circumstances4 ,in reefing or furling the courses and topsails1 an ordinary seaman would not take the bunt or an earing1 if there were able seamen on the yard2 and perhaps1 in the largest sized vessels1 it would not be expected of him to pass an earing1 or make up the bunt of a fore or main topsail or course in bad weather1 yet he should know how to do both1 and should be able to take a bunt or earing on the mizzen topsail yard1 and on any topsail or lower yard of a small vessel4 ,it is commonly understood that an ordinary seaman need not be a workman upon rigging4 ,yet there are probably few men capable of performing the duties of an ordinary seaman1 as above detailed1 who would not be somewhat acquainted with work upon rigging1 and who could not do the simpler parts of it1 such as1 serving and splicing small ropes1 passing a common seizing1 or the like2 and it is always expected that an ordinary seaman shall be able to make all the hitches1 bends1 and knots in common use3 such as1 two half-hitches1 a rolling hitch1 timber hitch1 clove hitch1 common bend1 and bowline knot4 ,he would also be thought deficient if he could not draw1 knot1 and ball up yarns1 and make spunyarn1 foxes1 and common sennit4 ,yet it is said that if he can steer his trick1 and do his duty creditably in working ship and taking in and making sail1 he is entitled to the rate and wages of an ordinary seaman1 though he cannot handle a marlinspike or serving-board4 ,the duty upon which an ordinary seaman is put1 depends a good deal upon whether there are boys or green hands on board or not4 ,if there are1 he has a preference over them1 as an able seaman has over him1 in the light work2 and since he stands his helm regularly and is occasionally set to work upon rigging with the men1 he will be favored accordingly in the watch and in common duty about decks4 ,yet the distinction between ordinary seamen and boys is not very carefully observed in the merchant service1 and an ordinary seaman is frequently called upon for boy's duty1 though there are boys on board and at hand4 ,if an officer wished for some one to loose a royal1 take a broom and sweep the decks1 hold the log-reel1 coil up a rope1 or the like1 he would probably first call upon a boy1 if at hand2 if not1 upon an ordinary seaman2 but upon either of them indifferently1 before an able seaman4 ,if there are no boys on board1 the ordinary seamen do boy's duty2 the only difference being1 that if they take their trick at the wheel1 and do other ordinary seaman's work1 the able seamen are not so much preferred over them1 as over mere boys and green hands4 ,,chapter ,,vii4 ,,boys4 ,requisites4 ,wages4 ,watch4 ,day's work4 ,working ship4 ,helm4 ,duties aloft and about decks4 ,boy is the term1 as ,i have said before1 for all green hands1 whatever may be their size or age2 and also for boys1 who1 though they have been at sea before1 are not large and strong enough for ordinary seamen4 ,it is the common saying1 that a boy does not ship to know anything4 ,accordingly1 if any person ships as a boy1 and upon boy's wages1 no fault can be found with him1 though he should not know the name of a rope in the ship1 or even the stem from the stern4 ,in the navy1 the boys are divided into three classes1 according to their size and experience1 and different duties are put upon them4 ,in the merchant service1 all except able and ordinary seamen are generally upon the same wages1 though boys' wages vary in different voyages4 ,sometimes they get nothing1 being considered as apprentices2 and from that they rise to three1 five1 and sometimes eight dollars per month4 ,whatever boys' wages may be1 a person who ships for them for that voyage1 whether more or less1 is rated as boy1 and his duty is according to his rate4 ,in the ordinary day's work1 the boys are taught to draw and knot yarns1 make spunyarn1 foxes1 sennit1 c41 and are employed in passing a ball or otherwise assisting the able seamen in their jobs4 ,slushing masts1 sweeping and clearing up decks1 holding the log-reel1 coiling up rigging1 and loosing and furling the light sails1 are duties that are invariably put upon the boys or green hands4 ,they stand their watches like the rest1 are called with all hands1 go aloft to reef and furl1 and work whenever and wherever the men do1 the only difference being in the kind of work upon which they are put4 ,in reefing1 the boys lay in toward the slings of the yard1 and in furling1 they go out to the yard-arms4 ,they are sent aloft immediately1 as soon as they get to sea1 to accustom them to the motion of a vessel1 and to moving about in the rigging and on the yards4 ,loosing and furling the royals1 setting topgallant studdingsails and reeving the gear1 shaking out reefs1 learning the names and uses of all the ropes1 and to make the common hitches1 bends1 and knots1 reeving all the studdingsail gear1 and rigging in and out booms1 and the like1 is the knowledge first instilled into beginners4 ,there is a good deal of difference in the manner in which boys are put forward in different vessels4 ,sometimes1 in large vessels1 where there are plenty of men1 the boys never take the wheel at all1 and are seldom put upon any but the most simple and inferior duties4 ,in others1 they are allowed to take the wheel in light winds1 and gradually1 if they are of sufficient age and strength1 become regular helmsmen4 ,so1 also1 in their duties aloft2 if they are favored1 they may be kept at the royals and topgallant sails1 and gradually come to the earing of a mizzen topsail4 ,in work upon rigging1 however1 a green hand makes but little progress beyond ropeyarns and spunyarn1 during his first voyage2 since there are men enough to do the jobs1 and he can be employed to more advantage in the inferior work1 and in making and taking in light sails1 steering in light winds1 c42 a competent knowledge of which duty is sufficient to enable him to ship for an ordinary seaman upon the next voyage4 ,it is generally while in the grade of ordinary seaman that the use of the marlinspike is learned4 ,whatever knowledge a boy may have acquired1 or whatever may be his age or strength1 so long as he is rated as a boy1 7and the rates are not changed during a voyage unless a person changes his ship17 he must do the inferior duties of a boy4 ,if decks are to be cleared up or swept1 rigging to be coiled up1 a man is to be helped in his job1 or any duty to be done aloft or about decks which does not require the strength or skill of a seaman1 a boy is always expected to start first and do it1 though not called upon by name4 ,,chapter ,,viii4 ,,miscellaneous4 ,watches4 ,calling the watch4 ,bells4 ,helm4 ,answering4 ,stations4 ,food4 ,sleep4 ,,watches4--,a watch is a term both for a division of the crew1 and for the period of time allotted to such division4 ,the crew are divided into two watches1 larboard and starboard2 the larboard commanded by the chief mate1 and the starboard by the second mate4 ,these watches divide the time between them1 being on and off duty1 or1 as it is termed1 on deck and below1 every other four hours4 ,if1 for instance1 the chief mate with the larboard watch have the first night watch1 from eight to twelve1 at the end of the four hours the starboard watch is called1 and the second mate takes the deck1 while the larboard watch and the chief mate go below until four in the morning4 ,at four they come on deck again1 and remain until eight2 having what is called the 'morning watch4' ,as they will have been on deck eight hours out of the twelve1 while the starboard watch1 who had the middle watch1 from twelve to four1 will only have been up four hours1 they are entitled to the watch below from eight till twelve1 which is called the 'forenoon watch below4' ,where this alternation of watches is kept up throughout the twenty-four hours1 four hours up and four below it is called having watch and watch4 ,this is always given in bad weather1 and when day's work cannot be carried on2 but in most merchant vessels1 it is the custom to keep all hands from one ,p4,m4 until sundown1 or until four o'clock4 ,in extreme cases1 also1 all hands are kept throughout the day2 but the watch which has had eight hours on deck at night should always be allowed a forenoon watch below1 if possible4 ,the watch from four to eight1 ,p4,m41 is divided into two half-watches of two hours each1 called dog-watches4 ,the object of this is to make an uneven number of watches1 seven instead of six2 otherwise the same watch would stand during the same hours for the whole voyage1 and those who had two watches on deck the first night would have the same throughout the trip4 ,but the uneven number shifts the watches4 ,the dog-watches coming about sundown1 or twilight1 and between the end of a day's work and the setting of the night watch1 are usually the time given for recreation1--for smoking1 telling yarns1 c41 on the forecastle2 things which are not allowed during the day4 ,,calling ,,the ,,watch4--,as soon as eight bells are struck1 the officer of the watch gives orders to call the watch1 and one of the crew goes to the scuttle1 knocks three times1 and calls out in a loud voice1 ,all the starboard 7or larboard7 watch1 ahoy6 or1 ,all starbowlines1 ahoy6 or something of the kind1 and adds1 ,eight bells1 or the hour2 usually1 also1 a question1 to know whether he is heard1 as1 ,do you hear the news there1 sleepers8 ,some one of the watch below must answer1 ,ay1 ay6 to show that the call has been heard4 ,the watch below is entitled to be called in a loud and audible voice1 and in the usual manner2 and unless called1 they cannot be expected to come up4 ,they must also turn out at once and come on deck as soon as they are called1 in order that the other watch may go below1 especially as they are never called until the hour has expired1 and since some minutes are allowed for turning out1 dressing1 and getting on deck4 ,the man whose turn it is to take the helm goes immediately aft1 and ought to be the first on deck1 as the two hours' duty at the helm at night is tedious1 and entitles a man to be speedily relieved4 ,it is considered a bad trait in a man to be slack in relieving the helm4 ,the relieving the helm is also the sign that the watch is changed1 and no man is permitted to go below until that has been done4 ,it is a man's watch on deck so long as one of his watch is at the wheel4 ,,bells4--,the time at sea is marked by bells4 ,at noon1 eight bells are struck1 that is1 eight strokes are made upon the bell2 and from that time it is struck every half-hour throughout the twenty-four1 beginning at one stroke and going as high as eight1 adding one at each half-hour4 ,for instance1 twelve o'clock is eight bells1 half past twelve is one bell1 one o'clock is two bells1 half past one three bells1 and so on until four o'clock1 which will be eight bells4 ,the watch is then out1 and for half past four you strike one bell again4 ,a watch of four hours therefore runs out the bells4 ,it will be observed1 also1 that even bells come at the full hours1 and the odd bells at the half-hours4 ,for instance1 eight bells is always twelve1 four1 or eight o'clock2 and seven bells always half past three1 half past seven1 or half past eleven4 ,the bells are sounded by two strokes following one another quickly1 and then a short interval2 after which1 two more2 and so on4 ,if it is an odd number1 the odd one is struck alone1 after the interval4 ,this is to make the counting more sure and easy2 and1 by this means1 you can1 at least1 tell whether it is an hour or a half-hour4 ,,helm4 ,neither the master nor mates of a merchant vessel ever take the helm4 ,the proper helmsmen are the able and ordinary seamen4 ,sometimes the carpenter1 sailmaker1 c41 if they are seamen1 are put at the helm2 also the boys1 in light winds1 for practice4 ,each watch steers the ship in its turn1 and the watch on deck must supply the helmsman1 even when all hands are called4 ,each man stands at the helm two hours1 which is called his trick4 ,thus1 there are two tricks in a watch4 ,sometimes1 in very cold weather1 the tricks are reduced to one hour2 and1 if the ship steers badly1 in a gale of wind1 two men are sent to the wheel at once4 ,in this case1 the man who stands on the weather side of the wheel is the responsible helmsman1 the man at the lee wheel merely assisting him by heaving the wheel when necessary4 ,the men in the watch usually arrange their tricks among themselves1 the officers being satisfied if there is always a man ready to take the wheel at the proper time4 ,in steering1 the helmsman stands on the weather side of a wheel and on the lee side of a tiller4 ,but when steering by tiller-ropes with no hitch round the tiller-head1 or with a tackle1 as in a heavy gale and bad sea1 when it is necessary to ease the helm a good deal1 it is better to stand up to windward and steer by the parts of the tackle or tiller-ropes4 ,in relieving the wheel1 the man should come aft on the lee side of the quarter-deck1 7as indeed he always should unless his duty lies to windward17 go to the wheel behind the helmsman and take hold of the spokes1 so as to have the wheel in command when the other lets go4 ,before letting go1 the helmsman should give the course to the man that relieves him in an audible voice1 and the new man should repeat it aloud just as it was given1 so as to make it sure that he has heard correctly4 ,this is especially necessary1 since the points and half points are so much alike that a mistake might easily be made4 ,it is the duty of the officer of the watch to be present when the wheel is relieved1 in order to see that the course is correctly reported and understood2 which is another reason why the course should be spoken by both in a loud tone4 ,it is unseamanlike and reprehensible to answer1 ,ay1 ay6 or1 ,i understand1 or the like1 instead of repeating the course4 ,if a vessel is sailing close-hauled and does not lay her course1 the order is1 ,full and by6 which means1 by the wind1 yet all full4 ,if a vessel lays her course1 the order then is her course1 as ,n4,w4 by ,w41 ,e4 by ,s41 and the like4 ,when a man is at the wheel1 he has nothing else to attend to but steering the ship1 and no conversation should be allowed with him4 ,if he wishes to be relieved during his trick1 it should not be done without the permission of the officer1 and the same form of giving and repeating the course should be gone through1 though he is to be absent from the helm but a minute or two4 ,if an order is given to the man at the wheel as to his steering1 he should always repeat the order1 distinctly1 that the officer may be sure he is understood4 ,for instance1 if the order is a new course1 or1 ,keep her off a point6 ,luff a little6 ,ease her6 ,meet her6 or the like1 the man should answer by repeating the course or the order1 as1 ,luff a little1 sir1 ,meet her1 sir1 c41 and should not answer1 ,ay1 ay1 sir6 or simply execute the order as he understands it4 ,this practice of repeating every1 even the most minute order at the wheel1 is well understood among seamen1 and a failure or refusal to do so is an offence sometimes leading to disagreeable results4 ,if1 when the watch is out and the other watch has been called1 all hands are detained for any purpose1 as1 to reef a topsail1 to set studdingsails1 or the like1 the helm should not be relieved until the work is done and the watch ready to go below4 ,,answering4--,the rule has just been stated which requires a man at the wheel to answer by repeating distinctly the order given him4 ,the same rule applies to some other parts of a seaman's duty1 though to none so strictly1 perhaps1 as to that4 ,in tacking1 where the moment of letting go a rope or swinging a yard is very important1 the order