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FROM JAMES D. HART^S 
 
 COLLECTION OF BOOKS 
 CONCERNING RICHARD 
 HENRY DANA, JUNIOR 
 
 fr^^^^^5^^5^5^5g 
 
 
THE J < 
 
 SEAMAN'S- FRIEND; 
 
 C ONTAI NINO 
 
 A TREATISE ON PRACTICAL* SEAMANSHIP, 
 WITH PLATES, 
 
 A DICTIONARY OF SEA TERMS 5 
 
 CUSTOMS AND USAGES OF THE MERCHANT 
 SERVICE 5 
 
 LAWS RELATING TO THE PRACTICAL DUTIES OF 
 MASTER AND MARINERS. 
 
 BY R. H. DANA, JR., 
 
 AUTHOR OF "TWO YEARS BEFORE THE MAST.' 
 
 FIFTH EDITION. 
 
 BOSTON : 
 
 PUBLISHED BY THOMAS GROOM. 
 1847. 
 
Entered, according to Act of Congress, in the year 1841, 
 
 By R. H. DANA 3 JR., 
 in the Clerk's Office of the District Court of Massachusetts. 
 
 STEREOTYPED BY 
 
 GEO. A. & J. CURTIS, 
 
 NEW-ENGLAND TYPE AND STEREOTYPE FOUNDRY, 
 
To all sea-faring persons, and especially to those commenc- 
 ing the sea life ; to owners and insurers of vessels ; to 
 judges and practitioners in maritime law; and to all per- 
 sons interested in acquainting themselves with the laws, 
 customs, and duties of Seamen ; this work is respectfully 
 
 dedicated by 
 
 THE AUTHOR. 
 
CONTENTS. 
 
 PART I. 
 
 A PLAIN TREATISE ON PRACTICAL SEAMANSHIP. 
 
 CHAP. I. GENERAL RULES AND OBSERVATIONS, pages 13 18. 
 
 Construction of vessels, 13. Tonnage and carriage of merchant 
 vessels, 14. Proportions of spars, 14. Placing the masts, 16. 
 Size of anchors and cables, 16. Lead-lines, 17. Log-line, 17. 
 Ballast and lading, 18. 
 
 CHAP. II. CUTTING AND FITTING STANDING RIGGING, 19 25. 
 
 Cutting lower rigging, 19. Fitting lower rigging, 20. Cutting 
 and fitting topmast rigging, 21. Jib, topgallant and royal rig- 
 ging, 21. Ratling, 23. Standing rigging of the yards, 23. 
 Breast-backstays, 25. 
 
 CHAP. III. FITTING AND REEVING RUNNING RIGGING, 26 29. 
 
 To reeve a brace, 26. Fore, main, and cross-jack braces, 26. 
 Fore and main topsail braces, 26. Mizzen topsail braces, 27. 
 Fore, main, and mizzen topgallant and royal braces, 27. Hal- 
 yards, 27. Spanker brails, 28. Tacks, sheets, and clewlines, 
 28. Reef-tackles, clewgarnets, buntlines, leechlines, bowlines, 
 and slablines, 29. 
 
 CHAP. IV. To RIG MASTS AND YARDS, 3036. 
 
 Taking in lower masts and bowsprit, 30. To rig a bowsprit, 
 31. To get the tops over the mast-heads, 31. To send up a 
 topmast, 31. To get on a topmast cap, 32. To rig out a jib- 
 boom, 32. To cross a lower yard, 33. To cross a topsail 
 yard, 33. To send up a topgallant mast, 34. Long, short, 
 and stump topgallant masts, 34. To rig out a flying jib-boom, 
 34. To cross a topgallant yard, 35. To cross a royal yard, 35. 
 Sky sail yards, 35. 
 
 CHAP. V. To SEND DOWN MASTS AND YARDS, 3638. 
 
 To send down a royal yard, 36. To send down a topgallant 
 yard, 37. To send down a topgallant mast, 37. To house a 
 topgallant mast, 37. To send down a topmast, 37. To rig in 
 a jib-boom, 38. 
 
 CHAP. VI. BENDING AND UNBENDING SAILS, 3842. 
 
 To bend a course, 38. To bend a topsail by the halyards, 39 ; 
 by the buntlines, 40. To bend topgallant sails and royals, 40. 
 To bend a jib, 40. To bend a spanker, 41. To bend a spen- 
 cer, 41. To unbend a course, 41. To unbend a topsail, 41. 
 
CONTENTS. V 
 
 To unbend a topgallant sail or royal, 41 . To unbend a jib, 41 . 
 To send down a topsail or course in a gale of wind, 42. To 
 bend a topsail in a gale of wind, 42. To bend one topsail or 
 course and send down the other at the same time, 42. 
 
 CHAP. VII. WORK UPON RIGGING. ROPE, KNOTS, SPLICES, BENDS, 
 
 HITCHES, 43 53. 
 
 Yarns, strands, 43. Kinds of rope cable-laid, hawser-laid, 43. 
 Spunyarn, 44. Worming, parcelling, and service, 44. Short 
 splice, 44. Long splice, 45. Eye splice, 45. Flemish eye, 45. 
 Artificial eye, 46. Cut splice, 46. Grommet, 46. Single and 
 double walls, 46. Matthew Walker, 47. Single and double 
 diamonds, 47. Spritsail sheet knot, 47. Stopper knot, 47 
 Shroud and French shroud knots, 48. Buoy-rope knot, 48. 
 Turk's head, 48. Two half-hitches, clove "hitch, overhand 
 knot, and figure-of-eight, 48. Standing and running bowlines, 
 and bowline upon a bight, 49. Square knot, 49. Timber 
 hitch, rolling hitch, and blackwall hitch, 49. Cat's paw, 50. 
 Sheet bend, fisherman's bend, carrick bend, and bowline bend, 
 50. Sheep-shank, 50. Selvagee, 50. Marlinspike hitch, 50. 
 To pass a round seizing, 51. Throat seizing, 51. Stopping 
 and nippering, 51. Pointing, 51. Snaking and grafting, 52. 
 Foxes, Spanish foxes, sennit, French sennit, gaskets, 52. 
 To bend a buoy-rope, 62. To pass a shear-lashing, 52. 
 
 CHAP. VIII. BLOCKS AND PURCHASES, 5355. 
 
 Parts of a block, made and morticed blocks, 53. Bull's-eye, 
 dead-eye, sister-block, 53. Snatch-block, tail-blocks, 54. 
 Tackles whip, gun-tackle, luff-tackle, luff-upon-luff, runner- 
 tackle, watch-tackle, tail-tackle, and burtons, 54. 
 
 CHAP. IX. MAKING AND TAKING IN SAIL, 55 67. 
 
 To loose a sail, 55. To set a course, 55. To set a topsail, 56. 
 To set a topgallant sail or royal, 56. To set a skysail, 56. 
 To set a jib, flying jib, or fore topmast staysail, 56. To set a 
 spanker, 57. To set a spencer, 57. To take in a course, 57. 
 To take in a topsail, 57. To take in a topgallant sail or 
 royal, 58. To taKe in a skysail, 58. To take in a jib, 58. 
 To take in a spanker, 58. To furl a royal, 59. To furl a top- 
 gallant sail, 60. To furl a topsail or course, 60. To furl a 
 jib, 60. To stow a jib in cloth, 61. To reef a topsail, 61. 
 To reef a course, 62. To turn out reefs, 63. To set a topgal- 
 lant studdingsail, 63. To take in a topgallant studdingsail, 
 64. To set a topmast studdingsail, 65. To take in a topmast 
 studdingsail, 66. To set a lower studdingsail, 66. To take 
 in a lower studdingsail, 67. 
 
 CHAP. X. GENERAL PRINCIPLES OF WORKING A SHIP, 68 71. 
 
 Action of the water upon the rudder; headway, sternway, 68. 
 Action of the wind upon the sails ; head sails, after sails, 69. 
 Centre of gravity or rotation, 70. Turning a ship to or from 
 the wind, 70. 
 
 CHAP. XI. TACKING, WEARING, BOXING, A, 7177. 
 
 To tack a ship, 71 . To tack without fore-reaching, 73. Tack- 
 ing against a heavy head sea, 73. Tacking by hauling off all, 
 
 73. To trim the yards when close-hauled, 73. Missing stays, 
 
 74. Wearing, 74. To wear under courses, under a mainsail, 
 under bare poles, 75. Box-hauling, 75. Short-round, 76. 
 
 1* 
 
VI CONTENTS. 
 
 Club-hauling, 76. Drifting in a tide way, 76. Backing and 
 filling in a tide -way, 77. Clubbing in a tide-way, 77. 
 
 CHAP. XII. GALES OF WIND, LYING-TO, GETTING ABACK, BY THE 
 
 LEE, &c., 7881. 
 
 Lying-to, 78. Scudding, 79. To heave-to after scudding, 79. 
 Taken aback, 79. Chappelling. 80. Broaching-to, 80. Brought 
 by the lee, 80. 
 
 CHAP. XIII. ACCIDENTS, 8184. 
 
 On beam-ends, 81. Losing a rudder, 82. A squall, 83. A 
 man overboard, 83. Collision, 84. 
 
 CHAP. XIV. HEAVING-TO BY COUNTER-BRACING, SPEAKING, SOUND- 
 ING, HEAVING THE LOG, 84 87. 
 
 Counter-bracing, 84. Speaking, 85. Sounding, 85. Heaving 
 the log, 86. 
 
 CHAP. XV. COMING TO ANCHOR, 8790. 
 