of the master is always repeated by the officer on the forecastle4 ,this enables the master to know whether he is heard and understood1 to repeat his order if it is not answered at once1 and to correct any mistake1 or obviate some of its consequences4 ,the same may be said generally of every order to the proper or instant execution of which unusual importance is attached4 ,if1 for instance1 a man is stationed by a rope to let it go upon an order given1 if an order is addressed to him which he supposes to be for that purpose1 he should answer1 ,let go1 sir6 and usually adds1 ,all gone6 as soon as it is done4 ,green hands should bear in mind that whenever an order is of a kind which ought to be repeated1 it must be so1 without reference to a man's distance from the officer who gives the order1 but just as much if standing a few feet from him as if at the mast-head1 since1 upon the whole1 the chance of misapprehension is not much less in one case than in the other4 ,the common run of orders1 however1 are sufficiently answered by the usual reply of ,ay1 ay1 sir6 which is the proper seaman's answer1 where the repetition of the order is not necessary4 ,but some answer or other should always be made to an order4 ,this is a rule difficult to impress upon beginners1 but the reasonableness of it is obvious1 and it is well understood among all seafaring persons2 and even though an officer should see that the man was executing his order1 he still would require1 and has a right to demand a reply4 ,the rule is as strictly observed by the master and officers between themselves1 as it is required by them of the men2 for the reason is the same4 ,it is almost unnecessary to say that the addition ',sir' is always to be used in speaking to the master or to either of the mates4 ,the mates in their turn use it to the master4 ',mr4' is always to be prefixed to the name of an officer1 whether chief or second mate4 ,in well-disciplined vessels1 no conversation is allowed among the men when they are employed at their work2 that is to say1 it is not allowed in the presence of an officer or of the master2 and although1 when two or more men are together aloft1 or by themselves on deck1 a little low conversation might not be noticed1 yet if it seemed to take off their attention1 or to attract the attention of others1 it would be considered a misdemeanor4 ,in this respect the practice is different in different vessels4 ,coasters1 fishermen1 or small vessels on short voyages1 do not preserve the same rule2 but no seaman who has been accustomed to first class ships will object to a strictness as to conversations and laughing1 while at day's work1 very nearly as great as is observed in a school4 ,while the crew are below in the forecastle1 great license is given them2 and the severest officer will never interfere with the noise and sport of the forecastle1 unless it is a serious inconvenience to those who are on deck4 ,in working ship1 when the men are at their stations1 the same silence and decorum is observed4 ,but during the dog-watches1 and when the men are together on the forecastle at night1 and no work is going forward1 smoking1 singing1 telling yarns1 c41 are allowed2 and1 in fact1 a considerable degree of noise and skylarking is permitted1 unless it amounts to positive disorder and disturbance4 ,it is a good rule to enforce1 that whenever a man aloft wishes anything to be done on deck1 he shall hail the officer of the deck1 and not call out1 as is often done1 to any one whom he may see about decks1 or generally to have a thing done by whoever may happen to hear him4 ,by enforcing this rule the officer knows what is requested1 and may order it and see that it is done as he thinks fit2 whereas1 otherwise1 any one about decks1 perhaps a green hand1 may execute the order upon his own judgment and after his own manner4 ,,stations4--,the proper place for the seamen when they are on deck and there is no work going forward1 is on the forecastle4 ,by this is understood so much of the upper deck as is forward of the after fore-shroud4 ,the men do not leave this to go aft or aloft unless ship's duty requires it of them4 ,in working ship1 they are stationed variously1 and go wherever there is work to be done4 ,the same is the case in working upon rigging4 ,but if a man goes aft to take the wheel1 or for any other purpose which does not require him to go to windward1 he will go on the lee side of the quarter-deck4 ,,food1 ,,sleep1 ,c4--,the crew eat together in the forecastle1 or on deck1 if they choose1 in fine weather4 ,their food is cooked at the galley1 and they are expected to go to the galley for it and take it below or upon the forecastle4 ,the cook puts the eatables into wooden tubs called kids1 and of these there are more or less1 according to the number of men4 ,the tea or coffee is served out to each man in his tin pot1 which he brings to the galley4 ,there is no table1 and no knives nor forks to the forecastle2 but each man helps himself1 and furnishes his own eating utensils4 ,these are usually a tin pot and pan1 with an iron spoon4 ,the usual time for breakfast is seven bells1 that is1 half past seven o'clock in the morning4 ,consequently1 the watch below is called at seven bells1 that they may get breakfast and be ready to take the deck at eight o'clock4 ,sometimes all hands get breakfast together at seven bells2 but in bad weather1 or if watch and watch is given1 it is usual for the watch below to breakfast at seven bells1 and the watch on deck at eight bells1 after they are relieved4 ,the dinner hour is twelve o'clock1 if all hands get dinner together4 ,if dinner is got 'by the watch1' the watch below is called for dinner at seven bells 7half past eleven17 and the other watch dine when they go below1 at twelve4 ,if all hands are kept in the afternoon1 or if both watches get supper together1 the usual hour is three bells1 or half past five2 but if supper is got by the watch1 three bells is the time for one watch and four for the other4 ,in bad weather1 each watch takes its meals during the watch below1 as1 otherwise1 the men would be liable to be called up from their meals at any moment4 ,as to the time allowed for ,,sleep2 it may be said1 generally1 that a sailor's watch below is at his own disposal to do what he chooses in1 except1 of course1 when all hands are called4 ,the meal times1 and time for washing1 mending1 reading1 writing1 c41 must all come out of the watch below2 since1 whether there is work going forward or not1 a man is considered as belonging to the ship in his watch on deck4 ,at night1 however1 especially if watch and watch is not given1 it is the custom in most merchant vessels1 in good weather1 to allow the watch to take naps about the decks1 provided one of them keeps a look-out1 and the rest are so that they can be called instantly4 ,this privilege is rather a thing winked at than expressly allowed1 and if the man who has the look-out falls asleep1 or if the rest are slow in mustering at a call1 they are all obliged to keep awake4 ,in bad weather1 also1 or if near land1 or in the track of other vessels1 this privilege should not be granted4 ,the men in each watch usually arrange the helms and look-outs among themselves1 so that a man need not have a helm and a look-out during the same watch4 ,a man should never go below during his watch on deck1 without permission2 and if he merely steps down into the forecastle for an instant1 as1 to get his jacket1 he should tell some one1 who may speak to him at once1 if the watch is called upon4 ,,part ,,iii4 ,,laws ,,relating ,,to ,,the ,,practical ,,duties ,,of ,,master ,,and ,,mariners4 ,,chapter ,i4 ,,the ,,vessel4 ,title4 ,bill of sale4 ,registry4 ,enrolment4 ,license4 ,documents4 ,certificate4 ,passport4 ,sea-letter4 ,list of crew4 ,bill of health4 ,general clearance4 ,clearing manifest4 ,invoice4 ,bill of lading4 ,charter-party4 ,log-book4 ,manifest4 ,list of passengers and crew4 ,remaining sea-stores4 ,medicine-chest4 ,provisions4 ,,title4--,the bill of sale is the proper evidence of title to all vessels4 ,it is the instrument of transfer which is used in all maritime countries1 which courts of law look to for proof of title1 and which is in most cases absolutely required4#f #f #e ,rob4 ,ad4 #aee4 #a ,mason1 #aci2 #b do4 #dce2 #d do4 #cij4 #af ,mass4 #ccf4 #g ,johns4 #cjh4 ,but see #h ,pick4 #hi4 #af ,mass4 #ffc4 ,possession of the vessel should also accompany the bill of sale1 whenever it is practicable4 ,if the bill of sale is transferred while the vessel is at sea1 possession should be taken immediately upon her arrival in port4 ,the fact of the bill of sale being with one person and the actual possession of the vessel with another1 after there has been an opportunity to transfer it1 will raise a presumption of fraud1 and make the parties liable to losses and difficulties in dealing with creditors1 and such as purchase in good faith4#g #g #d ,mass4 #ffc4 #d ,mason1 #ahc4 #i ,pick4 #d4 #f ,mass4 #dbb2 #ae do4 #dgg2 #ah do4 #chi4 ,,registry1 ,,enrolment1 ,,and ,,license4--,the laws of the ,united ,states have given many privileges to vessels built1 owned and commanded by our own citizens4 ,such vessels are entitled to be registered1 enrolled or licensed1 according to circumstances1 and are thereupon considered vessels of the ,united ,states1 entitled to the benefits and privileges appertaining to such ships4 ,the only vessels entitled to a register are those built in the ,united ,states and owned wholly by citizens thereof2 vessels captured in war by our citizens1 and condemned as prizes2 and vessels adjudged to be forfeited for breach of the laws of the ,united ,states1 being wholly owned by such citizens4 ,no owner is compelled to register his vessel1 but unless registered 7with the exception of those enrolled and licensed in the coasting and fishing trades7 she is not entitled to the privileges and benefits of a vessel of the ,united ,states1 although she be built1 owned and commanded by citizens thereof4#h #h ,act #agib1 ch4 #de1 #a4 ,vessels employed wholly in the whale-fishery1 owned by an incorporated company1 may be registered1 so long as they shall be wholly employed therein4#i ,if not so owned and registered1 they must be enrolled and licensed4#aj #i ,act #ahca1 ch4 #cej1 #a4 #aj #c ,sumner1 #cdb4 #b ,law ,rep4 #adf contra4 ,the name of every registered vessel1 and the port to which she belongs1 must be painted on her stern1 on a black ground1 in white letters1 of not less than three inches in length4 ,and if any registered vessel is found without her name and the name of her port so painted1 the owners thereof forfeit fifty dollars4#aa #aa ,act #agib1 ch4 #de1 #c4 ,in order to the obtaining of a register1 oath must be made that the master is a citizen of the ,united ,states4#ab ,if the master of a registered vessel is changed1 or if the vessel's name is altered1 such fact must be endorsed upon the register at the custom-house1 otherwise she will cease to be considered a vessel of the ,united ,states4#ac #ab ,do4 #d1 #ab4 #ac ,act #agib1 ch4 #de1 #bc4 ,if any certificate of registry is fraudulently or knowingly used for any ship or vessel not at the time entitled to it1 such ship or vessel1 with her tackle1 apparel and furniture1 shall be forfeited to the ,united ,states4#ad ,if an enrolled or licensed vessel is about to proceed on a foreign voyage1 she must surrender her enrolment and license1 and take out a register1 or she1 together with her cargo1 will be liable to forfeiture4#ae ,in case of the loss of a register1 the master may make oath to the fact1 and obtain a new one4 #ad ,do4 #bg4 #ae ,act #agic1 ch4 #eb1 #h4 ,all vessels engaged in the coasting and fishing trades1 above twenty tons' burden1 in order to be entitled to the privileges of vessels of the ,united ,states in those trades1 must be enrolled and licensed2 and if less than twenty tons1 must be licensed4#af ,the same qualifications and requisites in all respects are demanded in order to the enrolling and licensing of a vessel1 which are required for registering4#ag ,the name must be painted on the stern in the same manner1 under penalty of #bj4ah #af ,do4 #a4 #ag ,do4 #b4 #ah ,do4 #aa4 ,if any vessel licensed for the fisheries engages in any other business not expressly allowed by the license1 she is forfeited4#ai ,vessels1 however1 licensed for the mackerel trade are not forfeited in consequence of having been engaged in catching cod1 or other fish2 but they are not entitled to the bounty allowed to vessels in the cod fisheries4#bj ,the officers and at least three fourths of the crew of every fishing vessel must be ,american citizens1 or they can recover none of the bounties4#ba #ai ,act #agic1 ch4 #eb1 #cb4 #bj ,acts #ahbh1 ch4 #aai1 #a1 and #ahcf1 ch4 #ee1 #a4 #ba ,act #ahag1 ch4 #bjd1 #c4 ,,documents4--,every registered vessel should have a certificate of registry4#bb ,this is an abstract of the record of registry1 showing the names and residences of the owners1 the place where the vessel was built1 with a particular description of the vessel4 ,this document shows the national character of the vessel1 and is important to prove neutrality in time of war between other powers4 ,for the same reasons1 an enrolled vessel should have a certificate of enrolment4#bc ,vessels bound to ,europe should have passports4 ,a passport is a permission from the government for the vessel to go upon her voyage1 and contains a description of the vessel1 crew1 c41 and the name of the master4 ,vessels bound round ,cape ,horn or the ,cape of ,good ,hope should have sea-letters4 ,these contain a description of the cargo1 c41 and are written in four languages--,english1 ,french1 ,dutch and ,spanish4 ,the two latter documents are rendered necessary or expedient by reason of treaties with foreign powers4 ,every vessel should have a list of crew4 ,this specifies the name1 age1 place of birth and residence1 c41 of each one of the ship's company2 and is1 of course1 very useful when sailing among belligerents4 ,the other documents are the bill of health1 general clearance1 clearing manifest1 invoice and bill of lading for the cargo1 charter-party1 if one has been given1 and the log-book4 ,on entering at the custom-house1 the papers required in addition to these are the manifest1 list of passengers and crew1 and of remaining sea-stores4 #bb ,act #agib1 ch4 #de4 #bc ,act #agic1 ch4 #eb4 ,,medicine-,,chest4--,every vessel belonging to citizens of the ,united ,states1 of the burden of one hundred and fifty tons or upwards1 navigated by ten or more persons in the whole1 and bound on a foreign voyage1 must be provided with a medicine-chest1 put up by some apothecary of known reputation1 and accompanied by directions for using the same4 ,this chest must be examined and refitted by the same or some other apothecary at least once in a year4#bd ,the same rule applies to vessels of seventy-five tons and upwards1 navigated by six persons in the whole1 and bound to the ,west ,indies4#be #bd ,act #agij1 ch4 #ef1 #h4 #be ,act #ahje1 ch4 #hh1 #a4 ,,national ,,character ,,of ,,crew4--,in order to be placed upon the most favorable footing as to duties1 bounties1 c41 it is necessary that the master1 officers1 and two thirds of the rest of the crew of vessels in the foreign trade1 and officers and three fourths of the crew of fishing and coasting vessels1 should be citizens1 or persons not the subjects of any foreign prince or state4#bf ,nevertheless1 while foreigners are employed in our vessels1 they are under the protection of our laws as mariners and seamen of the ,united ,states4#bg #bf ,act #ahag1 ch4 #bjd1 #c1 #e1 #f4 #bg #c ,sumner1 #aae4 ,,provisions4--,every vessel of the ,united ,states bound on a voyage across the ,atlantic1 