 Getting ready for port, 87. Mooring, 88. A flying moor, 89. 
 Clearing hawse, 89. To anchor with a slip-rope, 89. To slip 
 a cable, 90. Coming-to at a slipped cable, 90. 
 
 CHAP. XVI. GETTING UNDER WAY, 9195. 
 
 Unmoor, 91 . To get under way from a single anchor, 91 . To 
 cat and fish an anchor, 92. To get under way with the wind 
 blowing directly out and riding head to it, 92. To get under 
 way, riding head to the wind, with a rock or shoal close astern, 
 93. To get under way riding head to wind and tide, and to 
 stand out close-hauled, 93. To get under way wind-rode, with 
 a weather tide, 94. To get under way tide-rode, casting to 
 windward, 94, To get under way tide-rode, wearing round, 94. 
 
 A DICTIONARY OF SEA TERMS, 96130. 
 
 PART II. 
 
 CUSTOMS AND USAGES OF THE MERCHANT 
 SERVICE. 
 
 CHAP. I. THE MASTER, 131138. 
 
 Beginning of the voyage, 131. Shipping the crew, 132. Out- 
 fit, pro visions 3 132. Watches, 133. Navigation, 134. Log- 
 book, observations, 134. Working ship, 135. Day's work, 
 136. Discipline, 137. 
 
 CHAP. II. THE CniJfr MATE, 138146. 
 
 Care of rigging and ship's furniture, 138. Day's work, 139. 
 ' Working ship, 139. Getting under way, 139. Coining to 
 anchor, 140. Reefing and furling, 140. Duties in port, ac- 
 count of cargo, stowage, 141. Station, watch, and all-hands 
 duties, 142. Log-book, navigation, 145. 
 
CONTENTS. Vll 
 
 CHAP. III. SECOND AND THIRD MATES, 146153. 
 
 SECOND MATE. Navigation, 146. Station ; watch duties, 147. 
 Day's work, 147, 149. Working ship, 148, 150. Reefing, 
 furling, and duties aloft, 14$. Care of ship's furniture, 151. 
 Stores, 151. Duties in port, 152. THIRD MATE, 152, 153. 
 
 CHAP. IV. CARPENTER, COOK, STEWARD, &c., 153 158. 
 
 CARPENTER. Working ship, 153. Seaman's work, helm, 
 duty aloft, station, 154. Work at his trade, 154. Berth and 
 mess, 154. Standing watch, 154. SAILMAKER 155. STEW- 
 ARD. Duty in passenger-ships, 156. In other vessels, 156. 
 Relation to master and mate ; duty aloft and about decks ; work- 
 ing ship, 156. COOK. Berth, watch and all-hands duty ; care 
 of galley; duty aloft, 157. IDLERS, 157. 
 
 CHAP V. ABLE SEAMEN, 158163. 
 
 Grades, 158. Rating, 158. Requisites of an able seaman, 
 159. Hand, reef, and steer, 159. Work upon rigging, 160. 
 Sailmaking, 160. Day's work, 160. Working ship ; reefing ; 
 furling, 161. Watch duty, 162. Coasters and small vessels, 
 162. 
 
 CHAP. VI. ORDINARY SEAMEN, 163165. 
 
 Requisites, 163. Hand, reef, and steer; loose, furl, and set 
 sails; reeve rigging, 163. Work upon rigging, 164. Watch 
 duty, 164. 
 
 CHAP. VII. BOYS, 165167. 
 
 Requisites, wages, 165. Day's work ; working ship ; duties 
 aloft and about decks, 166. 
 
 CHAP. VIIL MISCELLANEOUS, 167174. 
 
 Watches, 167. Calling the watch, 168. Bells, 169. Helm 
 170. Answering, 171, (at helm, 170.) Discipline, 172. Sta 
 tions, 173. Food, sleep, &c., 173. 
 
 PART III. 
 
 LAWS RELATING TO THE PRACTICAL DUTIES OF 
 MASTER AND MARINERS. 
 
 CHAP. I. THE VESSEL, pages 175179. 
 
 Title, 175. Registry, enrolment and license, 175. Certificate 
 of registry or enrolment, 177. Passport, 177. Sea letter, list 
 of crew, bill of health, clearance, manifest, invoice, bill of 
 lading, charter-party, log-book, list 9f passengers and crew, 
 list of sea-stores, 178. Medicine-chest, 178. National char- 
 acter of crew, 178. Provisions, 178. Passengers, 179. 
 
 CHAP. II. MASTER'S RELATION TO VESSEL AND CARGO, 179 187. 
 
 Revenue duties and obligations, 179. List of crew, 179. 
 Certified copy, 180. Certified copy of shipping articles, 180. 
 
Vili CONTENTS. 
 
 Sea-letter, passport, list of passengers, manifest, sea-stores, 
 180, 181. Unloading, 180, 181. Post-office, 181. Forfeit- 
 ures, 180, 181, 182. Report, 182. Coasting license, 182. 
 Power to sell and pledge, 182. Keeping and delivering cargo, 
 185. Deviation, 185. Collision, 186. Pilot, 187. Wages 
 and advances, 187. 
 
 CHAP. III. MASTER'S RELATION TO PASSENGERS AND OFFICERS, 
 187, 188. 
 
 Treatment of passengers, 187. Removal of officers, 188. 
 CHAP. IV. MASTER'S RELATION TO THE CREW, 189195. 
 
 Shipment, 189. Shipping articles, 189. Discharge, 190. 
 
 Imprisonment, 191. Punishment, 192. Power of consuls as 
 
 to punishment, 192, 193, 194. 
 
 CHAP. V. PASSENGERS, 195, 196. 
 
 Provisions, 195. Treatment, 195. Passage-money, 196. 
 Deportment, 196. Services, 196. 
 
 CHAP. VI. MATES AND SUBORDINATES, 197201. 
 
 Mates included in 'crew,' 197. Removal, 197. Succession, 
 198. Log-book; wages; sickness, 198. Punishment, 199. 
 Subordinates, 200. Pilots, 200. 
 
 CHAP. VII. SEAMEN. SHIPPING CONTRACT, 201203. 
 
 Shipping contract, 201. Erasures and interlineations, 202. 
 Unusual stipulations, 202. Violation of contract, 202. 
 
 CHAP. VIII. SEAMEN CONTINUED, 204206. 
 
 Rendering on board, 204. Refusal to proceed, 204. Desertion 
 or absence during the voyage, 205. Discharge, 206. 
 
 CHAP. IX. SEAMEN CONTINUED, 207210. 
 
 Provisions, 207. Sickness, medicine-chest, 208. Hospital 
 money, 209. Relief in foreign ports, 209. Protection, 210. 
 
 CHAP. X. SEAMEN CONTINUED, 210 214. 
 
 Punishment, 210. Revolt and mutiny, 211. Embezzlement, 
 213. Piracy, 214. 
 
 CHAP. XI. SEAMEN'S WAGES, 214220. 
 
 Wages affected by desertion or absence, 214 ; by misconduct, 
 216; by imprisonment, 217; by capture, 218; by loss of 
 vessel or interruption of voyage, 218. Wages on an illegal 
 voyage, 220. 
 
 CHAP. XII. SEAMEN CONCLUDED, 220223. 
 
 Recovery of wages, 220. Remedies, 221. Time for com- 
 mencing suits, 222. Interest on wages, 222. Salvage, 222. 
 
PLATE I. 
 THE SPARS AND RIGGING OP A SHIP. 
 
 INDEX OF REFERENC 
 
 1 Head. I 
 
 46 Mizzen top. 
 
 2 Head-boards. 
 
 47 Mizzenmast cap. 
 
 3 Stem. 
 
 48 Mizzen topmast cross- 
 
 4 Bows. 
 
 trees. 
 
 5 Forecastle. 
 
 49 Fore yard. 
 
 6 Waist. 
 
 50 Fore topsail yard. 
 
 7 Quarter-deck. 
 
 51 Fore topgallant yard. 
 
 8 Gangway. 
 
 52 Fore royal yard. 
 
 9 Counter. 
 
 53 Main yard. 
 
 10 Stern. 
 
 54 Main topsail yard. 
 
 11 Tafferel. 
 
 55 Main topgallant yard. 
 
 12 Fore chains. 
 
 56 Main royal yard. 
 
 13 Main chains. 
 
 57 Cross-jack yard. 
 
 14 Mizzen chains. 
 
 58 Mizzen topsail yard. 
 
 15 Bowsprit. 
 16 Jib-boom. 
 
 59 Mizzen topgallant yard. 
 60 Mizzen royal yard. 
 
 17 Flying jib-boom. 
 
 61 Fore truck. 
 
 18 Spritsail yard. 
 
 62 Main truck. 
 
 19 Martingale. 
 
 63 Mizzen truck. 
 
 20 Bowsprit cap. 
 
 64 Fore stay. 
 
 21 Foremast. 
 
 65 Fore topmast stav. 
 
 22 Fore topmast. 
 
 66 Jib stay. 
 
 23 Fore topgallant mast. 
 
 67 Fore topgallant stay. 
 
 24 Fore royal mast. 
 
 70 Fore skysail stay. 
 
 25 Fore skysail mast. 
 
 71 Jib guys. 
 
 26 Main mast. 
 
 72 Flying-jib guys. 
 
 27 Main topmast. 
 
 73 Fore lifts. 
 
 28 Main topgallant mast. 
 
 74 Fore braces. 
 
 29 Main royal mast. 
 
 75 Fore topsail lifts. 
 
 30 Main skysail mast. 
 -31 Mizzen mast. 
 
 76 Fore topsail braces. 
 77 Fore topgallant lifts. 
 
 32 Mizzen topmast. 
 
 78 Fore topgallant braces. 
 
 33 Mizzen topgallant mast. 
 
 79 Fore royal lifts. 
 
 34 Mizzen royal mast. 
 
 80 Fore royal braces. 
 
 35 Mizzen skysail mast. 
 
 81 Fore rigging. 
 
 36 Fore spencer gaff. 
 
 82 Fore topmast rigging. 
 
 37 Main spencer gaff. 
 33 Spanker gaff. 
 
 83 Fore topgallant shrouds. 
 84 Fore topmast backstays. 
 
 39 Spanker boom. 
 
 85 Fore topgallant back- 
 
 40 Fore top. 
 
 stays. 
 
 41 Foremast cap. 
 
 86 Fore royal backstays. 
 
 42 Fore topmast cross-trees 
 
 87 Main stay. 
 
 43 Main top. 
 
 88 Main topmast stay. 
 
 44 Mainmast cap. 
 45 Main topmast cross- 
 trees. 
 
 89 Main topgallant stay. 
 90 Main royal stay. 
 91 Main lifts. 
 
 68 Flying-jib stay. 
 
 69 P'ore royal stay. 
 
 92 Main braces. 
 
 93 Main topsail lifts. 
 
 94 Main topsail braces. 
 
 95 Main topgallant lifts. 
 
 96 Main topgallant braces. 
 
 97 Main royal lifts. 
 
 98 Main royal braces. 
 
 99 Main rigging. 
 
 100 Main topmast rigging. 
 
 101 Main topgallant rig- 
 
 ging- 
 
 102 Main topmast back- 
 
 stays. 
 
 103 Main topgallant back- 
 
 stays. 
 
 104 Main royal backstays. 
 
 105 Cross-jack lifts. 
 
 106 Cross- iack braces. 
 
 107 Mizzen topsail lifts. 
 
 108 Mizzen topsail braces. 
 
 109 Mizzen topgallant lifts. 
 
 110 Mizzen topgal't braces. 
 
 111 Mizzen royal lifts. 
 
 112 Mizzen royal braces. 
 
 113 Mizzen stay. 
 
 114 Mizzen topmast stay. 
 
 115 Mizzen topgallant stay. 
 
 116 Mizzen royal stay. 
 
 117 Mizzen skysail stay. 
 
 118 Mizzen rigging. 
 
 119 Mizzen topmast rigging. 
 
 120 Mizzen topgal.shrouda 
 
 121 Mizzen topmast back- 
 
 stays. 
 
 122 Mizzen topgaPnt back- 
 
 stays. 
 
 123 Mizzen royal backstays. 
 
 124 Fore spencer vangs. 
 
 125 Main spencer vangs. 
 
 126 Spanker vangs. 
 
 127 Ensign halyards. 
 
 123 Spanker peak halyards. 
 
 129 Foot-rope to fore yard. 
 
 130 Foot -rope to main yard 
 
 131 Foot- rope to cross- jack 
 yard. 
 
PLATE II. 
 A SHIP'S SAILS. 
 
 INDEX OF REFERENCES. 
 
 1 Fore topmast staysail. 
 
 2 Jib. 
 
 3 Flying jib. 
 
 4 Fore spencer. 
 
 5 Main spencer. 
 
 6 Spanker. 
 
 7 Foresail. 
 
 8 Fore topsail. 
 
 9 Fore topgallant sail. 
 
 10 Fore royal. 
 
 1 1 Fore sky sail. 
 
 12 Mainsail. 
 
 13 Main topsail. 
 
 14 Main topgallant sail. 
 
 15 Main royal. 
 
 1 6 Main sky sail. 
 
 17 Mizzen topsail. 
 
 18 Mizzen topgallant sail. 
 
 19 Mizzen royal. 
 
 20 Mizzen skysail. 
 
 21 Lower studdingsail. 
 
 21 a Lee ditto. 
 
 22 Fore topmast studdingsail. 
 22a Lee ditto. 
 
 23 Fore topgallant studdingsail. 
 23a Lee ditto. 
 
 24 Fore royal studdingsail. 
 24* Lee ditto. 
 
 25 Main topmast studdingsail. 
 25a Lee ditto. 
 
 26 Main topgallant studdingsail. 
 26a Lee ditto. 
 
 27 Main royal studdingsail. 
 27a Lee ditto. 
 
PLATE III. 
 THE FRAME OP A SHIP. 
 
 INDEX OP REFERENCES. 
 
 A. THE OUTSIDE. 
 
 1 Upper stem-piece. 
 
 2 Lower stem-piece. 
 
 3 Gripe. 
 
 4 Forward keel-piece. 
 
 5 Middle keel-piece. 
 
 6 After keel-piece. 
 
 7 False keel. 
 
 8 Stern knee. 
 
 9 Stern-post. 
 
 10 Rudder. 
 
 11 Bilge streaks. 
 
 12 First streak under the wales. 
 
 13 Apron. 
 
 14 Lower apron. 
 
 15 Fore frame. 
 
 16 After frame. 
 
 17 Wales. 
 
 18 Waist. 
 
 19 Plank -shear. 
 
 20 Timber-heads. 
 
 21 Stanchions. 
 
 22 Rail. 
 
 23 Knight-heads. 
 
 24 Cathead. 
 
 25 Fashion timbers. 
 
 26 Transoms. 
 
 27 Quarter pieces. 
 
 B. THE INSIDE OP THE STERN. 
 
 1 Keelson. 
 
 2 Pointers. 
 
 3 Chock. 
 
 4 Transoms. 
 
 5 Half transoms. 
 
 6 Main transom. 
 
 7 Quarter timbers. 
 
 8 Transom knees. 
 
 9 Horn timbers. 
 
 10 Counter- timber knee. 
 
 11 Stern-post. 
 
 12 Rudder-head. 
 
 13 Counter timbers. 
 
 14 Upper- deck clamp. 
 
 C. THE INSIDE OF THE Bows 
 
 1 Keelson. 
 
 2 Pointers. 
 
 3 Step for the mast. 
 
 4 Breast-hook. 
 
 5 Lower-deck breast-hook. 
 
 6 Forward beam. 
 
 7 Upper-deck clamp. 
 
 8 Knight-heads. 
 
 9 Hawse timbers. 
 
 10 Bow timbers. 
 
 1 1 Apron of the stem. 
 
 D. THE TIMBERS. 
 
 1 Keelson. 
 
 2 Floor timbers. 
 
 3 Naval timbers or ground futtocks. 
 
 4 Lower futtocks. 
 
 5 Middle futtocks. 
 
 6 Upper futtocks. 
 
 7 Top timbers. 
 
 8 Half timbers, or half top-timbers. 
 
PLATE IV. 
 
 EX P LAN AT I O N S . 
 
 SHIP. A ship is square-rigged throughout ; that is, she has tops, and 
 carries square sails on all three of her masts. 
 
 BARK. A bark is square-rigged at her fore and main masts, and differs 
 from a ship in having no top, and carrying only fore-and-aft sails 
 at her mizzenmast. 
 
 BRIG. A full-rigged brig is square-rigged at both her masts. 
 
 HERMAPHRODITE BRIG. An hermaphrodite brig is square-rigged at her 
 foremast ; but has no top, and only fore-and-aft sails at her main 
 mast. 
 
 TOPSAIL SCHOONER. A topsail schooner has no tops at her foremast, 
 and is fore-and-aft rigged at her mainmast. She differs from an 
 hermaphrodite brig in that she is not properly square-rigged at hei 
 foremast, having no top, and carrying a fore-and-aft foresail, in 
 stead of a square foresail and a spencer. 
 
 FORE-AND-AFT SCHOONER. A fore-and-aft schooner is fore-and-aft rig- 
 ged throughout, differing from a topsail schooner in that the latter 
 carries small square sails aloft at the fore. 
 
 SLOOP. A sloop has one mast, fore-and-aft rigged. 
 
 HERMAPHRODITE BRIGS sometimes carry small square sails aloft at the 
 main ; in which case they are called BRIGANTINES, and differ from 
 a FULL-RIGGED BRIG in that they have no top at the mainmast, 
 and carry a fore-and-aft mainsail instead of a square mainsail and 
 trysail. Some TOPSAIL SCHOONERS carry small square sails aloft 
 at the main as well as the fore ; being in other respects fore-and-aft 
 rigged. They are then called MAIN TOPSAIL SCHOONERS. 
 
PART I. 
 
 CHAPTER I. 
 
 GENERAL RULES AND OBSERVATIONS. 
 
 Construction of vessels. Tonnage and carriage of merchant vessels. 
 Proportions of the spars. Placing the masts. Size of anchors and 
 cables. Lead -lines. Log-line. Ballast and lading. 
 
 CONSTRUCTION OF VESSELS. As merchant vessels of the 
 larger class are now huilt in the United States, the extreme 
 length of deck, from the after part of the stern-post to the fore 
 part of the stem, is from four and a half to four and three 
 fourths that of the beam, at its widest part. The Damascus, 
 of 700 tons' measurement, built at Boston in 1839, and con- 
 sidered a fair specimen of our best freighting vessels, had 150 
 feet from stem to stern-post, and 32 feet 6 inches extreme 
 breadth. The Rajah, of 530 tons, built at Boston in 1837, 
 had 140 feet length, and 30 feet beam ; being each in length 
 about four and six tenths their beam. 
 