shall1 at the time of leaving the last port from which she sails1 have on board1 well secured under deck1 at least sixty gallons of water1 one hundred pounds of salted beef1 and one hundred pounds of wholesome ship bread1 for every person on board1 7over and above any stores that the master or passengers may have put on board27 and in like proportions for shorter or longer voyages4 ,if any vessel is not so provided1 and the crew are put upon short allowance of bread1 flesh or water1 they can recover an additional day's wages for every day they are so allowanced4#bh #bh ,act #agij1 ch4 #ef1 #i4 ,,passengers4--,the same provision1 with the addition of one gallon of vinegar1 must be made for every passenger2 and if1 in default of these1 the passengers are put on short allowance1 each passenger can recover three dollars for every day he is so allowanced4#bi #bi ,act #ahai1 ch4 #agj1 #c4 ,if any vessel takes on board a greater number of passengers than two for every five tons1 custom-house measurement1 the master forfeits #aej for every such passenger2 and if the number by which they exceed two for every five tons shall amount to twenty1 the vessel becomes forfeited4#cj #cj ,do4 #a1 #b4 ,,chapter ,,ii4 ,,the ,,master',s ,,relation ,,to ,,vessel ,,and ,,cargo4 ,revenue duties and obligations4 ,list of crew4 ,certificate4 ,sea letter4 ,passport4 ,list of passengers4 ,manifest4 ,sea stores4 ,unloading4 ,post-office4 ,report4 ,citizenship4 ,coasting license4 ,power to sell and hypothecate4 ,keeping and delivering cargo4 ,deviation4 ,collision4 ,pilot4 ,wages and advances4 ,,revenue ,,duties ,,and ,,obligations4--,the master of every vessel bound on a foreign voyage1 before clearance1 must give to the collector of the customs a list of the crew1 specifying their names1 places of birth and residence1 and containing a description of their persons2 whereupon he is entitled to a certified copy of the same from the collector4 ,this copy he must deliver1 under a penalty of #djj1 to the first boarding officer upon his arrival in the ,united ,states1 and produce the persons named therein1 unless the same have been discharged in a foreign country1 with the consent of the consul or other commercial agent thereto certified in writing under his hand and official seal2 or by showing that they have died or absconded1 or been impressed into foreign service4#ca ,the duplicate list of the crew shall be a fair copy1 in one uniform handwriting1 without erasure or interlineation4#cb #ca ,act #ahjc1 ch4 #fb1 #a4 #cb ,act #ahdj1 ch4 #bh1 #a4 ,the owners must also obtain from the collector of the customs a certified copy of the shipping articles4 ,this must be produced by the master before any consul or commercial agent who may demand it1 and all erasures in it or writings in a different hand shall be deemed fraudulent1 unless satisfactorily explained4#cc #cc ,do4 ,the master of every vessel of the ,united ,states1 on arriving at a foreign port1 must deposit with the consul1 or other commercial agent1 his certificate of registry1 sea letter1 and passport 7if he have one17 under a penalty of #ejj4 ,the consul returns them to him1 upon his obtaining a clearance4#cd #cd ,act #ahjc1 ch4 #fb1 #b4 ,upon arriving in the ,united ,states1 the master must report to the collector a list of passengers1 specifying their names1 age1 sex1 occupation1 the country of which they are citizens1 and that in which they intend to reside4 ,this is under a penalty of #ejj4ce #ce ,act #ahai1 ch4 #agj1 #d4 ,vessels arriving from foreign ports must unlade and deliver their cargoes between sunrise and sunset1 unless by special permission of the collector of the port4 ,in making out manifests of cargoes1 the master must specify what articles are to be deemed sea stores1 and declare the same upon oath4 ,if the collector deems the amount excessive1 he may charge them with a duty4 ,if the cargo is found to exceed the manifest1 the excess is forfeited to the government1 and the master is liable to pay treble the amount4#cf #cf ,act #agii1 ch4 #abh1 #de4 ,if the master land any of the sea stores1 without first obtaining a permit1 such stores are forfeited1 and the master becomes liable to pay treble the value of them4#cg #cg ,act #agii1 ch4 #abh1 #de4 ,the master subjects himself to a fine of #bjj if the vessel departs on a foreign voyage without a passport4 ,it is the duty of the master1 coming from a foreign port1 to have a manifest of cargo and a copy of the same made out and ready for delivery to any officer of the customs who may board the vessel within four leagues of the coast4#ch ,unless this manifest is produced1 no merchandise can be unloaded from the vessel4 ,the manifest shall specify the port where the merchandise was received1 the port to which it is consigned1 the name1 build and description of the vessel1 with the name of the master and owner1 the marks and numbers of each package of goods1 with the name of the consignee2 and also the names of the passengers with their baggage1 and the account of all remaining sea stores4#ci #ch ,do4 #bc4 #ci ,act #ahai1 ch4 #agj1 #d4 ,if any goods are unladed within four leagues of the coast1 or within the limits of any district1 without authority from the proper officer1 except in case of accident or necessity--which must be strictly proved--such goods are forfeited1 and the master and mate incur1 respectively1 a penalty of #ajjj for each offence4#dj #dj ,act #agii1 ch4 #abh1 #bg4 ,if the master refuses to exhibit his manifest and deliver a copy of the same to the boarding officer1 or to inform him of the true destination of the vessel1 he incurs a penalty of #ejj for each offence4#da #da ,do4 #bf4 ,the master must deposit all his letters in the post-office before entering his cargo2 and if he shall break bulk before depositing his letters1 he forfeits #ajj for each offence4#db #db ,act #ahbe1 ch4 #bge1 #ag4 ,if any merchandise is imported into the ,united ,states not contained in the manifest1 the master of the vessel forfeits a sum equal to the value of such merchandise2 and if any of it belongs or is consigned to the master1 or to any officer or seaman on board1 it becomes forfeited2 unless it shall be made to appear that the omission occurred by accident or mistake4#dc #dc ,act #agii1 ch4 #abh1 #bd4 ,the master of a vessel arriving from a foreign port must report himself to the collector within twenty-four hours1 and within forty-eight hours he must make a further and more particular report1 in writing1 under penalty of #ajj2 and if he shall attempt to leave the port without entry he forfeits #djj4dd #dd ,do4 #cj4 ,if any articles reported in the manifest are not found on board1 the master forfeits #ejj1 unless it shall be made to appear that the same was caused by accident or mistake4 ,the master of every vessel bound on a foreign voyage must deliver a manifest of cargo to the collector1 and obtain a clearance1 under penalty of #ejj4de #de ,do4 #c4 ,the master of every vessel enrolled and licensed in the coasting trade must be a citizen of the ,united ,states2 and if the vessel trades to any other than an adjoining state1 three fourths of the crew must be citizens4 ,if the master of a coasting vessel is changed1 such change must be reported to the collector of the port where the change is made4#df #df ,act #agic1 ch4 #eb1 #ab4 ,the master of every coasting vessel must deliver up his license within three days after it expired1 or1 if the vessel was then at sea1 within three days after her first arrival thereafter1 under a penalty of #ej4 ,the master of a coasting vessel departing from one great district to another1 must deliver to the collector duplicate manifests of all the cargo on board1 under penalty of #ej2 and within forty-eight hours after his arrival at the port of delivery1 and before breaking bulk1 he must deliver to the collector the manifest certified to by the collector of the former port1 under penalty of #ajj4dg ,if the vessel shall at any time be found without a manifest on board1 the master forfeits #bj1 and if he refuses to inform the officer of his last port of departure1 he forfeits #ajj4dh #dg ,do4 #ag4 #dh ,do4 #ah4 ,,power ,,to ,,sell ,,and ,,hypothecate4--,the master has1 in certain cases1 power to hypothecate the ship and cargo1 and also to sell a part of the cargo2 and in certain extreme cases a sale of the ship and cargo1 made from necessity1 and in the utmost good faith1 will be upheld4 ,his right to do any of these acts is confined to cases of necessity1 in distant ports1 where he cannot get the advice of the owner4 ,the safest rule for the master is1 to bear in mind that his duty is to prosecute the voyage1 and that all his acts must be done for this purpose1 and in good faith4 ,if a necessity arises in a foreign port for the repairing or supplying of the ship1 he must1 in the first instance1 make use of any property of the owner he may have under his control1 other than cargo4#di ,if1 however1 he has money of the owner in his hands1 put on board for the purpose of procuring a cargo1 he is not bound to apply this first2 but must use his discretion1 bearing in mind that all repairs have for their sole object the prosecution of the voyage1 which might be defeated by making use of these funds4#ej ,his next recourse should be to the personal credit of the owner1 by drawing bills1 or otherwise4#ea #di #c ,mason1 #bee4 #ej ,do4 #ea #b ,wash4 ,c4 ,c4 #bbf4 ,if these means fail1 he is next to hypothecate 7that is1 pledge7 the ship 7bottomry17 or cargo 7respondentia17 or freight1 or sell part of the cargo1 according to circumstances4 ,if the owner of the ship is also owner of the cargo1 the better opinion seems to be1 that the master may take whichever of these means can be adopted with the least sacrifice of the owner's interest2 though1 probably1 selling part of the cargo would in almost all cases be the least favorable course for all the purposes of the voyage4#eb ,if the owner of the ship is not owner of the cargo1 the master should bear in mind that he is agent of the former1 and has generally no further control over the cargo than for safe keeping and transportation4#ec ,he should1 therefore1 first exhaust the credit of the ship and freight by hypothecation2 and if these means fail1 he then becomes1 by necessity1 agent for the owners of the cargo for the purposes of the voyage1 and may hypothecate the whole1 or sell a part1 according to circumstances4 ,as to selling part1 he should remember that his duty is to carry forward the objects of the voyage1 and that selling a large part would probably impair these objects more than hypothecating the whole4#ed #eb #b ,wash4 ,c4 ,c4 #bbf4 #ec ,do4 #ed #c ,mason1 #bee4 #a ,wash4 ,c4 ,c4 #di2 #b ,do4 #bbf4 #c ,rob4 #bdj4 ,in no case can any of the cargo be sold or hypothecated to repair or supply the ship1 unless these repairs and supplies are to be for the benefit of the cargo4 ,the strictest proof is always required that the repairs were in the first place necessary1 and1 in the next place1 that they were for the benefit of the cargo1 and not merely for the good of the ship-owner4#ee #ee #b ,wash4 #bbf4 #c ,rob4 #bdj4 ,a further question arises1 whether the master has ever1 and when1 the right to sell the whole cargo and the ship itself4 ,if it should be impossible to repair the ship and send her on the voyage by any of the means before mentioned1 it then becomes the master's duty to forward the cargo to the port of destination by some other conveyance4 ,if neither of these things can be done1 then he becomes1 from necessity1 agent of the owner of the cargo1 and must make the best disposition of it in his power4 ,if the goods are perishable1 the owner cannot be consulted within a reasonable time1 and has no agent in the port1 and something must be done with the cargo1 and there is no one else to act--then the master must dispose of it in such a way as best to subserve the interest of its owner4 ,he should take the advice of the commercial agent or other suitable persons1 should also use his own judgment and act with good faith1 and take care to preserve evidence that he has so done4 ,if all these requisites are not complied with1 he will incur the danger of having his acts set aside4#ef #ef #b ,wash4 ,c4 ,c4 #aej4 #c ,rob4 #bdj4 ,the rule as to the sale of the ship is very nearly the same1 except that it is1 perhaps1 still more strict4 ,if all means for repairing the vessel and sending her on her voyage have failed1 and a case of absolute necessity arises1 the master may make a sale of her4 ,as a prudent man1 he should have the sale made1 if possible1 under the authority of the judicial tribunals of the place4 ,even this will not1 of itself1 render the sale valid1 but will go far toward sustaining it4 ,he should consult the consul1 or other suitable persons2 should have a survey made2 should take care to have the sale conducted publicly and with the best faith in all parties1 and to preserve evidence of the same4 ,although a person should buy in good faith1 yet the sale will be set aside unless it can be shown that there was the strictest necessity for it4 ,the master must not become a purchaser himself1 and even if he afterwards buys of one who purchased at the sale1 this transaction will be very narrowly watched1 and he will be bound to show the very highest good faith in all parties4#eg #eg #e ,mason1 #dfe4 #b ,sumner1 #bjf4 ,edwards1 #aag4 ,the strictness of these rules should not deter the master from acting1 where the interest of all requires it1 but will show him the risk that is run by acting otherwise than with prudence and entire honesty4 ,he should remember1 too1 that1 in taking command of a vessel1 he not only covenants that he will act honestly and with the best of his judgment1 but also holds himself out as having a reasonable degree of skill and prudence4#eh #eh #a ,dallas1 #ahd4 ,as to the safe keeping1 transportation1 and delivery of the cargo1 the master's duties and obligations are those of a common carrier upon land4 ,he is bound to the strictest diligence in commencing and prosecuting the voyage1 a high degree of care both of vessel and goods1 and is held liable for all losses and injuries not occasioned by inevitable accident1 or by the acts of public enemies4 ,he is answerable also for unnecessary delays and deviations1 and for the wrongful or negligent acts of all persons under his command4 ,at the termination of the voyage1 he must deliver the goods to the consignee or his agents4 ,a landing upon the wharf is a sufficient delivery1 if due notice be given to the parties who are to receive them4 ,he is not1 however1 bound to deliver until the freight due is paid or secured to his satisfaction1 as he has a lien upon the goods for his freight2 but the consignee can require the goods to be taken from the hold1 in order that he may examine them1 before paying freight4 ,in such case they should not go out of the possession of the master or his agents4 ,,deviation4--,the master must not deviate from the course of the voyage4 ,by a deviation is meant1 technically1 any alteration of the risk insured against1 without necessity or reasonable cause4 ,it may be by departing from the regular and usual course of the voyage1 or by any unusual and unnecessary delay4 ,a deviation renders the insurance void1 whether the loss of the vessel is caused by the deviation or not4 ,it is not a deviation to make a port for repairs or supplies1 if there be no unnecessary delay1 nor to depart from the course of the voyage in order to succor persons in distress1 to avoid an enemy1 or the like4 ,it is the master's duty1 within twenty-four hours after arriving at his first port1 to make a protest in case of any accident or loss happening to vessel or cargo4 ,the log-book also should be carefully kept1 without interlineations or erasures4 ,the master must also enter a protest in case any ,american seaman is impressed1 and transmit a copy of the same to the secretary of state1 under a penalty of #ajj4ei #ei ,act #agif1 ch4 #cf1 #e4 ,,collision4--,a vessel having the wind free must make way for a vessel close-hauled4 ,the general practice is1 that when two vessels approach each other1 both having a free or fair wind1 the one with the starboard tacks aboard keeps on her course1 or1 if any change is made1 she luffs1 so as to pass to windward of the other2 or1 in other words1 each vessel passes to the right4 ,this rule should also govern vessels sailing on the wind and approaching each other1 when it is doubtful which is to windward4 ,but if the vessel on the larboard tack is so far to windward that if both persist in their course the other will strike her on the lee side1 abaft the beam1 or near the stern2 in such case1 the vessel on the starboard tack must give way1 as she can do so with less loss of time and greater facility than the other4 ,these rules are particularly intended to govern vessels approaching each other under circumstances that prevent their course and movements being readily discerned with accuracy1 as at night or in a fog4 ,at other times1 circumstances may render it expedient to depart from them4 ,a steamer is considered as always sailing with a fair wind1 and is bound to do whatever would be required of a vessel going free4#fj #fj ,report of ,benjamin ,rich and others to ,district ,court of ,mass4 ,,pilot4--,the master must take a pilot when within the usual limits of the pilot's employment4#fa ,if he neglects or refuses so to do1 he becomes liable to the owners1 freighters1 and insurers4 ,if no pilot is at hand1 he must make signals1 and wait a reasonable time4 ,the master is to be justified in entering port without a pilot only by extreme necessity4 ,after the pilot is on board1 the master has no more control over the working of the ship until she is at anchor4#fb #fa #f ,rob4 #caf4 #g ,t4 ,r4 #afj4 #fb #b ,b4 ,ad4 #chj4 #c ,kent's ,com4 #age c4 ,,wages1 ,,advances1 ,c4--,the master has no lien upon the ship for his wages4#fc ,he is supposed to look to the personal responsibility of the owner4 ,he has a lien on freight for wages1 and also for his advances and necessary expenses incurred for the benefit of the ship4#fd ,he can sue in admiralty in personam1 but not in rem2--that is1 he can sue the owner personally1 but cannot hold the ship4 ,it does not seem to be settled in the ,united ,states whether the master has a lien on the ship for advances made abroad for the benefit of the vessel4#fe ,in case of sickness1 the master's right to be cured at the expense of the ship seems to be the same as that of the seamen4#ff #fc #c ,mason1 #ia4 #aa ,pet4 ,r4 #age4 #fd ,ware1 #adi4 ,but see #e ,wend4 #cad4 #fe #c ,mason1 #bee4 #ff #a ,sumner1 #aea4 ,,chapter ,,iii4 ,,the ,,master',s ,,relation ,,to ,,passengers ,,and ,,officers4 ,treatment of passengers4 ,removal of officers4 ,,passengers4--,the contract of passengers with the master is not for mere ship-room and personal existence on board1 but for reasonable food1 comforts1 necessaries1 and kindness4 ,in respect to females1 it extends still further1 and includes an implied stipulation against obscenity1 immodesty1 and a wanton disregard of the feelings4 ,an improper course of conduct in these particulars will be punished by the court1 as much as a personal assault would be4#fg #fg #c ,mason1 #bdb4 ,,officers4--,the master may remove either of his officers from duty for fraudulent or unfaithful conduct1 for gross negligence and disobedience1 or for palpable incapacity4 ,but the causes of removal must be strong and evident2#fh and much more so in the case of the chief mate than of the second mate4 ,any temporary appointments1 made by the master1 are held at his pleasure1 and stand upon a different footing from those of persons who originally shipped in the character in question4#fi #fh #d ,wash4 #ccd4 #fi ,gilpin1 #hc4 ,when a man ships in a particular capacity1 as carpenter1 steward1 or the like1 he is not to be degraded for slight causes4 ,he stipulates for fair and reasonable knowledge and due diligence1 but not for extraordinary qualifications4#gj #gj #d ,mason1 #hd4 ,abbott ,shipp4 #adg n4 ,ware1 #aji4 ,the right of the master to compel an officer1 who has been removed1 to do duty as a seaman before the mast1 has never been completely established2 but the better opinion would seem to be that he may do it in a case of necessity4 ,merchant vessels have no supernumeraries1 and if the master can show that the officer was unfit for the duties he had undertaken1 and thus made it necessary to take some one from the forecastle to fill his place1 and that1 by this means1 the ship had become short-handed1 he may turn the officer forward1 assuming the responsibility for the act1 as well as the risk of justification4 ,he would be required to show a much stronger cause for removing the chief mate than would be insisted upon in the case of a second mate2 and probably this necessity for exacting seaman's duty would be held to extend no further than an arrival at the first port where other hands could be shipped4 ,nothing but evident unfitness or gross and repeated misconduct will justify the master in turning a person forward who shipped in another capacity1 as carpenter1 cook1 or steward4 ,but in such cases1 he undoubtedly may do so4 ,still1 when before the mast1 he cannot require of them the duty of able seamen1 unless they are such in fact4 ,,chapter ,,iv4 ,,the ,,master',s ,,relation ,,to ,,the ,,crew4 ,shipment4 ,shipping papers4 ,discharge4 ,imprisonment4 ,punishment4 ,,shipment4--,the master of every vessel of the ,united ,states1 bound on a foreign voyage1 and of all coasting vessels of fifty tons burden1 must make a contract in writing 7shipping articles7 with each seaman1 specifying the voyage1 terms of time1 c42 and in default thereof shall forfeit #bj for every case of omission1 and shall be obliged to pay every such seaman the highest rate of wages that have been paid for such voyages at the port of shipment within three months previous to the commencement of the voyage4#ga ,and when the master ships a seaman in a foreign port1 he must take the list of crew and the duplicate of the shipping articles to the consul or commercial agent1 who shall make the proper entries thereupon2 and then the bond originally given for the return of the men shall embrace each person so shipped4 ,all shipments made contrary to this or any other act of ,congress shall be void1 and the seaman may leave at any time1 and claim the highest rate of wages paid for any man who shipped for the voyage1 or the sum agreed to be given him at his shipment4#gb #ga ,act #agij1 ch4 #ef1 #a4 #gb ,act #ahdj1 ch4 #bc1 #a4 ,at the foot of every such contract there shall be a memorandum of writing of the day and hour on which such seaman shall render himself on board4 ,if this memorandum is made and the seaman neglects to render himself on board at the time specified1 he shall forfeit one day's pay for every hour he is so absent1 provided the master or mate shall1 on the same day1 have made an entry of the name of such seaman in the log-book1 specifying the time he was so absent4 ,and if the seaman shall wholly neglect to render himself on board1 or1 after rendering1 shall desert before sailing1 so that the vessel goes to sea without him1 he then forfeits the amount of his advance and a further sum equal thereto1 both of which may be recovered from himself or his surety4#gc #gc ,act #agij1 ch4 #ef1 #b4 ,there is no obligation upon the master to make these memorandums and entries1 other than that the forfeitures cannot be inflicted upon the seamen unless they have been made literally according to the form of the statute4 ,if any seaman who has signed the articles shall desert during the voyage1 the master may have him arrested and committed to jail until the vessel is ready to proceed1 by applying to a justice of the peace and proving the contract1 and the breach thereof by the seaman4#gd #gd ,do4 #g4 ,every vessel bound on a foreign voyage shall have on board a duplicate list of the crew1 and a true copy of the shipping-articles1 certified by the collector of the port1 containing the names of the crew1 which shall be written in a uniform hand1 without erasures or interlineations4 ,this copy the master must produce to any consul or commercial agent of the ,united ,states who shall require it2 and it shall be deemed to contain all the conditions of the contract4 ,all erasures and interlineations shall be deemed fraudulent unless proved to be innocent and bon fide4 ,every master who shall go upon a foreign voyage without these documents1 or shall refuse to produce them when required1 shall forfeit one hundred dollars for each offence1 beside being liable in damages to any seaman who may have been injured thereby4#ge #ge ,act #ahdj1 ch4 #bc1 #a4 ,,discharge4--,if the master discharges any seaman in a foreign port1 with his own consent1 he shall pay to the consul three months' wages for every such seaman1 in addition to the wages then due to him1 two-thirds to go to the seaman upon his taking passage for the ,united ,states1 and the remainder to be retained by the consul to make a fund for the relief of destitute seamen4#gf ,the master of every vessel bound to the ,united ,states shall1 upon the request of the consul1 take on board any seaman and transport him to the ,united ,states1 on terms not exceeding ten dollars for each seaman1 under penalty of one hundred dollars for every refusal4 ,he is not1 however1 bound to receive more than two men to every hundred tons4#gg #gf ,act #ahjc1 ch4 #fb1 #c4 ,see also ,act #ahdj1 ch4 #bc1 #e4 #gg ,act #ahjc1 ch4 #fb1 #d4 ,the whole policy of the ,united ,states discourages the discharge of seamen in foreign ports4 ,if the seaman is discharged against his consent1 and without justifiable cause1 he can recover his wages up to the time of the vessel's return1 together with his own expenses4 ,the certificate of the consul will not1 of itself1 prove the sufficiency of the cause of discharge4 ,though the seaman shall have made himself liable to be discharged1 yet if he repents and offers to return to duty1 the master must receive him1 unless he can show a sufficient cause of refusal4#gh ,if the master alleges1 as a cause for discharging a seaman1 that he was a dangerous man1 it must be shown that the danger was such as would affect a man of ordinary firmness4#gi #gh ,ware1 #fe4 #d ,mason1 #eda1 #hd4 #gi ,ware1 #i4 ,in addition to the master's liability to the seaman1 he is criminally liable to the government for discharging a mariner without cause4 ,the statute enacts that if the master shall1 when abroad1 force on shore or leave behind any officer or seaman without justifiable cause1 he shall be fined not exceeding five hundred dollars1 or imprisoned not exceeding six months1 according to the aggravation of the offence4#hj #hj ,act #ahbe1 ch4 #bgf1 #aj4 ,notwithstanding these liabilities1 the master may discharge a seaman for gross misconduct2 yet the right is very strictly construed4#ha #ha ,abbott on ,shipp41 #adg1 note4 ,,imprisonment4--,the master has the right to imprison a seaman in a foreign port1 in a case of urgent necessity1 but the power has always been very closely watched by courts of law4 ,the practice of imprisoning seamen in foreign jails is one of doubtful legality1 and is to be justified only by a strong case of necessity4#hb ,the master is not authorized to punish a seaman by imprisonment in a foreign jail unless in cases of aggravated misconduct and insubordination4#hc ,if he does so punish him1 he is not permitted to deduct his wages during the time of imprisonment1 nor charge him with the expense of it4#hd ,if the imprisonment is without justifiable cause1 the master is not excused by showing that it was ordered by the consul4#he ,and1 generally1 the advice of a consul is no justification of an illegal act4#hf #hb ,gilpin1 #ca4 ,ware1 #ai4 #hc ,ware1 #ejc4 #hd ,ware1 #i1 #ejc4 #he ,ware1 #cfg4 #hf ,gilpin1 #ca4 ,,punishment4--,the master may inflict moderate correction on a seaman for sufficient cause2 but he must take care that it is not disproportionate to the offence4 ,if he exceeds the bounds of moderation he is treated as a trespasser1 and is liable in damages4#hg ,in respect to the mode of correction1 it may be by personal chastisement1 or by confinement on board ship1 in irons1 or otherwise4#hh ,but there must not be any cruelty or unnecessary severity exercised4 ,the mode1 instruments or extent of the punishment are not laid down by law4 ,these must depend upon circumstances4 ,in cases of urgent necessity1 as of mutiny1 weapons may be used which would be unlawful at other times2 but even in these cases1 they must be used with the caution which the law requires in other cases of self-defence and vindication of rightful authority4#hi #hg #a ,peters' ,ad4 #ahf1 #agb4 #b ,do4 #dbj4 #a ,wash4 #caf4 #hh #a ,peters' ,ad4 #ahf1 #afh4 #ae ,mass4 #cfe4 #hi ,same cases4 ,it is not necessary that the punishment should be inflicted to suppress the offence at the time of its commission4 ,it may be inflicted for past offences1 and to promote good discipline on board4 ,but the reference to by-gone acts should be very clear and distinct1 or they will be presumed to have been forgiven4#ij ,in many cases prudence may require a postponement of the proper punishment4 ,the authority of the master1 being in its nature parental1 must be exercised with a due regard to the rights and interests of all parties4 ,he has a large discretion1 but is held to answer strictly for every abuse of it4#ia ,the law enjoins upon him a temperate demeanor and decent conduct towards seamen4 ,he risks the consequences if he commences a dispute with illegal conduct and improper behavior4#ib ,in all his acts of correction1 he must punish purely for reformation and discipline1 and never to gratify personal feelings4#ic ,if a master generally permits or encourages disorderly behavior in his ship1 he is less excusable for inflicting unusual punishment on account of misconduct arising out of that disorder4#id ,if the case admits of delay1 and the master does not make proper inquiry before punishing1 he takes the consequences upon himself4#ie #ij #a ,hagg4 #bga4 #ia #ae ,mass4 #cfe4 #c ,day1 #bid4 #ib #d ,wash4 #cdj4 #ic #a ,pet4 ,ad4 #afh1 #agc1 note4 #id ,bee1 #bci4 #ie #a ,hagg4 #bga4 ,this power over the liberty and person of a fellow man1 being against common right1 and intrusted to the master only from public policy1 regarding the necessities of the service1 is to be sparingly used1 and a strict account will be required of its exercise4 ,the master is responsible for any punishment inflicted on board the vessel1 unless in his absence1 or when he is prevented by force from interfering4#if ,neither will absence always be an excuse4 ,if he had reason to suppose that such a thing might be done1 and did not take pains to be present and interfere1 he will be liable4 ,neither1 7as is often supposed17 will the advice1 or even the personal superintendence or orders of a consul1 or any foreign authority1 relieve the master of his personal responsibility4#ig ,he may ask advice1 but he must act upon his own account1 and is equally answerable for what he does himself1 and what he permits to be done on board his vessel by others4 ,the seaman is entitled to be dealt with by his own captain1 under whom he shipped1 and whom he may hold responsible at the end of the voyage2 and this responsibility is not to be shaken off by calling in the aid of others4 ,in