 A great contrast to this proportion is exhibited in the most 
 recent statistics (1841) of vessels of the same tonnage in the 
 English navy ; as the following table will show. 
 
 Tons. Deck. Beam. Proportion. 
 
 C Dido 734 ' 120 ft. 37ft. 6 in. 3.20 
 
 33 <6 3 <13 
 
 30 '4 3.16 
 32 6 4.60 
 30 4.66 
 
 These may, perhaps, be considered the extremes of ship- 
 building ; and between these there is every grade of differ- 
 ence. 
 
 2 
 
 English 
 Navy. 
 
 1 Pilot 
 
 492 
 
 105 
 
 
 ( Alert 
 
 358 
 
 95 
 
 American 
 
 j Damascus 
 
 694 
 
 150 
 
 Merchant- 
 
 i Rajah 
 
 531 
 
 140 
 
14 TONNAGE AND CARRIAGE. 
 
 TONNAGE AND CARRIAGE OF MERCHANT VESSELS. The 
 amount a vessel will carry in proportion to her tonnage, de- 
 pends upon whether, and to what extent, she is full or sharp 
 built. A sharp-built vessel of 300 tons' measurement, will 
 carry just about her tonnage of measurement goods. A sharp- 
 built vessel of 200 tons or under would probably carry less than 
 her measurement ; if over 400 tons, she would increase gradu- 
 ally to fifty per cent, above her measurement. A sharp-built 
 vessel of 600 tons, is generally rated at 900 tons carriage. A 
 full-built vessel of 300 tons, after the latest model of American 
 freighting vessels, will carry 525 tons, or seventy-five per cent, 
 above her measurement ; and one of 500 tons would carry full 
 double her measurement. 
 
 The following table may give a pretty fair average. 
 
 TONS OF MEASUREMENT GOODS. 
 Tonnage. Full built. Sharp built. 
 
 300 (.75) 525 (.00) 300 
 
 400 (.80) 725 (.40) 560 
 
 500 (1.00) 1000 (.0) 750 
 
 600 (1.33) 1400 (.50) 900 
 
 PROPORTIONS OF SPARS. There is no particular rule for spar- 
 ring merchant vessels; some being light, and others heavy 
 sparred ; and some having long topmasts and short lower 
 masts, and others the reverse. The prevailing custom now 
 is, to spar them lightly ; the main yard being a little less than 
 double the beam ; and the others proportioned by the main. 
 Most merchant vessels now have the yards at the fore and main 
 of the same size, for convenience in shifting sails ; so that 
 the same topsail may be bent on either yard. 
 
 The following table, taken from the " Seamen's Manual," 
 will show the average proportions of the spars of merchant 
 vessels of the largest class, as formerly built. 
 
 Main-mast, two and a half times the ship's beam. 
 
 Fore-mast, eight ninths of the main-mast. 
 
 Mizzen-mast, five sixths of the main-mast. 
 
 Bowsprit, two thirds of the main-mast. 
 
 Topmasts, three fifths of the lower masts. 
 
PROPORTIONS OF SPARS. 15 
 
 Topgallant masts, one half the length of their topmasts. 
 Jib-boom, the length of the bowsprit. 
 Main-yard, twice the beam. 
 Fore-yard, seven eighths of the main-yard. 
 Maintopsail-yard, two thirds of the main-yard. 
 Foretopsail-yard, two thirds of the fore-yard. 
 Crossjack-yard, the length of the maintopsail-yard. 
 Topgallant-yards, two thirds of the topsail-yards. 
 Mizzentopsail-yard, the length of the maintopgallant-yard. 
 Royal-yards, two thirds of the topgallant-yards. 
 Spritsail-yard, five sixths of the foretopsail-yard. 
 Spanker-boom, the length of the maintopsail-yard. 
 Spanker-gaff, two thirds of the boom. 
 
 For the thickness of the spars, the same book allows for the 
 lower masts one inch and a quarter diameter at the partners, 
 for every three feet of length ; and nine tenths in the middle 
 and two thirds under the hounds, for every inch at the partners. 
 For the yards, one inch at the slings, and half an inch at the 
 yard-arms, within the squares, for every four feet of the length. 
 For the breadth of the maintop, one half of the beam, and of 
 the foretop, eight ninths of the maintop. 
 
 The following are the proportions of the spars of the ship 
 Damascus, before mentioned, built in 1839. 
 Main-mast 74 ft. Head 11 ft. 6 in. Size 26 in. 
 
 Fore-mast 70ft. " 11 ft. 6 in. " 25 in. 
 
 Mizzen-mast 68ft. " 8ft. 6 in. " 18 in. 
 
 Main and fore topmasts 41 ft. " 6 ft. 6 in. " 14Hn. 
 Mizzen topmast 32 ft. " 5 ft. " 9* in. 
 
 Main topgallant-mast 23 ft. (15 ft. with 2 feet head.) 9 in. 
 Fore topgallant-mast 21ft. 14ft. " 2 " " " 9iin. 
 Mizzen topgallant-mast 17 ft. lift. " 18 in. " 
 Main and fore yards 60ft. yard-arms 2 ft. 6 in. 
 
 Main and fore topsail yards 48ft. " " 3 ft. 6 in. 
 Main topgallant yard 37 ft. " " 2 ft. 
 
 Fore topgallant " 34 ft. " " 2 ft. 
 
 Main royal " 27 ft. " " 1 ft. 6 in. 
 
 Fore royal " 24 ft. " " 1 ft. 6 in. 
 
 Main skysail " 17 ft. 
 
 Fore skysail " 15ft. 
 
16 PLACING MASTS. ANCHORS AND CABLES, 
 
 Cross-jack yard 44 ft. yard-arms 2 ft. 
 
 Mizzen topsail " 35 ft. " " 2 ft. 9 in. 
 
 Mizzen topgallant " 25ft. " " 1 ft. 6 in. 
 
 Mizzen royal " 16 ft. 
 
 Mizzen sky sail " 10 ft. 
 
 Bowsprit, out-board 27 ft. Size 26 in. 
 
 Jib-boom 42ft. Head 3 ft. " 14iin. 
 
 Fly ing jib-boom 40ft. " 3 ft. 6 in. 
 
 Main pole 12 ft., 10 above royal-mast, 5 in. in cap. 
 
 Fore pole lift., 9 " " " 4* in. " " 
 
 Mizzen pole 9ft., 7 " 
 
 Spanker-boom 40 ft. 
 
 Spanker-gaff 30 ft. 
 
 Swinging-booms 40 ft. 
 
 Topmast studdingsail-booms 34 ft. 
 
 Topgallant studdingsail-booms 27 ft., yards for do. 17 ft. 
 
 PLACING THE MASTS. For a full-built ship, take the ship's 
 extreme length and divide it into sevenths. Place the foremast 
 one seventh of this length from the stem ; the mainmast three 
 sevenths from the foremast, and the mizzenmast two sevenths 
 from the mainmast. If a vessel is sharp-built, and her stem 
 and stern-post rake, her foremast should be further aft, and 
 her mizzenmast further forward, than the rule of sevenths 
 would give. A common rule for placing the foremast, is to 
 deduct three fifths of a ship's beam from her length, for the 
 curvature of the keel forward, which is called the keel-stroke, 
 and place the mast next abaft the keel-stroke. 
 
 SIZE OF ANCHORS AND CABLES. Various rules have been 
 adopted for the weight of a ship's anchors. A vessel of 100 
 tons will generally have a best bower of 6 cwt. and a small 
 bower of 5 cwt. ; the weight of both being eleven pounds to 
 a ton of the vessel. As a vessel increases in size, the propor- 
 tion diminishes. A vessel of 700 tons will usually carry a 
 best bower of 27 cwt. and a small bower of 24 cwt. ; the 
 weight of both being seven and a half pounds to a ton of the 
 vessel. The stream should be a little more than one third the 
 weight of the best bower. , The anchor-stock should be the 
 length of the shank ; its diameter should be half that of the 
 ring, and its thickness one inch at the middle and half an 
 
LEAD-LINES. LOG-LINE. 17 
 
 inch at each end for every foot in length. Chain cables are 
 usually ninety fathoms in length, for large-sized vessels, 
 and sixty for small vessels, as schooners and sloops. The 
 regulation of the United States Navy for chain cables, is 
 one inch and a half for a sloop of war, and one and a quarter 
 for brigs and schooners. In the merchant service, a ship of 
 400 tons would probably have a best bower cable of one and 
 five sixths, and a working bower of one and a quarter inches. 
 A ship of 700 tons would have a best bower of one and five 
 eighths, and a working bower of one and a half inches. Chain 
 cables have a shackle at every fifteen fathoms, and one swivel 
 at the first shackle. Some have two swivels; and formerly 
 they were made with a swivel between each shackle. 
 
 LEAD-LINES. The hand-lead weighs usually seven pounds, 
 and the hand-line is from twenty to thirty fathoms in length. 
 The deep-sea-lead (pro. dipsey) weighs from fourteen to eigh- 
 teen or twenty pounds ; and the deep-sea-line is from ninety 
 to one hundred and ten fathoms. The proper way to mark a 
 hand-line is, black leather at 2 and 3 fathoms ; white rag at 
 5 ; red rag at 7 ; wide strip of leather, with a hole in it, at 10 ; 
 and 13, 15 and 17 marked like 3, 5 and 7 ; two knots at 20 ; 3 
 at 30 ; and 4 at 40 ; with single pieces of cord at 25 and 35. 
 