case of an open mutiny1 or of imminent danger to life and property1 the master may make use of the local authorities2 but then he is to remember that he can use them no further than for the purpose of quelling the mutiny1 or of apprehending the felon4 ,as soon as his authority is restored1 the parental character is again thrown upon him1 and all acts of punishment must be upon his own responsibility4 ,he has no right to punish criminally4 ,he has no judicial power4 ,if a seaman has committed an offence further than against the internal order and economy of the ship1 and which moderate correction is not sufficient to meet1 the master must bring him home1 7in confinement1 if necessary17 or send him immediately by some other vessel1 to be tried by the laws and by a jury of his country4#ih #if #b ,sumner1 #a4 ,ware1 #bai4 #ig ,ware1 #cfg4 ,gilpin1 #ca4 #ih #a ,pet4 ,ad4 #afh4 ,the practice of subjecting ,american seamen to foreign authority1 or to persons whom they cannot well hold answerable1--like that of foreign imprisonment1--is an odious one1 and must be justified by an overpowering necessity4 ,a recent statute#ii makes it the duty of consuls to exert themselves to reclaim deserters and discountenance insubordination1 and authorizes them to employ the local authorities1 where it can usefully be done1 for those purposes4 ,but this will unquestionably be restricted to the apprehension of the deserter1 and the quelling of the revolt or mutiny2 and as soon as these ends are attained1 the sole responsibility of the master in dealing with the crew will re-attach4 #ii ,act #ahdj1 ch4 #bc1 #a4 ,if the master is present while the mate1 or any subordinate officer1 inflicts punishment upon any of the crew1 or if it is inflicted under such circumstances as would raise a presumption that the master was knowing of it1 and he does not interfere1 he will be held to have adopted it as his own act1 and will be answerable accordingly4#ajj #ajj #b ,sumner1 #a4 ,in addition to the master's liability to the seamen in damages for abuse of power1 he is also liable1 as a criminal1 to fine and imprisonment4 ,a recent statute enacts1 that if any master1 or other officer1 of an ,american vessel1 shall1 from malice1 hatred1 or revenge1 and without justifiable cause1 beat1 wound1 or imprison any one or more of the crew of such vessel1 or withhold from them suitable food or nourishment1 or inflict on them any cruel or unusual punishment1 every such person so offending shall1 on conviction thereof1 be punished by fine not exceeding one thousand dollars1 or by imprisonment not exceeding five years1 or by both1 according to the nature and aggravation of the offence4#aja ,it is held that the word 'crew1' in this statute1 includes officers2 and accordingly a master was punished for unjustifiably confining and otherwise mal-treating his chief mate4#ajb #aja ,act #ahce1 ch4 #cac1 #c4 #ajb #c ,sumner1 #bji4 ,to constitute 'malice' in the above statute1 it is not necessary to show malignity as it is commonly understood1 or brutality2 but the term1 in law1 requires no more than a 'wilful intention to do a wrongful act4' ,an offence is punishable under this act1 even although no bad passions came into play1 7as hatred1 or revenge17 for the term 'malice1' in law1 covers all cases of intentional wrong1 in their mildest form4#ajc #ajc #b ,sumner1 #ehd4 ,if a seaman desires to lay any complaint before a consul in a foreign port1 the master must permit him to land for that purpose1 or else inform the consul immediately of the fact1 stating his reasons in writing for not allowing the man to land4 ,if he refuses to do this1 he forfeits one hundred dollars1 and is liable to the seaman in damages4#ajd #ajd ,act #ahdj1 ch4 #bc1 #a4 ,,chapter ,v4 ,,passengers4 ,provisions4 ,treatment4 ,passage-money4 ,deportment4 ,services4 ,in ,chapter ,i4 of the ,third ,part1 under the title ,provisions1 it will be seen that the vessel must have on board1 well secured under deck1 at least sixty gallons of water1 one hundred pounds of salted beef1 one hundred pounds of wholesome ship bread1 and one gallon of vinegar for each passenger1 on a voyage across the ,atlantic1 and in like proportion for shorter or longer voyages4 ,this1 too1 must be in addition to the private stores of the master or passengers4#aje #aje ,act #ahai1 ch4 #agj1 #c4 ,the master is also forbidden to take on board more than two passengers for every five tons4#ajf #ajf ,do4 #a4 ,the contract of passengers with the master is not for mere ship-room and personal existence on board1 but for reasonable food1 comforts1 necessaries1 and kindness4 ,in respect to females it extends yet farther1 and includes an implied stipulation against obscenity1 immodesty1 and a wanton disregard of the feelings4 ,a course of conduct oppressive and malicious in these respects will be punished by the court1 as well as a personal assault4#ajg #ajg #c ,mason1 #cdb4 ,no passage-money is due to a ship upon an engagement to transport a passenger1 before the arrival of the vessel at the port of destination4 ,where the passenger has paid in advance1 he can reclaim his money if the voyage is not performed4 ,if a voyage is partially performed1 no passage-money is due1 unless the expenses of the passenger1 or the means of proceeding to the place of destination1 are paid or tendered to him2 in which case1 passage-money in proportion to the progress in the voyage is payable4#ajh #ajh #a ,pet4 ,ad4 #abf4 ,a passenger must submit to the reasonable rules and usages of the ship4 ,he has no right to interfere with its discipline and internal regulations4 ,indeed1 in a case of necessity1 and for the order and safety of the ship1 the master may restrain a passenger by force2 but the cause must be urgent1 and the manner reasonable and moderate4 ,in case of danger and distress1 it is the duty as well as the interest of the passenger to contribute his aid1 according to his ability1 and he is entitled to no compensation therefor4 ,he is not1 however1 bound to remain on board in time of danger1 but may leave the vessel if he can2 much less is he required to take upon himself any responsibility as to the conduct of the ship4 ,if1 therefore1 he performs any extraordinary services1 he becomes entitled to salvage4#aji #aji #b ,b4 and ,p4 #fab4 #a ,pet4 ,ad4 #gj4 #b ,hagg4 #c4 ,,chapter ,,vi4 ,,mates ,,and ,,subordinates4 ,mates included in the 'crew4' ,removal4 ,succession4 ,log-book ,wages4 ,sickness4 ,punishment4 ,subordinates4 ,pilots4 ,in all the statutes which entitle the 'crew1' or the 'seamen1' of a vessel to certain privileges as against the master or owner1 these words1 'crew' and 'seamen1' are construed to include the mates2 as1 for instance1 the statute requiring a certain amount of provisions to be on board2 the statute requiring a medicine-chest1 and that which punishes the master for illegal and cruel treatment of any of the crew4 ,in all these cases the mates are entitled to the same privileges and protection with the seamen4#aaj #aaj #a ,sumner1 #aea2 #c do4 #bji4 #d ,mason1 #ajd4 ,the chief mate is usually put on board by the owner1 and is a person who is looked to for extraordinary services and responsibility4 ,accordingly1 he cannot be removed by the master1 unless for repeated and aggravated misconduct1 or for palpable incapacity4#aaa ,he acts in the stead of the master in case the latter dies1 and whenever he is absent4#aab ,he is then entrusted with the care of the ship1 and the government of the crew4 ,if he is appointed to act as mate by the master during the voyage1 he holds his office at the master's pleasure2#aac but if he originally shipped in that capacity1 he cannot be removed without proof of gross and flagrant misconduct1 or of evident unfitness4 ,nor will one or two single instances of intemperance1 disobedience or negligence1 be sufficient2 the misconduct must be repeated1 and the habit apparently incorrigible4#aad #aaa #a ,pet4 ,ad4 #bdd4 #d ,wash4 #cch4 #aab #d ,mason1 #eda4 #a ,sumner1 #aea4 #aac ,gilpin1 #hc4 #aad #a ,pet4 ,ad4 #bdd4 #d ,wash4 #cch4 ,the second mate and other inferior officers do not stand upon so firm a footing as the chief mate2 yet they cannot be removed by the master1 unless for gross and repeated acts of disobedience1 intemperance1 dishonesty or negligence1 or for palpable incapacity4 ,in case of the death or absence of the master1 the chief mate becomes master by operation of law1 but the second mate does not necessarily become chief mate4 ,it lies with the new master to appoint whom he pleases to act as chief mate2 though1 in most cases1 it should be the second mate1 unless good reason exists for the contrary course4 ,the second mate cannot1 however1 be degraded by the new master for any other cause than would have justified the former in so doing4 ,,log-,,book4--,it is the duty of the chief mate to keep the log-book of the ship4 ,this should be neatly and carefully kept1 and all interlineations and erasures should be avoided1 as they always raise suspicion4 ,the entries should be made as soon as possible after each event takes place1 and nothing should be entered which the mate would not be willing to adhere to in a court of justice4 7,see page #ade47 ,in ,chapter ,,iii4 of the ,third ,part1 under the title1 ,master's relation to ,officers1 page #ahh1 will be found a discussion of the question1 whether the master can compel an officer to do duty before the mast4 ,in ,chapters ,,viii41 ,x41 ,,xi4 and ,,xii4 of ,part ,,iii41 under the titles1 ,revolt1 ,forfeiture1 ,desertion1 c41 will be found the laws upon those subjects relating to seamen4 ,and it may be generally remarked1 that all those laws apply as well to the officers as to the foremast men4 ,an officer forfeits his wages by desertion1 and is criminally liable for mutiny1 revolt1 c41 like a common seaman4 ,as to the questions what constitutes a revolt1 mutiny1 c41 and when absence or leaving a vessel is excusable1 and when it works a forfeiture1 and as to when wages are due1 ,i would refer the reader to those titles in ,chapters ,,viii41 ,x41 ,,xi4 and ,,xii4 of ,part ,,iii41 above referred to4 ,,wages4--,officers may sue in admiralty for their wages1 and may arrest the ship1 into whoseever hands it may have passed2#aae which is not the case with the master1 who is supposed to look solely to the personal responsibility of the owners4 #aae #a ,pet4 ,ad4 #bdf4 ,,sickness4--,the right of an officer to be cured at the ship's expense is the same as that of a seaman4#aaf ,the law upon that subject will be found in ,chapter ,,ix41 title ,sickness1 page #bjg4 #aaf #a ,sumner1 #aea4 ,,punishment4--,the laws of the ,united ,states provide that if any master or officer shall unjustifiably beat1 wound1 or imprison any of the crew1 or withhold from them suitable food and nourishment1 or inflict upon them any cruel and unusual punishment1 he shall be imprisoned not exceeding five years1 and fined not exceeding #ajjj for each offence4#aag ,the officers1 as part of the 'crew1' are entitled to the protection of this statute1 against the master's acts2 and1 on the other hand1 they are liable under it for any abuse of a seaman4#aah #aag ,act #ahce1 ch4 #cac1 #c4 #aah #d ,mason1 #ajd4 #c ,sumner1 #bji4 ,the law as to the officer's right to punish a seaman has been clearly settled1 and is very simple4 ,the sole authority to punish1 for correction and discipline1 resides with the master4#aai ,an officer has no right to use force with a seaman1 either by chastising or confining him1 except in a single class of cases2 that is1 upon an emergency which admits of no delay1 and where the use of force is necessary for the safety of life and property4 ,if a seaman is about to do an act which may endanger life or property1 and instant action is required1 the officer may confine him1 or use force necessary to prevent him4 ,so1 if the immediate execution of an order is important1 and a seaman1 by obstinacy or wilful negligence1 prevents or impedes the act1 the officer may use force necessary to secure the performance of the duty4 ,in these cases there must be a pressing necessity which will not admit of delay2 for if delay is practicable1 the officer must report to the master1 and leave the duty of correction with him4 ,a mate can in no case punish a seaman for the general purposes of correction and discipline1 and still less for personal disrespect to himself4#abj ,if the master is not on board1 and cannot be called upon1 the authority of the officer is somewhat enlarged2 but1 even in this case1 so far as a delay is practicable1 he must leave the seaman to be dealt with by the master when he returns4 ,except in the cases and in the manner before mentioned1 the officer is liable as a trespasser for any force used with a seaman4 #aai #b ,sumner1 #ehd4 #abj ,do4 #a4 #ehd4 ,if the officer acts under the authority1 express or implied1 of the master1 he will not be held liable1 even though the punishment should be excessive and unjustifiable2 for he is1 in such cases1 only the agent of the master1 who is responsible for the act4#aba ,yet1 if the punishment be so excessive as to show malice or wantonness on the part of the officer1 or there be anything in his conduct to imply the same1 he will be liable in some measure himself4 #aba ,ware1 #bai4 ,,subordinates4--,there are a number of men1 usually1 in merchant vessels1 who are not in any respect officers1 but who differ from the common seamen in that they ship in particular capacities1 and to perform certain duties4 ,these are the carpenter1 steward1 cook1 c4 ,such persons are not to be degraded for slight causes1 though the master unquestionably has the power to do so1 upon sufficient grounds4#abb ,he may also require them to do duty1 if necessary1 before the mast4 ,he may require them to take the place of persons who have been obliged to do their work1#abc but he cannot exact from them the duty of able seamen1 unless they are such in fact4 ,repeated acts of disobedience1 intemperance1 and gross negligence1 and evident incapacity for the duties undertaken1 are justifying causes of removal4#abd ,in all other respects this class of persons stands upon the same footing with common seamen4 ,they have the same privileges1 and are under the same obligations and penalties4#abe #abb #d ,mason1 #hd4 ,ware1 #aji4 #abc ,ware1 #aji4 #abd ,ware1 #aji4 #abe #b ,pet4 ,ad4 #bfh4 ,,pilots4--,when a pilot1 who is regularly appointed1 is on board1 he has the absolute control of the navigation of the vessel4#abf ,he is master for the time being1 and is alone answerable for any damage occasioned by his own negligence or default4#abg #abf #a ,johns4 #cje4 #abg #a ,pet4 ,ad4 #bbc4 #a ,mason1 #ejh4 ,a pilot may sue in admiralty for his wages4#abh #abh #a ,mason1 #ejh4 ,a pilot cannot claim salvage for any acts done within the limits of his duty1 however useful and meritorious they may have been4#abi ,if towing is necessary1 pilots are bound to perform it1 having a claim for compensation for damages done to their boats1 or for extra labor4#acj ,if extraordinary pilot service is performed1 additional pilotage is the proper reward1 and not salvage4#aca ,if1 however1 the acts done by the pilot are clearly without and beyond his duty as pilot1 he may claim salvage4#acb #abi ,gilpin1 #fj4 #aj ,peters ,r4 #ajh4 #b ,hagg4 #agf4 #acj #b ,hagg4 #agf4 #aca #b ,hagg4 #agf4 #acb #a ,rob4 #ajf4 ,gilpin1 #fj4 ,,chapter ,,vii4 ,,seamen4 ,,shipping ,,contract4 ,shipping contract--how formed--how signed4 ,erasures and interlineations4 ,unusual stipulations4 ,by the law of the ,united ,states1 in all foreign voyages1 and in all coasting voyages to other than an adjoining state1 there must be an agreement in writing1 or in print1 with every seaman on board the ship1 7excepting only apprentices and servants of the master or owner17 declaring the voyage1 and term or terms of time1 for which such seaman is hired4#acc ,this contract is called the shipping-articles1 and all the crew1 including the master and officers1 usually sign the same paper2 it not being requisite that there should be a separate paper for each man4 ,if there is not such a contract signed1 each seaman could1 by the old law1 recover the highest rate of wages that had been given on similar voyages1 at the port where he shipped1 within three months next before the time of shipment4#acd ,by the law of #ahdj1 he may1 in such case1 leave the vessel at any time1 and demand the highest rate of wages given to any seaman during the voyage1 or the rate agreed upon at the time of his shipment4#ace ,a seaman not signing the articles1 is not bound by any of the regulations1 nor subject to the penalties of the statutes2#acf but he is1 notwithstanding1 bound by the rules and liable to the forfeitures imposed by the general maritime law4#acg #acc ,act #agij1 ch4 #ef1 #a4 #acd ,act #agij1 ch4 #ef1 #a4 #ace ,act #ahdj1 ch4 #bc1 #aj4 #acf ,act #agij1 ch4 #ef1 #a4 #acg #a ,pet4 ,ad4 #bab4 ,these shipping-articles are legal evidence1 and bind all parties whose names are annexed to them1 both as to wages1 the nature and length of the voyage1 and the duties to be performed4#ach ,accordingly1 seamen have certain rights secured to them with reference to these papers4 ,in the first place1 the master must obtain a copy of the articles1 certified to by the collector of the port from which the vessel sails1 to take with him upon the voyage4 ,this must be a fair and true copy1 without erasures or interlineations4 ,if there are any such erasures or interlineations1 they will be presumed to be fraudulent1 and will be set aside1 unless they are satisfactorily explained in a manner consistent with innocent purposes1 and with the provisions of laws which guard the rights of mariners4 ,these articles must be produced by the master before any consul or commercial agent to whom a seaman may have submitted a complaint4#aci #ach #c ,mason1 #afa4 ,act #ahdj1 ch4 #bc1 #c4 #aci ,act #ahdj1 ch4 #bc1 #b1 #ai4 ,every unusual clause introduced into the shipping-articles1 or anything which tends to deprive a seaman of what he would be entitled to by the general law1 will be suspiciously regarded by the courts2 and if there is reason to suppose that any advantage has been taken of him1 or if the contract bears unequally upon him1 it will be set aside4 ,in order to sustain such a clause1 the master or owner must show two things3 first1 that the seaman's attention was directed toward it1 and its operation and effect explained to him2 and1 secondly1 that he received some additional compensation or privilege in consideration of the clause4 ,unless the court is satisfied upon these two points1 an unusual stipulation unfavorable to a seaman will be set aside4#adj ,for instance1 seamen are entitled to have a medicine-chest on board1 and in certain cases to be cured at the ship's expense2 and the court set aside a clause in the shipping-articles in which it was stipulated that the seamen should bear all the expense1 even though there were no medicine-chest on board4#ada ,another clause was set aside1 in which the voyage was described as from ,baltimore to ,st4 ,domingo and elsewhere1 on the ground that seamen are entitled to have their voyage accurately described4#adb #adj #b ,sumner1 #ddc4 #b ,mason1 #eda4 #ada #b ,mason1 #eda4 #adb #a ,hall's ,law ,jour4 #bjg4 #b ,gall4 #dgg1 #ebf4 #b ,dods4 #ejd4 ,gilp4 #bai4 ,some clauses which are not such as to be set aside1 will yet be construed in favor of seamen1 if their interpretation is at all doubtful4#adc ,a clause providing that no wages should be paid if the vessel should be taken or lost1 or detained more than thirty days1 was set aside1 seamen being entitled to wages up to the last port of delivery4#add ,if the amount of wages merely be omitted in the articles1 there seems to be some doubt as to the introduction of other evidence to show the rate agreed upon1 and as to the seaman's being entitled by statute to the highest rate of wages current4#ade ,if a seaman ships for a general coasting and trading voyage to different ports in the ,united ,states1 and the articles provide for no time or place at which the voyage shall end1 the seaman may leave at any time1 provided he does not do so under circumstances peculiarly inconvenient to the other party4#adf #adc #a ,pet4 ,ad4 #ahf1 #bae4 #add #b ,sumner1 #ddc4 #ade ,gilpin1 #deb4 ,abb4 on ,shipp4 #dcd1 note4 ,act #ahdj1 ch4 #bc1 #aj4 #adf ,ware1 #dcg4 ,if1 however1 the voyage is accurately described1 and the wages specified1 the seaman cannot be admitted to show that his contract was different from that contained in the articles4#adg #adg ,gilpin1 #cje4 ,it is no violation of the contract if the vessel departs from the voyage described1 by accident1 necessity1 or superior force4#adh #adh #b ,hagg1 #bdc4 ,,chapter ,,viii4 ,,seamen--,,continued4 ,rendering on board4 ,refusal to proceed4 ,desertion or absence during the voyage4 ,discharge4 ,,rendering ,,on ,,board4--,if1 after having signed the articles1 and after a time has been appointed for the seaman to render himself on board1 he neglects to appear1 and an entry to that effect is made in the log-book1 he forfeits one day's pay for every hour of absence2 and if the ship is obliged to proceed without him1 he forfeits a sum equal to double his advance4#adi ,these forfeitures apply to the commencement of the voyage1 and cannot be exacted unless a memorandum is made on the articles1 and an entry in full in the log-book4 ,a justice of the peace may1 upon complaint of the master1 issue a warrant to apprehend a deserting seaman1 and commit him to jail until the vessel is ready to proceed upon her voyage4 ,the master must1 however1 first show that the contract has been signed1 and that the seaman departed without leave1 and in violation of it4#aej #adi ,act #agij1 ch4 #ef1 #b4 #aej ,do4 #g4 ,,refusal ,,to ,,proceed4--,if1 after the voyage has begun1 and before the vessel has left the land1 the first officer and a majority of the crew shall agree that the vessel is unfit to proceed on the voyage1 either from fault or deficiency in hull1 spars1 rigging1 outfits1 provisions1 or crew1 they may require the master to make the nearest or most convenient port1 and have the matter inquired into by the district judge1 or two justices of the peace1 taking two or more of the complainants before the judge4 ,thereupon the judge orders a survey1 and decides whether the vessel is to proceed1 or stop and be repaired and supplied2 and both master and crew are bound by this decision4 ,if the seamen and mate shall have made this complaint without reason1 and from improper motives1 they are liable to be charged with the expenses attending it4#aea #aea ,do4 #c4 ,if1 when the vessel is in a foreign port1 the first or any other officer and a majority of the crew shall make complaint1 in writing1 to the consul1 that the ship is unfit to proceed to sea1 for any of the above reasons1 the consul shall order an examination1 in the same manner2 and the decision of the consul shall bind all parties4 ,if the consul shall decide that the vessel was sent to sea in an unsuitable condition1 by neglect or design1 the crew shall be entitled to their discharge and three months' additional pay2 but not if it was done by accident or innocent mistake4#aeb #aeb ,act #ahdj1 ch4 #bc1 #ab--ae4 ,it is no justification for refusing to do duty and proceed upon the voyage1 that a new master has been substituted in place of the one under whom the seaman originally shipped2#aec and if a blank is left for the name of the master1 the seaman is supposed to ship under any who may be appointed4#aed ,the same rule applies to the substitution or appointment of any other officer of the ship during the voyage4 #aec #a ,mason1 #ddc4 ,bee1 #dh4 #b ,sum4 #ehb4 #aed #f ,mass4 #cjj4 ,,desertion ,,or ,,absence ,,during ,,the ,,voyage4--,if1 during the voyage1 the seaman absents himself without leave1 for less than forty-eight hours1 and an entry thereof is made in full in the log-book1 he forfeits three days' pay for each day's absence4 ,but if the absence exceeds forty-eight hours1 he forfeits all his wages then due1 and all his goods and chattels on board the vessel at the time1 and is liable to the owner in damages for the expense of hiring another seaman4#aee ,if he deserts within the limits of the ,united ,states1 he is liable to be arrested and committed to jail1 until the vessel sails4#aef ,if he deserts or absents himself in a foreign port1 the consul is empowered to make use of the authorities of the place to reclaim him4 ,if1 however1 the consul is satisfied that the desertion was caused by unusual or cruel treatment1 the seaman may be discharged1 and shall receive three months' additional wages4#aeg ,it is not a desertion for a seaman to leave his vessel for the purpose of procuring necessary food1 which has been refused on board2 nor is a seaman liable if the conduct of the master has been such as to make it dangerous for him to remain on board1#aeh or if the shipping-articles have been fraudulently altered4#aei ,even in a clear case of desertion1 if the party repents1 and seeks to return to his duty within a reasonable time1 he is entitled to be received on board again1 unless his previous conduct had been such as would justify his discharge4#afj #aee ,act #agij1 ch4 #ef1 #e4 #aef ,act #agij1 ch4 #ef1 #g4 #aeg ,act #ahdj1 ch4 #bc1 #i4 #aeh #a ,hagg4 #fc4 #aei ,do4 #ahb4 #afj #a ,sumner1 #cgc4 ,as to the effect of desertion upon wages1 and what is desertion in such cases1 see the subject1 ,wages affected by ,desertion1 ,chapter ,,xi4 ,,discharge4--,by referring to ,chapter ,,iv41 ,master's ,relation to ,crew1 the seaman will find that1 though the master has power to discharge a seaman for gross and repeated misconduct1 yet that this right is closely watched1 and any abuse of it is severely punished4 ,he will also find there a statement of his own rights and privileges1 with reference to a discharge4 ,it has been seen that he may demand his discharge of the consul1 if the vessel is not fit to proceed1 and is not repaired1 or if he has been cruelly and unjustifiably treated4#afa #afa ,act #ahdj1 ch4 #bc1 #i1 #ad4 ,if a vessel has been so much injured that it is doubtful whether she can be repaired1 or the repairs cannot be made for a long time1 during which it would be a great expense to the owners to support the seamen in a foreign country1 it is held that the crew may be discharged1 upon the owners' paying their passage home1 and their wages up to the time of their arrival at the place of shipment4#afb #afb #b ,dodson1 #djc4 ,as to discharge at the end of the voyage1 see ,wages affected by ,desertion1 ,chapter ,,xi4 ,,chapter ,,ix4 ,,seamen--,,continued4 ,provisions4 ,sickness4 ,medicine-chest4 ,hospital money4 ,relief in foreign ports4 ,protection4 ,,provisions4--,for the benefit of seamen it has been enacted that every vessel bound on a voyage across the ,atlantic1 shall have on board1 well secured under deck1 at least sixty gallons of water1 one hundred pounds of wholesome ship bread1 and one hundred pounds of salted flesh meat1 over and above the stores of master or passengers1 and the live stock4 ,and if the crew of any vessel not so provided shall be put upon short allowance of water1 flesh1 or bread1 such seaman shall recover from the master double wages for every day he was so allowanced4#afc ,the same rule applies to other voyages than those across the ,atlantic1 and the amount of provisions stowed below must be in proportion to the length of the voyage1 compared with one across the ,atlantic4#afd ,it also applies to seamen shipped in foreign ports1 as well as to those shipped in the ,united ,states4#afe ,it has been thought that if the articles enumerated cannot be procured1 the master may substitute other wholesome provisions2 but it is doubtful whether even this will free him from the penalty2 at least it will not unless he can show that it was impossible to procure them at the last port of departure4#aff #afc ,act #agij1 ch4 #ef1 #i4 #afd ,do4 #afe #a ,pet4 ,ad4 #bbc4 #aff #a ,pet4 ,ad4 #bbi1 #bbc4 ,bee1 #hj ,abb4 #ace1 note4 ,ware1 #ded4 ,besides this special enactment1 a seaman may always recover damages of a master who unnecessarily and wantonly deprives him of sufficient food and nourishment4#afg ,if1 however1 the short allowance is caused by inevitable accident1 without any fault of the master or owner1 or is a matter of fair discretion in a case of common danger1 the master is not liable4 ,another law of the ,united ,states provides that if any master or other officer shall wilfully and without justifiable cause withhold suitable food and nourishment from a seaman1 he shall be fined not exceeding #ajjj and imprisoned not exceeding five years4#afh ,the master may at any time1 at his discretion1 put the crew upon an allowance of water and eatables2 but if it is a short allowance1 he must be able to give a justifying reason4 #afg #b ,pet4 ,ad4 #dji4 #afh ,act #ahce1 ch4 #cac1 #c4 ,,sickness4 ,,medicine-,,chest4--,every vessel of one hundred and fifty tons or upwards1 navigated by ten or more persons in all1 and bound on a voyage beyond the ,united ,states1 and every vessel of seventy-five tons or upwards1 navigated by six or more persons in the whole1 and bound from the ,united ,states to any port in the ,west ,indies1 is required to have a chest of medicines1 put up by an apothecary of known reputation1 and accompanied by directions for administering the same4 ,the chest must also be examined at least once a year1 and supplied with fresh medicines4#afi #afi ,act #agij1 ch4 #ef1 #h2 #ahje1 ch4 #hh1 #a4 ,in case of dispute1 the owner must prove the sufficiency of the medicine-chest4 ,it does not lie with the seaman to prove its insufficiency4#agj #agj #b ,mason1 #eda4 ,if a vessel has a suitable medicine-chest on board1 it would seem that the ship is not to be charged with the medicines and medical advice which a seaman may need4 ,but the ship is still liable for the expenses of his nursing1 care1 diet1 and lodging4#aga ,accordingly1 if a seaman is put on shore at a hospital or elsewhere1 for his cure1 the ship is chargeable with so much of the expense as is incurred for nursing1 care1 diet1 and lodging2 and unless the owner can specify the items of the charge1 and show how much was for medical advice1 and how much for other expenses1 he must pay the whole4#agb ,the seaman is to be cured at the expense of the ship1 of a sickness or injury sustained in the ship's service2#agc but if he contracts a disease by his own fault or vices1 the ship is not chargeable4#agd ,a sick seaman is entitled to proper nursing1 lodging1 and diet4 ,if these cannot be had1 or are not furnished on board the vessel1 he is entitled to be taken on shore to a hospital1 or to some place where these can be obtained4 ,it is often attempted to be shown that the seaman was put on shore at his own request4 ,this is no defence4 ,he is entitled to be put on shore if his disease requires it2 and it is seldom that proper care can be taken of a seaman on board ship4#age #aga #b ,mason1 #eda4 #a ,sumner1 #aea4 #agb #a ,pet4 ,ad4 #bef1 note4 #agc #a ,sumner1 #aie4 #agd ,gilpin1 #dce4 #a ,pet4 ,ad4 #adb1 #aeb4 #age #a ,pet4 ,ad4 #bef1 note4 ,if a seaman requires further medicines and medical advice than the chest and directions can give1 and is not sent ashore1 it would seem that the ship ought to bear the expense2 but this point has never been decided4#agf ,if the medicine-chest can furnish all he needs1 the ship is