 The deep-sea-line has one knot at 20 fathoms, and an addi- 
 tional knot at every 10 fathoms, with single knots at each 
 intermediate 5 fathoms. It sometimes has a strip of leather 
 at 10 fathoms, and from 3 to 10 is marked like the hand- 
 line. 
 
 LOG-LINE. The rate of a ship's sailing is measured by a 
 log-line and a half-minute glass. The line is marked with a 
 knot for each mile ; the real distance between each knot being, 
 however, T ^ of a mile, since a half-minute is yj^j of an 
 hour. A knot being thus the same portion of a mile that a 
 half-minute is of an hour, the number of knots carried off while 
 the glass is running out will show the number of miles the 
 vessel goes in an hour. Many glasses, however, are made for 
 twenty-eight seconds, which, of course, reduces the number of 
 feet for a knot to forty-seven and six tenths. But as the line is 
 liable to stretch and the glass to be affected by the weather, 
 in order to avoid all clanger of a vessel's overrunning her 
 8* 
 
18 BALLAST AND LADING. 
 
 reckoning, and to be on the safe side, it is recommended lo 
 mark forty-five feet to a knot for a twenty-eight second glass. 
 About ten fathoms is left unmarked next the chip, called stray- 
 line. The object of this is that the chip may get out of the 
 eddy under the stern, before the measuring begins. The end 
 of the stray-line is marked by a white rag, and the first knot 
 is forty-five or forty-seven feet from the rag. A single piece 
 of cord or twine is put into the line for the first knot, one knot 
 for the second, two for the fourth, three for the sixth, and so 
 on, a single piece of cord being put in at the intermediate 
 knots. 
 
 BALLAST AND LADING. A ship's behavior, as the phrase 
 is, depends as much upon the manner in which she is loaded 
 and ballasted, as upon her model. It is said that a vessel 
 may be prevented from rolling heavily, if, when the ballast is 
 iron, it is stowed up to the floor-heads ; because this will bring 
 the ship back, after she has inclined, with less violence, and 
 will act upon a point but little distant from the centre of 
 gravity, and not interfere with her stiff carrying of sail. The 
 cargo should be stowed with the weightier materials as near 
 as possible to the centre of gravity, and high or low, according 
 to the build of the vessel. If the vessel is full and low built, 
 the heavy articles should be stowed high up, that the centre 
 of gravity may be raised and the vessel kept from rolling too 
 much, and from being too laborsome. But a narrow, high- 
 built vessel should have the heavy articles stowed low and 
 near the keelson, which will tend to keep her from being 
 crank, and enable her to carry sail to more advantage. 
 

CUTTING AND FITTING RIGGING. 19 
 
 CHAPTER II. 
 
 CUTTING AND FITTING STANDING RIGGING. 
 
 Measuring and cutting lower rigging and lower fore-and-aft stays. Fit- 
 ting the same. Measuring, cutting, and fitting topmast rigging, stays, 
 and backstays. Jib, topgallant, and royal stays. Rattling down rig- 
 ging. Cutting and fitting lifts, foot-ropes, brace-block straps, and pen- 
 nants. Breast-backstays. 
 
 CUTTING LOWER RIGGING. Draw a line from the side of the 
 partners abreast of the mast, on the deck, parallel to the chan- 
 nels, and to extend as far aft as they do. On this line mark 
 the places of each dead-eye, corresponding to their places 
 against the channels. Send a line up to the mast-head, and 
 fasten it to the mast by a nail above the bibbs, in a range 
 with the centre of the mast, and opposite to the side the chan- 
 nel line is drawn upon. Then take the bight of the line 
 around the forward part of the mast, and fasten it to the mast 
 by a nail, opposite the first nail, so that the part between the 
 nails will be half the circumference of the mast-head ; then 
 take the line down to the mark on the channel line for the 
 forward dead-eye, and mark it as before ; and so on, until 
 you have got the distance between the mast and each mark 
 on the channel line. Now cast off the line from the mast- 
 head, 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-head. And, to make an allowance for one 
 pair of shrouds overlaying another, you may increase the 
 length of the pair put on second, that is, the larboard forward 
 ones, by twice the diameter of the rigging; the third pair by 
 four times ; and so on. 
 
 The size of the lower rigging should be as much as eight 
 and a half inches for vessels of seven or eight hundred tons, 
 and from seven and a half to eight for smaller vessels, over 
 three hundred tons. 
 
 For the length of the fore, main, and mizzen stays and 
 
20 CUTTING AND FITTING RIGGING. 
 
 spring-stays, take the distance from the after part of the mast- 
 head to their hearts, or to the place where they are set up, 
 adding once the length of the mast-head for the collar. 
 
 The standing stays should be once and half the circumfer- 
 ence of the shrouds. 
 
 FITTING LOWER RIGGING. Get it on a stretch, and divide 
 each pair of shrouds into thirds, and mark the centre of the 
 middle third. Tar, worm, parcel and serve the middle third. 
 Parcel with the lay of the rope, working toward the centre ; 
 and serve against the lay, beginning where you left off par- 
 celling. Serve as taut as possible. In some vessels the outer 
 thirds of the swifters are served ; but matting and battens are 
 neater and more generally used. 
 
 Formerly the middle third was parcelled over the service, 
 below the wake of the futtock staff. Mark an eye at the cen- 
 tre of the middle third, by seizing the parts together with a 
 round seizing. The eye of the pair of shrouds that goes on 
 first should be once and a quarter the circumference of the 
 mast-head ; and make each of the others in succession the 
 breadth of a seizing larger than the one below it. Parcel the 
 score of the dead-eye, and heave the shroud taut round it, turn- 
 ing in with the sun, if right-hand-laid rope, and against the 
 sun, if hawser-laid ; then pass the throat seizing with nine or 
 ten turns, the outer turns being slacker than the middle ones. 
 Pass the quarter seizings half way to the end, and then the 
 end seizings, and cap the shroud, well tarred under the cap. 
 Make a Matthew Walker knot in one end of the lanyard, 
 reeve the other end out through the dead-eye of the shroud, 
 beginning at the side of the dead-eye upon which the end of 
 the shroud comes, and in through the dead-eye in the channels, 
 so that the hauling part of the lanyard may come in-board and 
 on the same side with the standing part of the shroud. If the 
 shroud is right-hand-laid rope, the standing part of the shroud 
 will be aft on the starboard, and forward on the larboard side ; 
 and the reverse, if hawser-laid. 
 
 The neatest way of setting up the lower fore-and-aft stays, is 
 by reeving them down through a bull's eye, with tarred parcel- 
 ling upon the thimble, and setting them up on their ends, with 
 three or four seizings. The collar of the stay is the length of 
 
CUTTING AND FITTING RIGGING. 21 
 
 the mast-head, and is leathered over the service The service 
 should go beyond the wake of the foot of the topsail, and the 
 main-stay should be served in the wake of the foremast. The 
 main and spring stays usually pass on different sides of the 
 foremast, and set up at the hawse-pieces. 
 
 The bolsters under the eyes of the rigging should always be 
 covered with tarred parcelling, marled on. 
 
 The starboard forward shroud goes on first ; then the lar- 
 board; and so on. The fore stay and spring stay go over the 
 shrouds; and the head stays always go over the backstays. 
 
 CUTTING AND FITTING TOPMAST RIGGING. For the forward 
 shroud, measure from the hounds of the topmast down to the 
 after part of the lower trestle-trees, and add to that length 
 half the circumference of the mast-head at the hounds. The 
 eye is once and a quarter the circumference of the mast-head. 
 The topmast rigging in size should be three fifths of the lower 
 rigging. For the topmast backstays, measure the distance 
 from the hounds of the mast down to the centre of the deck, 
 abreast of their dead-eyes in the channels, and add to this 
 length one half the circumference of the mast-head. Add to 
 the length of the larboard pair, which goes on last, twice the 
 diameter of the rope. The size of the fore and main topmast 
 backstays is generally one quarter less than that of the lower 
 rigging; and that of the mizzen topmast backstays the same 
 as that of the main topmast rigging. The size of the topmast 
 stays should be once and a quarter that of the rigging. The 
 topmast rigging is fitted in the same manner as the lower. 
 The backstays should be leathered in the wake of the tops and 
 lower yards. The breast-backstays are turned in upon blocks 
 instead of dead-eyes, and set up with a luff purchase. The 
 fore topmast stay sets up on the starboard, and the spring stay 
 on the larboard side of the bowsprit. 
 
 All the fore-and-aft stays are now set up on their ends, and 
 should be leathered in their nips, as well as in their eyes. 
 
 The main topmast stay goes through a heart or thimble at 
 the foremast-head, or through a hole in the cap, and sets up on 
 deck or in the top ; and the mizzen topmast stay sets up at 
 the mainmast-head, above the rigging. 
 
 JIB, TOPGALLANT, AND ROYAL RIGGING. The jib stay sets up 
 
22 CUTTING AND FITTING RIGGING. 
 
 on its end on the larboard side of the head, and is served ten 
 feet from the boom, and its collar is leathered like that of the 
 topmast stay. The gaub lines or back ropes go from the mar- 
 tingale in-board. The guys are fitted in pairs, rove through 
 straps or snatches on the spritsail yard, and set up to eye-bolts 
 inside of or abaft the cat-heads. The foot-ropes are three 
 quarters the length of the whole boom, and go over the 
 boom-end with a cut splice. Overhand knots or Turks-heads 
 should be taken in them at equal distances, to prevent the 
 men from slipping, when laying out upon them. 
 