exempted4#agg #agf ,gilpin1 #dce4 #a ,pet4 ,ad4 #adb1 #aeb1 #bee4 #agg #b ,mason1 #eda4 ,,hospital ,,money4--,every seaman must pay twenty cents a month1 out of his wages1 for hospital money4 ,this goes to the establishment and support of hospitals for sick and disabled seamen4#agh #agh ,act #agih1 ch4 #id1 #a4 ,,relief ,,in ,,foreign ,,ports4--,if a vessel is sold in a foreign port and her crew discharged1 or if a seaman is discharged with his own consent1 he can receive two months' extra wages of the consul1 who must obtain it of the master4#agi ,this applies only to the voluntary sale of the vessel1 and not when the sale is rendered necessary by shipwreck4 ,if1 however1 after the disaster the vessel might have been repaired at a reasonable expense and in a reasonable time1 but the owner chooses to sell1 the two months' pay is due4 ,to escape the payment1 the owner must show that he was obliged to sell4#ahj #agi ,act #ahjc1 ch4 #fb1 #c4 #ahj ,ware1 #dhe4 ,gilpin1 #aih4 ,it is also the duty of the consuls to provide subsistence and a passage to the ,united ,states for any ,american seamen found destitute within their districts4 ,the seamen must1 if able1 do duty on board the vessel in which they are sent home1 according to their several abilities4#aha #aha ,act #ahjc1 ch4 #fb1 #d4 ,the crew of every vessel shall have the fullest liberty to lay their complaints before the consul or commercial agent in any foreign port1 and shall in no respect be restrained or hindered therein by the master or any officer1 unless sufficient and valid objection exist against their landing4 ,in which case1 if any seaman desire to see the consul1 the master must inform the consul of it forthwith2 stating1 in writing1 the reason why the seaman is not permitted to land1 and that the consul is desired to come on board4 ,whereupon the consul must proceed on board and inquire into the causes of complaint4#ahb #ahb ,act #ahdj1 ch4 #bc1 #a4 ,,protection4--,every ,american seaman1 upon applying to the collector of the port from which he departs1 and producing proof of his citizenship1 is entitled to a letter of protection4 ,the collector may charge for this twenty-five cents4#ahc #ahc ,act #agif1 ch4 #cf1 #d4 ,,chapter ,x4 ,,seamen--,,continued4 ,punishment4 ,revolt and mutiny4 ,embezzlement4 ,piracy4 ,,punishment4--,as to the right of the master to punish a seaman by corporal chastisement1 imprisonment on shore1 confinement on board1 c41 and the extent of that right1 and the master's liability for exceeding it1--the seaman is referred to ,chapter ,,iv41 ,the ,master's relation to the ,crew1 title1 ,imprisonment and ,punishment4 ,he will there see that the master possesses this right to a limited extent1 and that he is strictly answerable for the abuse of it4 ,disobedience of orders1 combinations to refuse duty1 dishonest conduct1 personal insolence1 and habitual negligence and backwardness1 are all causes which justify punishment in a greater or less degree4 ,the contract which a seaman makes with the master1 is not like that of a man who engages in any service on shore4 ,it is somewhat military in its nature4#ahd ,the master has great responsibilities resting upon him1 and is entitled to instant and implicit obedience4 ,to ensure this1 regular and somewhat strict discipline must be preserved4 ,the master1 also1 cannot obtain assistance when at sea1 as any one can who is in authority upon land4 ,he must depend upon the habits of faithful and respectful discharge of duty which his crew have acquired1 and if this fails1 he may resort to force4 ,he is answerable for the safety of the ship1 and for the safe keeping and delivery of valuable cargoes1 and in almost all cases he is the first person to whom the owner of the vessel and cargo will look for indemnity4 ,considering this1 the seamen will feel that it is not unreasonable that the master should have power to protect himself and all for whom he acts1 even by force if necessary4#ahe ,a good seaman1 who is able and willing to do his duty faithfully and at all times1 and treats his officers respectfully1 will seldom be abused2 and if he is1 the master is liable to him personally in damages1 and is also subject to be indicted by the government and tried as a criminal4 ,a seaman should be warned against taking the law into his own hands4 ,if the treatment he receives is unjustifiable1 he should still submit to it1 if possible1 until the voyage is up1 or until he arrives at some port where he can make complaint4 ,if he is conscious that he is not to blame1 and an assault is made upon him unjustifiably and with dangerous severity1 he may defend himself2 but he should not attempt to punish the offender1 or to inflict anything in the way of retaliation4#ahf #ahd ,ware1 #hf4 #c ,wash4 #eae4 #ahe ,ware1 #bai4 #ahf ,do4 #c ,wash4 #eeb4 ,in ,chapter ,,vi41 title1 ,mates1 the reader will see how far any inferior officer of a vessel may use force with a seaman4 ,,revolt ,,and ,,mutiny4--,if any one or more of the crew of an ,american vessel shall by fraud or force1 or by threats or intimidations1 take the command of the vessel from the master or other commanding officer1 or resist or prevent him in the free and lawful exercise of his authority1 or transfer the command to any other person not lawfully entitled to it2 every person so offending1 and his aiders and abbettors1 shall be deemed guilty of a revolt or mutiny and felony2 and shall be punished by fine not exceeding #bjjj1 and by imprisonment and confinement to hard labor not exceeding ten years1 according to the nature and aggravation of the offence4#ahg ,and if any seaman shall endeavor to commit a revolt or mutiny1 or shall combine with others on board to make a revolt or mutiny1 or shall solicit or incite any of the crew to disobey or resist the lawful orders of the master or other officer1 or to refuse or neglect their proper duty on board1 or shall assemble with others in a riotous or mutinous manner1 or shall unlawfully confine the master or other commanding officer1--every person committing any one or more of these offences shall be imprisoned not exceeding five years1 or fined not exceeding #ajjj1 or both1 according to the nature and aggravation of the offence4#ahh #ahg ,act #ahce1 ch4 #cac1 #a4 #ahh ,do4 #b4 ,it will be seen that the first of these laws applies only to cases where seamen actually throw off all authority1 deprive the master of his command1 and assume the control themselves1 which is to make a revolt4 ,the last is designed to punish endeavors and combinations to make a revolt1 which are not fully carried out4 ,every little instance of disobedience1 or insolent conduct1 or even force used against the master or other officer1 will not be held a revolt or an endeavor to make a revolt4 ,there must be something showing an intention to subvert the lawful authority of the master4#ahi ,it does not excuse seamen1 however1 from this offence1 that they confined their refusal to one particular portion of their duty4 ,if that duty was lawfully required of them1 it is equally a subversion of authority as if they had refused all duty4#aij #ahi #d ,wash4 #ebh4 #a ,pet4 ,ad4 #agh4 #aij #d ,mason1 #aje4 ,if the crew interfere by force or threats to prevent the infliction of punishment for a gross offence1 it is an endeavor to commit a revolt4#aia #aia #a ,sumner1 #ddh4 ,to constitute the offence of confining the master1 it is not necessary that he should be forcibly secured in any particular place1 or even that his body should be seized and held2 any act which deprives him of his personal liberty in going about the ship1 or prevents his doing his duty freely1 7if done with that intention1#aib7 is a confinement4#aic ,so is a threat of immediate bodily injury1 if made in such a manner as would reasonably intimidate a man of ordinary firmness4#aid #aib #d ,wash4 #dbh4 #aic #d ,mason1 #aje4 #d ,wash4 #edh4 #a ,sumner1 #ddh4 #c ,wash4 #ebe4 #aid ,pet4 ,c4 ,c4 #bac4 ,in all these cases of revolt1 mutiny1 endeavors to commit the same1 and confinement of the master1 it is to be remembered that the acts are excusable if done from a sufficient justifying cause4 ,the master may so conduct himself as to justify the officers and crew in placing restraints upon him1 to prevent his committing acts which might endanger the lives of all the persons on board4 ,but an excuse of this kind is received with great caution1 and the crew should be well assured of the necessity of such a step1 before taking it1 since they run a great risk in so interfering4#aie #aie #d ,mason1 #aje4 #a ,sumner1 #ddh4 ,pet4 ,c4 ,c4 #aah4 ,,embezzlement4--,if any of the crew steal1 or appropriate1 or by gross negligence suffer to be stolen1 any part of the cargo1 or anything belonging to the ship1 they are responsible for the value of everything stolen or appropriated4 ,it is necessary that the fraud1 connivance1 or negligence of a seaman should be proved against him1 before he can be charged with anything lost or stolen2 and in no case is an innocent man bound to contribute towards a loss occasioned by the misconduct of another4 ,if1 however1 it is clearly proved that the whole crew were concerned1 but one offender is not known more than another1 and the circumstances are such as to affect all the crew1 each man is to contribute to the loss1 unless he clears himself from the suspicion4#aif #aif #a ,mason1 #ajd4 ,gilpin1 #dfa4 ,,piracy4--,if the master or crew of a vessel shall1 upon the high seas1 seize upon or rob the master or crew of another vessel2 or if they shall run away with the vessel committed to their charge1 or any goods to the amount of #ej2 or voluntarily yield them up to pirates2 or if the crew shall prevent the master by violence from fighting in the defence of vessel or property2 such conduct is piracy1 and punishable with death4#aig #aig ,act #agij1 ch4 #cf1 #h2 #ahbj1 ch4 #aac1 #c4 ,it is also piracy1 and punishable with death1 to be engaged in any foreign country in kidnapping any negro or mulatto1 or in decoying or receiving them on board a vessel with the intention of making them slaves4#aih #aih ,act #ahbj1 ch4 #aac1 #d1 #e4 ,,chapter ,,xi4 ,seamen's ,wages4 ,affected by desertion or absence2--by misconduct2--by imprisonment2--by capture2--by loss of vessel and interruption of voyage4 ,wages on an illegal voyage4 ,wages affected by death or disability4 ,,wages ,,affected ,,by ,,desertion ,,or ,,absence4--,it has been seen that if a seaman1 at the commencement of the voyage1 neglects to render himself on board at the time appointed1 and an entry thereof is made in the log-book1 he forfeits one day's pay for every hour's absence2 and if he shall wholly absent himself1 so that the ship is obliged to go to sea without him1 he forfeits his advance and as much more4#aii ,and if at any time during the voyage he absents himself without leave1 and returns within forty-eight hours1 he forfeits three days' pay for every day's absence2 but if he is absent more than forty-eight hours1 he forfeits all the wages then due him1 and all his clothes and goods on board at the time4#bjj ,these forfeitures cannot be exacted against the seaman unless there is an entry made in the log-book on the same day that he left1 specifying the name of the seaman1 and that he was absent without leave4#bja #aii ,act #agij1 ch4 #ef1 #b4 #bjj ,do4 #d4 #bja ,gilpin1 #hc1 #adj1 #bjg4 ,ware1 #cji4 ,but independently of these regulations1 and without the necessity of any entry1 c41 a seaman forfeits his wages for deserting the vessel1 or absenting himself wrongfully and without leave1 by the general law of all commercial nations4#bjb ,if1 however1 the seaman is absent without fault of his own1#bjc or if he is obliged to desert by reason of cruel treatment1 want of food1 or the like1 he does not forfeit his wages4 ,but in such case1 the seaman must prove that the treatment was such that he could not remain without imminent danger to his life1 limbs1 or health4#bjd ,if the voyage for which he shipped has been abandoned1 or there has been a gross and unnecessary deviation1 he does not forfeit his wages for leaving the vessel2 but then the change of voyage must have been actually determined upon and known to the seaman4#bje #bjb ,ware1 #cji4 #bjc #a ,mason1 #de4 ,bee1 #acd1 #dh4 ,gilpin1 #bbe4 #bjd #a ,pet4 ,ad4 #ahf4 ,gilpin1 #bbe4 #b ,pet4 ,ad4 #dbj1 #dbh4 ,ware1 #hc1 #ia1 #aji4 #bje ,gilpin1 #aej4 #b ,pet4 ,ad4 #dae4 ,even if the seaman shall have clearly deserted without justifiable cause1 or absented himself more than forty-eight hours1 yet1 if he shall offer to return and do his duty1 the master must receive him1 unless his previous conduct would justify a discharge4#bjf ,and if he is so received back1 and does his duty faithfully for the rest of the voyage1 the forfeiture is considered as remitted1 and he is entitled to his wages for the whole voyage4#bjg ,if1 however1 the owner has suffered any special damage from the wrongful absence of the seaman1 as1 if the vessel has been detained1 or a man hired in his place1 all such necessary expenses may be deducted from the wages4#bjh #bjf #a ,sumner1 #cgc4 #bjg #b ,wash4 #bgb4 ,gilpin1 #ade4 #a ,sumner1 #cgc4 #a ,pet4 ,ad4 #afj4 #bjh ,gilpin1 #ade1 #bih1 #ih4 ,a mere leaving of the vessel1 though a wrongful absence1 is not a desertion1 unless it is done with the intention to desert4#bji ,a seaman is bound to load and unload cargo in the course of the voyage if required of him1 and a refusal to do so is a refusal of duty4#baj ,if the voyage is at an end1 according to the articles1 and the vessel is safely moored at the port of discharge1 the seamen are still bound to discharge the cargo if it is required of them4 ,if they do not1 their refusal or neglect does not1 however1 work a forfeiture of all their wages1 but only makes them liable to a deduction1 as compensation to the owner for any damage he may have suffered4#baa ,the custom in almost all sea-ports of the ,united ,states is1 to discharge the crew1 and not to require them to unload cargo at the end of the voyage4 ,this custom is so strong that if the owner or master wishes to retain the crew1 he must give them notice to that effect4 ,unless the crew are distinctly told that they must remain and discharge cargo1 they may leave the vessel as soon as she is safely moored1 or made fast4 ,if they are required to remain and discharge cargo1 they make themselves liable to a deduction from their wages for a neglect or refusal1 but do not forfeit them4#bab ,the seaman must bear in mind1 however1 that this is only when the voyage is at an end1 and the ship is at the final port of discharge4 ,if he refuses to load or unload at any port in the course of the voyage1 and before it is up1 according to the articles1 he does so at the risk of forfeiting all his wages4#bac #bji #a ,sumner1 #cgc4 ,ware1 #cji4 #baj #a ,pet4 ,ad4 #bec4 #baa #a ,sumner1 #cgc4 ,gilpin1 #bjh4 ,ware1 #ded4 #b ,hagg4 #dj4 #bab #a ,sumner1 #cgc4 ,gilpin1 #bjh4 #bac #a ,pct4 ,ad4 #bec4 ,the master and owners of a vessel are allowed ten days after the voyage is up1 before a suit can be brought against them for the wages of the crew4#bad ,this is in order to give them time to settle all accounts and discover delinquencies4 ,if the crew are retained to unload1 then the ten days begin to run from the time the vessel is completely unloaded4 ,but if the crew are not retained for this purpose1 but are discharged and allowed to leave the vessel1 then the ten days begin to run from the day they are discharged4#bae #bad ,act #agij1 ch4 #ef1 #f4 #bae #a ,pet4 ,ad4 #afe1 #baj4 ,ware1 #deh4 ,dunl4 ,ad4 ,pr4 #ii4 ,,wages ,,affected ,,by ,,misconduct4--,a seaman may forfeit his wages by gross misconduct2 and if not forfeited1 he may be liable to have a deduction