 The most usual method of fitting topgallant rigging in mer- 
 chantmen, is to reeve it through holes in the horns of the cross- 
 trees, then pass it between the topmast shrouds over the 
 futtock staff, and set it up at an iron band round the topmast, 
 just below the sheave-hole; or else down into the top, and set 
 it up there. To get the length of the starboard forward 
 shroud, measure from the topgallant mast-head to the heel of 
 the topmast, and add one half the circumference of the top- 
 gallant mast-head. Its size should be about five sevenths of 
 the topmast rigging. Each pair of shrouds should be served 
 below the futtock staves. They are fitted like the topmast 
 shrouds. The fore-and-aft stays of long topgallant masts go 
 with eyes, and are served and leathered in the wake of the foot 
 of the sails. The fore topgallant stay leads in on the starboard 
 side of the bowsprit, and sets up to a bolt at the hawse-piece ; 
 the main leads through a chock on the after part of the fore 
 topmast cross-trees, and sets up in the top ; and the mizzen 
 usually through a thimble on the main cap, and sets up on its 
 end. 
 
 The topgallant backstays set up on their end, or with lan- 
 yards in the channels ; and for their length, measure from the 
 mast-head to the centre of the deck, abreast the bolt in the 
 channels. 
 
 The royal shrouds, backstays, and fore-and-aft stays, are 
 fitted like those of the topgallant masts, and bear the same 
 proportion to them that the topgallant bear to the topmast. 
 The fore royal stay reeves through the outer sheave-hole of the 
 flying jib-boom, and comes in on the larboard side ; the main 
 through a thimble at the fore jack-cross-trees ; and the mizzen 
 
CUTTING AND FITTING RIGGING. 23 
 
 through a thimble at the main topmast cap. The flying jib- 
 stay goes in on the starboard side, and sets up like the jib- 
 stay. The gear of the flying jib-boom is fitted like that of the 
 jib-boom. 
 
 RATLING. Swift the rigging well in, and lash handspikes 
 or boat's oars outside at convenient distances, parallel with 
 the shear-pole. Splice a small eye in the end of the ratlin, 
 and seize it with yarns to the after shroud on the starboard 
 side and to the forward on the larboard, so that the hitches 
 may go with the sun. Take a clove hitch round each shroud, 
 hauling well taut, and seize the eye of the other end to the 
 shroud. The ratlins of the lower rigging should be thirteen, 
 and of the topmast rigging eleven inches apart, and all square 
 with the shear-pole. 
 
 STANDING RIGGING OF THE YARDS. The first thing to go 
 upon the lower yard-arm, next the shoulder, is the head-earing 
 strap ; the next, the foot-ropes ; next, the brace-block ; and 
 lastly, the lift. The foot-ropes go with an eye over the yard- 
 arm, are rove through thimbles in the end of the stirrups, 
 (sometimes with Turks-heads, to prevent their slipping,) and 
 are lashed to bolts or thimbles, but now usually to the iron 
 trusses. The stirrups fit to staples in the yard, with an eye- 
 splice. The lifts should be single, and fitted with an eye over 
 the yard-arm, and lead through a single block at the mast- 
 head, and set up by a gun or luff tackle purchase, with the 
 double block hooked to a thimble or turned in at the end, and 
 the lower block to an eye-bolt in the deck. Instead of brace- 
 blocks on the fore and main yards, brace-pennants fitted over 
 the yard-arm with an eye are neater. The latest and neatest 
 style of rigging lower yards is to have a strong iron band with 
 eyes and thimbles round each yard-arm, close to the shoulder ; 
 and then fit the lift, foot-rope, and brace-pennant, each to one 
 of these eyes, with an eye-splice round the thimble or with a 
 hook. The lower lifts now, for the most part, cross each other 
 over a saddle upon the cap, instead of going through blocks. 
 
 The inner ends of the foot-ropes to the topsail, topgallant 
 and royal yards, cross each other at the slings; and on the 
 topsail yard there are Flemish-horses, spliced round thimbles 
 on the boom-iron, and the other end seized to the yard, cross- 
 
24 CUTTING AND FITTING RIGGING. 
 
 ing the foot-rope. A neater mode is to hook the outer end of 
 the Flemish-horse, so that it may be unhooked and furled in 
 with the sails when in port. Next to the foot-ropes go on 
 the brace-blocks, and lastly, the lifts. The rigging to the top- 
 gallant and royal yards is fitted similarly to that upon the top- 
 sail, except that there is nothing over the yard-arms but foot- 
 rope, brace and lift. The brace to the royal yard fits with an 
 eye. The reef- tackle, studding-sail halyard, and other tem- 
 porary blocks, are seized to the lower and topsail yard-arms by 
 open straps, so that they may be removed without taking off 
 the lift. The topgallant studding-sail halyard block is often 
 hooked to the boom-iron, under the yard. 
 
 The foot-ropes to the spanker-boom should be half the 
 length of the boom, going over the end with a splice, covered 
 with canvass, and coming in one third of the way to the jaws, 
 and seized to the boom by a rose-seizing through an eye-splice. 
 The next to go over the boom-end are the guys, which are fitted 
 with a cut-splice covered with canvass, and have a single block 
 turned in at their other ends. To these single blocks are luff or 
 gun-tackle purchases, going to the main brace-bumpkin. Their 
 length should be two fifths that of the boom. The topping-lifts 
 are usually hooked into a band or spliced into bolts about one 
 quarter the distance from the outer end of the boom, and reeve 
 through single blocks under the top, with a double or single 
 block at their lower ends. 
 
 All the splices and seizings of the standing rigging should 
 be covered with canvass, if possible, except in the channels 
 and about the head, where they are too much exposed to the 
 washing of water. A vessel looks much neater for having the 
 ends of the rigging, where eyes are spliced, or where they are 
 set up on their ends aloft or on deck, covered with canvass, and 
 painted white or black, according to the place where they are. 
 The lanyards and dead-eyes of the smaller rigging which sets 
 up in the top may also be covered with canvass. The lan- 
 yards, dead-eyes, and turnings-in of the rigging in the chan- 
 nels, should always be protected by Scotchmen when at sea, 
 and the forward shroud should be matted or battened all the 
 way up to the futtock staves. 
 
CUTTING AND FITTING RIGGING. 25 
 
 In some smaller merchantmen the lower rigging is not in- 
 frequently set up upon its end to bolts in the rail. This is very 
 inconvenient on many accounts, especially as all the seizings 
 have to be come up with, and the nip of the shroud altered, 
 whenever it is at all necessary to set them taut. This soon 
 defaces and wears out the ends ; while, with dead-eyes, only 
 the lanyards have to be come up with. Some vessels set up 
 their lower rigging with dead-eyes upon the rail. This is con- 
 venient in setting them up in bad weather, but does not give 
 so much spread as when set up in the channels, and presents 
 a more complicated surface to the eye. If the rigging is fitted 
 in this way, you must deduct the height of the rail above the 
 deck from the measure before given for cutting it. 
 
 BREAST-BACKSTAYS. It is not usual, now, for merchant ves- 
 sels to carry topmast breast-backstays. If they are carried, 
 they are spread by out-riggers from the top. Topgallant and 
 royal breast-backstays are used, and are of great assistance in 
 sailing on the wind. There are various ways of rigging them 
 out, of which the following is suggested as a neat and conve- 
 nient one. Have a spar fitted for an out-rigger, about the size 
 of one of the horns of the cross-trees, with three holes bored in 
 it, two near to one end, and the third a little the other side of 
 the middle. Place it upon the after horn of the cross- tree, 
 with the last-mentioned hole over the hole in the end of the 
 horn of the cross-tree, and let the after topgallant shroud reeve 
 through it. Reeve the topgallant and royal breast-backstays 
 through the outer holes, and set them up by a gun-tackle pur- 
 chase, in the channels.* The inner end of the out-rigger should 
 fit to a cleat, and be lashed to the cross-tree by a lanyard. 
 When the breast-backstays are to be rigged in, cast off the lan- 
 yard, and let the out-rigger slue round the topgallant shroud 
 for a pivot, the inner end going aft, and the outer end, with the 
 backstays, resting against the forward shroud. One of these 
 out-riggers should be fitted on each side, and all trouble of 
 shifting over, and rigging out by purchase, will be avoided. 
 
 * The royal breast-backstay may be used as the fall of the purchase. 
 
 3 
 
26 FITTING AND REEVING RUNNING RIGGING 
 
 CHAPTER III. 
 
 FITTING AND REEVING RUNNING RIGGING. 
 
 Fore braces. Main braces. Cross-jack braces. Fore, main, and miz- 
 zen topsail braces. Fore, main, and mizzen topgallant and royal 
 braces. Trusses. Topsail tyes and halyards. Topgallant and royal 
 halyards. Peak and throat halyards. Spanker brails. Fore and main 
 tacks and sheets. Topsail, topgallant and royal sheets and clewlines. 
 Reef-tackles. Clew-garnets. Fore and main buntlines, leechlines, 
 and slablines. Topsail clewlines and buntlines. Bowlines. 
 
 To REEVE A BRACE, begin on deck, and reeve to where the 
 standing part is made fast. The fore braces reeve up through 
 a block on the mainmast just below the rigging, down or in 
 through the brace-block on the yard or at the end of the pen- 
 nant, and the standing part is brought through the cheeks of 
 the mast with a knot inside. The neatest way for reeving the 
 main brace is out through a single block on the brace-bumpkin, 
 out through the brace-pennant-block, in through an outer block 
 on the bumpkin, and seized to the strap of the pennant. 
 Another way is out through the bumpkin block, out or down 
 through the pennant block, and secure the end to the bumpkin 
 or to the fashion-piece below. 
 
 The cross-jack braces reeve up through blocks on the after 
 shroud of the main rigging, up through blocks on the yard, one 
 third of the way in from the yard-arm, and are seized to a bolt 
 in the mainmast, or to the after shroud again. 
 
 The fore topsail braces reeve up through the blocks secured 
 to the bibbs at the mainmast-head, in through the span-block 
 at the collar of the main stay, up through the block on the 
 yard, and are seized to the main topmast-head; or else up 
 through a block at the topmast-head, down through the brace- 
 block on the yard, and are seized to the collar of the main stay. 
 The last way is the best. The main topsail braces are rove 
 through span-blocks at the mizzen-mast, below the top, up 
 through the blocks on the yard, and are seized to the mizzen 
 
FITTING AND REEVING RUNNING RIGGING. 27 
 
 topmast-head ; or else up through a block at the mizzen-mast- 
 head, down through the block on the yard, and secured to the 
 mizzen-mast. The first way is the best. The mizzen topsail 
 braces reeve up through the leading blocks or fair-leaders on 
 the main rigging, up through blocks at the mainmast-head, or 
 at the after part of the top, up through the yard blocks, and 
 are seized to the cap. 
 
 The fore and main topgallant braces are rove up through 
 blocks under the topmast cross-trees, in through span-blocks on 
 the topmast stays, just below their collars, up through the 
 blocks on the yards, and the main are usually seized to the 
 head of the mizzen topgallant mast, and the fore to the topmast 
 stay, by the span-block. The mizzen topgallant braces gene- 
 rally go single, through a block at the after part of the main top- 
 mast cross-trees. The royal braces go single : the fore, through a 
 block at the main topgallant mast-head ; the main, through one 
 at the mizzen topgallant mast-head ; and the mizzen, through 
 a block at the after part of the main topmast cross-trees. 
 
 HALYARDS. The lower yards are now hung by patent iron 
 trusses, which allow the yard to be moved in any direction ; 
 topped up or braced. The topsail yards have chain tyes, which 
 are hooked to the slings of the yard, and rove through the sheave- 
 hole at the mast-head. The other end of the tye hooks to a 
 block. Through this block a chain runner leads, with its stand- 
 ing part hooked to an eye-bolt in the trestle-tree, and with the 
 upper halyard-block hooked to its other end. The halyards 
 should be a luff purchase, the fly-block being the double block, 
 and the single block being hooked in the channels. Some- 
 times they are a gun-tackle purchase, with two large- single 
 blocks. The lower block of the mizzen topsail halyards is 
 usually in the mizzen-top, the fall coming down on deck. 
 
 The fore and mizzen topsail halyards come down to port, and 
 the main to the starboard. The topgallant halyards come 
 down on opposite sides from the topsail halyards ; though the 
 fore and main usually come down by the side of the masts. 
 The fore and main topgallant halyards sometimes hoist with 
 a gun-tackle purchase, but the mizzen and all the royal hal- 
 yards are single. 
 
 The throat and peak halyards of the spanker are fitted in the 
 
28 FITTING AND EEEVING RUNNING RIGGING. 
 
 following manner. The outer peak halyard block is put on 
 the gaff, one third of its length from the outer end, or a very 
 little, if any, within the leech of the sail ; and the inner one, two 
 thirds in. The blocks are fitted round the gaff with grommet 
 straps, and are kept in their places by cleats. The double 
 block of the peak halyards is strapped to the bolt in the after 
 part of the mizzen cap, and the halyards are rove up through 
 this, in through the blocks on the gaff, the inner one first, the 
 standing part made fast to the double block, and the fall com- 
 ing on deck. The upper block of the throat halyards is secured 
 under the cap, and the lower block is hooked to an eye-bolt 
 on the jaws of the gaff. This is a two-fold tackle. 
 
 THE SPANKER BRAILS. The peak brails reeve through single 
 blocks on the gaff, two on each side, generally span-blocks, and 
 then through the throat brail blocks, as leaders, to the deck. 
 The throat brails reeve through two triple blocks strapped to 
 eye-bolts under the jaws of the gaff, one on each side, through 
 the, two other sheaves of which the peak brails lead. Each 
 brail is a single rope, middled at the leech of the sail. 
 
 TACKS, SHEETS, CLEWLINES, &c. It is much more convenient 
 to have the tack and sheet blocks of the courses fastened to the 
 clews of the courses by hooks. Then they can be unhooked 
 when the sail is furled, and, in light weather, a single rope with 
 a hook, called a lazy sheet, can be used, instead of the heavy 
 tacks and sheets with their blocks. This is also much more con- 
 venient in clewing up. The main tack is rove aft through the 
 block in the waterways, forward through the block on the sail, 
 and the standing part hooks to the block on deck. The fore tack 
 goes through a block on the bumpkin. The sheets of the courses 
 have the after block hooked to an eye-bolt in the side, abaft the 
 channels, and the forward one hooked to the clew of the sail, the 
 running part reeving through a sheave-hole in the rail. The 
 sheets of all the square sails but the courses run from the clew 
 of the sail, through sheave-holes in the yard-arms, through 
 the quarter blocks, down on deck. The topsail sheets are 
 chain, are clasped to the clews of the sail, and are fitted with a 
 gun-tackle purchase at the foot of the mast. The topgallant 
 and royal sheets are single. The topsail and topgallant clew- 
 lines reeve through the quarter-blocks. The royal clewlines 
 

FITTING AND REEVING RUNNING RIGGING. 29 
 
 are single, and the topsail and topgallant are a gun-tackle pur- 
 chase. 
 
 The reef-tackles of the topsails reeve up through blocks on 
 the lower rigging, or futtock shrouds, down through the block 
 on the yard, down the leech of the sail and through the block 
 on the leech, and are made fast to the yard on their own parts, 
 with a clinch, outside of everything. 
 
 The clew-garnets reeve out through blocks under the quar- 
 ters of the yard, then up through blocks at the clew, and the 
 standing part is made fast to the yard, to the block, or to a strap. 
 The buntlines of the courses reeve through double or triple 
 blocks under the forward part of the top, down forward of the 
 sail, sometimes through thimbles in the first reef-band, and are 
 clinched to the foot of the sail. The leechlines reeve through 
 single blocks on the yard, and are clinched to the leech of the 
 sail. The slabline is a small rope rove through a block under 
 the slings of the yard, and clinched to the foot of the sail. This 
 is not much used in merchant vessels. The topsail clewlines 
 lead like the clew-garnets of the courses. The topsail buntlines 
 reeve forward through single blocks at the topmast-head, down 
 through the thimbles of a lizard seized to the tye, just above 
 the yard, and are clinched to the foot of the sail. The handi- 
 est way of reeving the main bowline is to have a single rope 
 with the standing part hooked near the foremast, and reeve it 
 out through a heart in the bridle. This will answer for both 
 sides. The fore bowline may be rove through a single block at 
 the heel of the jib-boom and hooked to the bridle. The bow- 
 lines to the other sails are toggled to the bridles and lead for- 
 ward. Many vessels now dispense with all the bowlines ex- 
 cept to the courses. This saves trouble, makes a ship look 
 neater, and, if the sails are well cut, they will set taut enough 
 in the leach, without bowlines. 
 
30 TO RIG MASTS AND YARDS. 
 
 CHAPTER IV. 
 
 TO RIG MASTS AND YARDS. 
 
 Rigging the shears. Taking in lower masts and bowsprit. To rig a 
 bowsprit. Getting the tops over the mast-heads. To send up a top- 
 mast. To get on a top-mast cap. To rig a jib-boom. To cross a 
 lower yard. To cross a topgallant yard. To send up a topgallant 
 mast. Long, short, and stump topgallant masts. To rig out a flying 
 jib-boom. To cross topgallant and royal yards. Skysail yards. 
 
 TAKING IN LOWER MASTS AND BOWSPRIT. Shore up the 
 beams upon which the heels of the shears will rest, if neces- 
 sary, from the keelson. Parbuckle the shears aboard, with 
 their heads aft. Raise their heads upon the taffrail, cross them, 
 and pass the shear-lashing. Lash the upper block of a three- 
 fold tackfe under the cross, and secure the lower block to the 
 breast-hooks, or to a toggle in the hawse-hole. You may also 
 reeve and secure, in the same manner, a smaller purchase, 
 which shall work clear of the first. Have two forward and 
 two after guys clove-hitched to the shear-head, with cleats to 
 prevent their slipping. Get a girt-line on one shear-head and 
 a small tackle on the other, to slue and cant the mast. Let 
 the fall of the main tackle come through the middle sheave, to 
 prevent the block's sluing in its strap. Reeve large heel tackles 
 to rouse the shears aft with. Put long oak plank shoes under 
 the heels ; and, if it be necessary, clap a thwart-ship tackle 
 upon the two heels, or reeve a lashing, and put a stout plank 
 between them, and bowse taut ; which will prevent too great a 
 strain coming upon the water-ways. Take the main tackle 
 fall to the capstan; heave round, haul on the forward guy 
 and after heel tackles, and raise the shear to an angle of about 
 eighty degrees with the deck, and so that the main purchase 
 will hang plumb with the partners of the mizzen-mast. Lash 
 a garland to the forward part of the mast, above the centre, 
 and toggle the purchase to it. Heave the mast in over the 
 bulwarks ; fit the trestle-trees and after chock ; reeve girt-lines 
 
TO RIG MASTS AND YARDS. 31 
 
 by which men may be hoisted when the mast is in ; point the 
 mast in, and lower away. Always take in the mizzen-mast 
 first. Get in the main and then the foremast in the same 
 manner, rousing the shears forward, with their shoes, by means 
 of the heel tackles. Having stepped and secured the foremast, 
 carry the forward guys aft and rake the shears over the bows ; 
 toggle the lower block of the main tackle to a garland lashed 
 to the upper part of the bowsprit inside of the centre. Put on 
 the cap, and carry tackles or guys from the bows.prit-head to 
 each cat-head, and clap on a heel tackle or guy. Heave the 
 bowsprit, and direct it by the small tackles and guys. 
 