made from them1 for any damage caused to the owner by such misconduct4 ,to create a forfeiture1 his misbehavior must be gross and aggravated4#baf ,a single act of disobedience1 or a single neglect of duty1 will not deprive him of his wages4#bag ,a refusal to do duty in a moment of high excitement caused by punishment will not forfeit wages1 unless followed by obstinate perseverance in such refusal4#bah ,where drunkenness is habitual and gross1 so as to create a general incapacity to perform duty1 it is a ground of forfeiture of wages4 ,but occasional acts of drunkenness1 if the seaman in other respects performs his duty1 will not deprive him of his wages4#bai ,in this1 as in all cases of neglect1 disobedience1 or wilful misconduct1 which do not create a forfeiture1 a deduction may be made if the owner has suffered any loss4#bbj #baf #d ,mason1 #hd4 ,bee1 #adh4 #bag #d ,mason1 #hd4 #bah ,do4 #bai #b ,hagg4 #b4 #d ,mason1 #eda4 #bbj #d ,mason1 #eda4 ,i ,sumner1 #chd4 ,bee1 #bcg4 #b ,hagg4 #dbj4 ,gilpin1 #adj4 #a ,pet4 ,ad4 #afh4 ,in one instance a forfeiture of one half of a seaman's wages was decreed1 in consequence of his striking the master4 ,he did not forfeit the whole1 because he had been otherwise punished4#bba #bba ,bee4 #ahd4 ,if the seaman is imprisoned for misconduct1 he does not forfeit the wages that accrued during his confinement1 nor1 what amounts to the same thing1 is he bound to pay those of a person hired in his place during his imprisonment4#bbb #bbb ,gilpin1 #hc1 #adj1 #cc4 ,ware1 #i4 ,if the crime of a seaman is against the laws of the ,united ,states1 and too great for the master's authority to punish1 he must be confined and brought home to trial4 ,but this does not forfeit his wages1 though any loss or damage to the owner may be deducted4#bbc #bbc #a ,pet4 ,ad4 #afh4 ,in all cases of forfeiture of wages for misconduct1 it is only the wages due at the time of the misconduct that are lost4 ,the wages subsequently earned are not affected by any previous misbehavior4#bbd #bbd #d ,mason1 #hd4 ,if a seaman or officer is evidently incapable of doing the duty he shipped for1 he may be put upon other duty1 and a reasonable deduction may be made from his wages4#bbe #bbe ,ware1 #aji4 ,,wages ,,affected ,,by ,,imprisonment4--,if a seaman is imprisoned by a warrant from a judge or justice of the peace1 within the limits of the ,united ,states1 for desertion or refusal to render himself on board1 he is liable to pay the cost of his commitment and support in jail1 as well as the wages of any person hired in his place4#bbf ,so1 if a seaman is imprisoned in a foreign port by the authorities of the place for a breach of their laws1 the costs and loss to the owner may be deducted from his wages2 but not so if he is imprisoned at the request of the master4#bbg ,the right of the master to imprison at all is a doubtful one1 and dangerous of exercise2 and if he does resort to it1 he can never charge the expenses to the seamen1 nor deduct their wages during imprisonment4#bbh #bbf ,gilpin1 #bbc4 #bbg ,gilpin1 #bbc4 #bbh ,ware1 #ah1 #ejc1 ,gilpin1 #hc1 #bcc4 ,,wages ,,affected ,,by ,,capture4--,if a neutral ship is captured1 it is the right and duty of the seamen to remain by the vessel until the case is finally settled4#bbi ,if she is liberated1 they are then entitled to their wages for the whole voyage2 and if freight is decreed1 they are entitled to their wages for as much of the voyage as freight is given4#bcj ,and if at any future time the owners recover the vessel1 or her value1 upon appeal or by treaty1 they are liable for wages4#bca ,in order to secure his wages in these cases1 the seaman must remain by the vessel until her sale or condemnation1 and the master cannot oblige him to take his discharge4#bcb ,the condemnation or sale of the vessel puts an end to his contract4 ,if he leaves before the condemnation or sale1 with the master's consent1 he does not lose his chance of recovering his wages4#bcc ,even if the vessel is condemned1 and the owner never recovers the vessel or its value1 yet the seaman is entitled to his wages up to the last port of delivery1 and for half the time she lay there4#bcd #bbi #b ,sumner1 #ddc4 #a ,pet4 ,ad4 #abh4 #bcj #b ,gall4 #agh4 #b ,sumner1 #ddc4 #bca #c ,mason1 #afa4 #bcb #a ,mason1 #de4 #bcc #a ,mason1 #de4 #bcd #a ,pet4 ,ad4 #bjc4 ,,wages ,,affected ,,by ,,loss ,,of ,,vessel ,,or ,,interruption ,,of ,,voyage4--,if a vessel meets with a disaster1 it is the duty of the crew to remain by her so long as they can do it with safety1 and to exert themselves to the utmost of their ability to save as much as possible of the vessel and cargo4#bce ,if they abandon the vessel unnecessarily1 they forfeit all their wages2 and if their leaving was necessary and justifiable1 yet they lose their wages except up to the last port of delivery and for half the time the vessel was lying there1 or for so long as she was engaged with the outward cargo4#bcf ,this rule may seem hard1 but its object is to secure the services of the crew in case of a disaster4 ,if by their exertions any parts of the vessel or cargo are saved1 they are entitled to wages1 and an extra sum for salvage4#bcg ,if the vessel is abandoned and nothing is saved1 they lose their wages1 except up to the last port of delivery and for half the time the vessel was lying there4#bch #bce ,ware1 #di4 #a ,pet4 #bjd4 #bcf ,pet4 ,c4 ,c4 #ahb4 #c ,sumner1 #bhf4 #bcg ,ware1 #di4 ,gilpin1 #gi4 #b ,mason1 #cai4 ,i ,hagg4 #bbg4 #bch #b ,mason1 #cbi4 #a ,pet4 ,ad4 #bjd1 #acj2 #b do4 #cia4 #aa ,mass4 #ede4 ,the general rule is1 that a seaman's wages are secure to him whenever the vessel has earned any freight1 whatever may afterwards happen4 ,and a vessel earns freight at every port where she delivers any cargo4 ,for the benefit of seamen a vessel is held to earn freight whenever she goes to a port under a contract for freight1 though she go in ballast4#bci ,a seaman also secures his wages wherever the ship might have earned freight but for the agreement or other act of the owner4#bdj ,if a vessel is on a trading voyage from port to port1 and is lost on the homeward passage1 wages would probably be allowed for the outward passage1 and for half the time she was engaged in trading with the old or new cargoes2 the trading and going from port to port being considered the same as though she had been lying in port all the time1 and discharging and receiving cargo4 ,or else1 wages would be given up to the last port at which she took in any return cargo1 and for half the time she was lying there4#bda #bci #b ,mason1 #cai4 #a ,pet4 ,ad4 #bjg4 #bdj #c ,sumner1 #bhf4 #b ,mason1 #cai4 #b ,hagg4 #aeh4 #bda ,pet4 ,c4 ,c4 #ahb4 #b ,pet4 ,ad4 #cij4 ,these rules apply only to cases where the voyage is broken up by inevitable accidents1 as by perils of the seas1 capture1 war or superior force4 ,if the voyage is broken up by the fault of the seamen1 they lose all their wages4 ,if1 on the other hand1 the seamen are compelled to leave1 or the voyage is broken up by the fault of the master or owner1 as by cruel treatment1 want of provisions1 or the like1 the crew would be justly entitled to wages for the whole voyage contracted for4 ,if the vessel is sold1 or the voyage altered or abandoned by the master or owner1 not from inevitable necessity1 but for their own interest and convenience1 then the crew are entitled1 by statute1 to wages for all the time they were on board1 and two months' extra pay4#bdb ,and1 by the general law1 they would always receive some extra wages as a compensation for the loss of the voyage1 and as a means of supporting themselves and procuring a passage home2 or1 perhaps1 full wages for the voyage4#bdc #bdb ,act #ahjc1 ch4 #fb1 #c4 #bdc #b ,pet4 ,ad4 #bfd4 ,bee1 #dh4 #b ,gall4 #ahb4 #c ,johns4 ,r4 #eah4 ,,wages ,,on ,,an ,,illegal ,,voyage4--,a seaman has no remedy for his wages upon an illegal voyage2 as1 for instance1 in the slave trade4#bdd ,wages have1 however1 been allowed1 where it was proved that the seaman was innocent of all knowledge of1 or participation in1 the illegal voyage4#bde #bdd #i ,wheat4 #dji4 #f ,rob4 #bjg4 #b ,mason1 #eh4 ,edw4 #ce4 #bde #i ,wheat4 #dji4 ,,wages ,,affected ,,by ,,death ,,or ,,disability4--,if a seaman dies during the voyage1 wages are to be paid up to the time of his death4#bdf ,a seaman is entitled to all his wages during sickness1 and during any time he was disabled from performing duty4 ,but if his sickness or disability is brought on by his own fault1 as by vice or wilful misconduct1 a deduction may be made for the loss of his services4#bdg ,so1 where the death of a seaman was caused by his own unjustifiable and wrongful acts1 his wages were held forfeited4#bdh ,if a seaman1 at the time he ships1 is laboring under a disease which incapacitates or is likely to incapacitate him during the voyage1 and he conceals the same1 no wages will be allowed him1 or a deduction will be made from them1 according to the nature of the case4#bdi ,if1 in consequence of sickness1 a seaman is left at a foreign port1 he is still entitled to wages for the whole voyage4#bej #bdf ,bee1 #bed1 #dda4 #bdg #a ,pet4 ,ad4 #adb1 #ach4 #bdh ,do4 #adb4 #bdi #b ,pet4 ,ad4 #bfc4 #bej ,bee1 #dad4 #b ,gall4 #df4 #a ,pet4 ,ad4 #aag4 ,,chapter ,,xii4 ,,seamen--,,concluded4 ,recovery of wages4 ,interest on wages4 ,salvage4 ,,recovery ,,of ,,wages4--,a seaman has a threefold remedy for his wages3 first1 against the master2 secondly1 against the owners2 and1 thirdly1 against the ship itself and the freight earned4#bea ,he may pursue any one of these1 or he may pursue them all at the same time in courts of admiralty4 ,he has what is called a lien upon the ship for his wages2 that is1 he has a right1 at any time1 to seize the vessel by a process of law1 and retain it until his claim is paid1 or otherwise decided upon by the court4 ,this lien does not cease upon the sailing of the ship on another voyage2 and the vessel may be taken notwithstanding there is a new master and different owners4#beb ,a seaman does not lose his lien upon the ship by lapse of time4 ,he may take the ship whenever he finds her2 though he must not allow a long time to elapse if he has had any opportunity of enforcing his claim1 lest it should be considered a stale demand4 ,in common law courts a suit cannot be brought for wages after six years have expired since they became due4 ,this is not the case in courts of admiralty4#bec #bea ,bee1 #bed4 #b ,sumner1 #ddc4 #b ,gall4 #cih4 #beb #b ,sumner1 #ddc4 #e ,pet4 ,r4 #fge4 #bec #b ,gall4 #dgg4 ,paine ,c4 ,c4 #ahj4 #c ,mason1 #ia4 ,the lien of the seaman for wages takes precedence of every other lien or claim upon the vessel4#bed ,the seaman's wages must be first paid1 even if they take up the whole value of the ship or freight4 ,the wreck of a ship is bound for the wages1 and the rule in admiralty is1 that a seaman's claim on the ship is good so long as there is a plank of her left4#bee ,if1 after capture and condemnation1 the ship itself is not restored1 but the owners are indemnified in money1 the seaman's lien attaches to such proceeds4#bef #bed ,ware1 #acd1 #da4 #bee ,sumner1 #ej4 #a ,ware1 #da4 #bef #e ,pet4 ,r4 #fge4 ,besides this lien upon the ship1 the seaman has also a lien upon the freight earned1 and upon the cargo4#beg ,he may also sue the owner or master1 or both1 personally4 ,they are1 however1 answerable personally only for the wages earned while the ship was in their own hands4#beh ,but a suit may be brought against the ship after she has changed owners4#bei #beg ,ware1 #acd4 #e ,pet4 ,r4 #fge4 #beh #aa ,johns4 #gb4 #f ,mass4 #cjj2 #h do4 #dhc4 #bei #e ,pet4 ,r4 #fge4 #b ,sumner1 #ddc4 ,a seaman does not lose his lien upon the vessel by taking an order upon the owner4#bfj #bfj ,ware1 #ahe4 ,after a vessel is abandoned to the underwriters1 they become liable for the seamen's wages1 from the time of the abandonment4#bfa #bfa #d ,mason1 #aif4 ,if1 at the end of the voyage1 the crew are discharged and not retained to unload1 their wages are due immediately2#bfb but they cannot sue in admiralty until ten days after the day of discharge4#bfc ,if they are retained to unload1 then the owner is allowed ten days from the time the cargo is fully discharged4 ,if1 however1 the vessel is about to proceed to sea before the ten days will elapse1 or before the cargo will be unloaded1 the seaman may attach the vessel immediately4#bfd ,if the owner retains his crew while the cargo is unloading1 he must unload it within a reasonable time4 ,fifteen working days has frequently been held a reasonable time for unloading1 and the ten days have been allowed to run from that time4#bfe #bfb ,ware1 #deh4 ,dunl4 ,ad4 ,pr4 #ii4 #a ,pet4 ,ad #afe1 #baj4 #bfc ,act #agij1 ch4 #ef1 #f4 #bfd ,do4 #bfe #a ,pet4 ,ad4 #afe4 ,abb4 ,shipp4 #def1 n4 ,the longest time allowed by law for unloading vessels is twenty days1 if over #cjj tons1 and ten days1 if under that tonnage4 ,probably seamen would not be held bound to the vessel for a longer time than is thus allowed by law for unloading4 ,,interest ,,on ,,wages4--,in suits for seamen's wages1 interest is allowed from the time of the demand2 and if no demand is proved1 then from the time of the commencement of the suit4#bff #bff #b ,gall4 #de4 ,,salvage4--,if a vessel is picked up at sea abandoned1 or in distress1 and any of the crew of the vessel which falls in with her go on board1 and are the means of saving her1 or of bringing her into port1 they are entitled to salvage4#bfg ,in this case1 all the crew who are ready and willing to engage in the service are entitled to a share of the reward1 although they may not have gone on board the wreck4#bfh ,the reason is1 that where all are ready to go1 and a selection is made1 there would be injustice and favoritism in allowing any one the privilege more than another4 ,besides1 those who remain have an extra duty to perform in consequence of the others having gone on board the wreck4#bfi #bfg ,ware1 #dgg4 #a ,pet4 ,ad4 #cjf4 #bfh ,ware1 #dgg4 #b ,pet4 ,ad4 #bha4 #bfi #b ,dodson1 #acb4 ,crews are not ordinarily entitled to salvage for services performed on board their own vessel1 whatever may have been their perils or hardships1 or the gallantry of their services in saving ship and cargo2#bgj for some degree of extra exertion to meet perils and accidents1 is within the scope of a seaman's duty4 ,in case of shipwreck1 however1 where1 by the general law1 wages are forfeited1 the court will allow salvage1 considering it as in the nature of wages due4 ,in one instance salvage was refused to a part of a crew who rescued the ship from the rest who had mutinied2 for this was held to be no more than their duty4#bga #bgj #aj ,pet4 ,r4 #ajh4 #a ,hagg4 #bbg4 #bga #b ,dods4 #ad4 ,yet seamen may entitle themselves to salvage for services performed on board their own vessel1 if clearly beyond the line of their regular duty2 as1 when the crew rise and rescue the vessel from the enemy after she has been taken4#bgb ,so1 where a ship was abandoned at sea1 and one or two men voluntarily remained behind1 and by great exertions brought her into port4#bgc ,if an apprentice is a salvor1 he1 and not his master1 is entitled to the salvage4#bgd ,if one set of men go on board a wreck1 but fall into distress and are relieved by others1 they do not lose their claim for salvage1 but each set of salvors shares according to the merit of its services4 ,if the second set take advantage of the necessity and distress of the first salvors to impose terms upon them1 as1 that they shall give up all claim for salvage1 such conditions will not be regarded by the court4#bge #bgb #a ,pet4 ,ad4 #cjf4 #bgc #b ,cr4 #bdj4 #a ,pet4 ,ad4 #dh4 #bgd #b ,cr4 #bdj4 #b ,pet4 ,ad4 #bhb4 #bge #a ,sumner1 #djj4