 To RIG A BOWSPRIT. Lash collars for the fore stay, bobstays, 
 and bowsprit shrouds, then for the spring stay, and put on the 
 bees for the topmast stays ; fit the man-ropes, pass the gam- 
 moning, and set up bobstays and shrouds. 
 
 To GET THE TOPS OVER THE MAST-HEADS. PlaCC the top On 
 
 deck abaft the mast ; get a girt-line on each side of the mast- 
 head, and pass the end of each under the top, through the holes 
 in the after part ; clinch them to their own parts, and stop them 
 to the fore part of the top with slip-stops. Have a guy to the 
 fore and another to the after part of the top. Make the ends 
 of a span fast to the after corners of the top, and bend a girt- 
 line from the mast-head to the bight of the span, and stop it to 
 the forward part of the top. Sway away on the girt-lines. 
 When the fore part of the top is above the trestle-trees, cut the 
 span-stops, and when the after part is above them, cast off the 
 slip-stops. When the lubber-hole is high enough to clear the 
 mast-head, haul on the forward guy, and let the top hang hori- 
 zontally by the girt-lines. Lower away, place and bolt it. 
 
 The fore and main tops are sent up from abaft, and the 
 mizzen from forward. The tops may be got over without the 
 span and girt-line, by stopping the two girt-lines first rove to 
 the middle as well as to the fore part of the top, and cutting 
 the upper stops first. 
 
 To SEND UP A TOPMAST. Get the topmast alongside, with 
 its head forward. Lash a top-block to the head of the lower- 
 mast ; reeve a mast-rope through it, from aft forward, and bring 
 the end down and reeve it through the sheave-hole of the top- 
 mast, hitching it to its own part a little below the topmast-head, 
 
32 TO RIG MASTS AND YARDS. 
 
 and stopping both parts to the mast, at intervals. Snatch the 
 rope and sway away. As soon as the head is through the lower 
 cap, cast off the end of the mast-rope, letting the mast hang 
 by the stops, and hitch it to the staple in the other end of the 
 cap. Cast off the stops and sway away. Point the head of the 
 mast between the trestle-trees and through the hole in the lower 
 cap, the round hole of which must be put over the square hole 
 of the trestle-trees. Lash the cap to the mast, hoist away, 
 and when high enough, lower a little and secure the cap to the 
 lower mast-head. (This is when it cannot be put on by hand.) 
 If the cross-trees are heavy, they may be placed in the follow- 
 ing manner. Sway away until the topmast-head is a few 
 feet above the lower cap. Send up the cross-trees by girt-lines, 
 and let the after part rest on the lower cap and the forward 
 part against the topmast. Lower away the topmast until the 
 cross-trees fall into their place, and then hoist until they rest 
 on the shoulders. Lash on the bolsters, get girt-lines on the 
 cross-trees to send up the rigging, and then put it over the 
 mast-head, first the shrouds, then the backstays, and lastly the 
 head-stays. Sway the topmast on end, fid it, and set up the 
 rigging. 
 
 To GET ON A TOPMAST-CAP. In vessels of the largest class, 
 it may be necessary to send up the cap in the following man- 
 ner, but it can usually be got up by hand. Or it may be fitted 
 and the rigging put on over it. Send the cap up to the cross- 
 trees by girt-lines, and place the round hole of the cap over the 
 forward hole of the cross-trees ; send aloft a topgallant stud- 
 dingsail boom, and point its upper end through the holes in the 
 cross-trees and cap, and lash the cap to it. Hook a tackle or 
 girt-line to a strap on the lower end of the spar, and sway away 
 until the cap is over the mast-head. Slue the spar so that the 
 cap may come 'fair, lower away, and place the cap upon the 
 mast-head. Unlash the spar and send it down. 
 
 To RIG OUT A JTB-BOOM. Point the cruter end through the col- 
 lars of the stays. Reeve the heel-rope through a block at the 
 bowsprit cap, through the sheave-hole at the heel of the boom, 
 and secure the end to an eye-bolt in the cap on the opposite 
 side. Rig the boom out until the inner sheave-hole is clear of 
 the cap. Tar the boom-end, put on the foot-ropes and guys, and 
 
TO RIG MASTS AND YARDS. 33 
 
 reeve the jib stay. Hoist up the martingale and rig it, and 
 reeve the martingale stay and gaub-line. Rig the boom out to 
 its place, and set up the jib and martingale stays. 
 
 To CROSS A LOWER YARD. If the yard is alongside, reeve 
 the yard rope through the j ear block at the mast-head, make it 
 fast to the slings of the yard, and stop it out to the yard-arm. 
 Sway away, and cast off the stops as the yard comes over the 
 side, and get the yard across the bulwarks. Lower yards are 
 rigged now with iron trusses and quarter-blocks, which would 
 be fitted before rigging the yard. Seize on the clew-garnet 
 block, and put the rigging over the yard-arm ; first the straps 
 for the head-earings, then the foot-ropes, then the brace blocks 
 or pennants, and last the eye of the lift. (The lifts, brace pen- 
 nants, and foot-ropes are now spliced or hooked into rings with 
 thimbles on an iron band, round the yard-arm, next the shoul- 
 ders. In this way, there is no rope of any kind round the yard- 
 arm.) Reeve the lifts and braces, get two large tackles from 
 the mast-head to the quarters of the yard, and sway away on 
 them and on the lifts, bearing off and sluing the yard by means 
 of guys. Secure the yard by the iron trusses, and haul taut 
 lifts and braces. 
 
 To CROSS A TOPSAIL YARD. As topsail yards now have chain 
 tyes, there are no tye-blocks to seize on. The quarter-blocks 
 are first seized on, and the parral secured at one end, ready to 
 be passed. A single parral has an eye in each end, and one 
 end is passed under the yard and over, and the eye seized to 
 the standing part, close to the yard. After the yard is crossed, 
 the other end is passed round the mast, then round the yard, 
 and seized in the same manner. To pass a double parral, pro- 
 ceed in the same manner, except that the seizings are passed 
 so as to leave the eyes clear and above the standing part, and 
 then take a short rope with an eye in each end, pass it round 
 the mast, and seize the eyes to the eyes of the first long rope. 
 The parral is wormed, served and leathered. The parral being 
 seized at one end, put on the head-earing straps, the foot-ropes, 
 Flemish horses, and brace blocks. Bend the yard-rope to the 
 slings, stop it out to the yard-arm, and sway away until the 
 yard is up and down ; then put on the upper lift in the top and 
 the lower lift on deck, and reeve the braces. Sway away, 
 
34 TO RIG MASTS AND YARDS. 
 
 cast off the stops, and take in upon the lower lift as the yard 
 rises, till the yard is square ; then haul taut lifts and braces and 
 pass the parral. 
 
 To SEND UP A TOPGALLANT MAST. Most merchantmen 
 carry long topgallant masts. In these, the topgallant, royal 
 and skysail masts are all one stick. A short topgallant mast 
 is one which has cross-trees, and above which a fidded royal- 
 mast may be rigged. A stump topgallant mast has no cross- 
 trees, or means for setting a mast above it, and is carried only in 
 bad weather. Some short topgallant masts are rigged with a 
 withe on the after part of the mast-head, through which a slid- 
 mg-gunter royal-mast is run up, with its heel resting in a step 
 on the topmast cap. 
 
 To send up a long topgallant mast, put the jack over the 
 topmast cap, with a grommet upon its funnel for the eyes of 
 the rigging to rest upon ; send up the rigging by girtlines, and 
 put the eyes over the jack, first the topgallant shrouds, backstays 
 and stays, then the royal rigging in the same order, with a 
 grommet, then the skysail stay and backstay, and lastly the 
 truck. Reeve a top-rope forward through a block at the top- 
 mast-head, through the hole in the cross-trees; through the 
 sheave-hole at the foot of the topgallant mast ; carry it up the 
 other side, and make it fast to its own part at the mast-head ; 
 stop it along the mast, and bend a guy to the heel. Sway 
 away, and point through the jack ; put on the truck, and the 
 skysail, royal and topgallant rigging in their order ; slue the 
 mast so as to bring the sheaves of the tyes fore-and-aft ; cast 
 off the end of the top-rope, the mast hanging by the stops ; 
 make it fast to an eye-bolt on the starboard side of the cap, 
 and sway away. When high enough, fid the mast and set up 
 the rigging. 
 
 A short topgallant mast is sent up like a topmast, the cross- 
 trees got over in the same manner ; and the fidded royal-mast 
 is sent up like a long topgallant mast. 
 
 To RIG OUT A FLYING JIB-BOOM. Ship the withe on the jib- 
 boom end, reeve a heel-rope through a block at the jib-boom 
 end, and bend it to the heel of the flying jib-boom, and stop it 
 along, out to the end. Haul out on the heel-rope, point through 
 the withe, put on the rigging, in the same order with that of 
 

TO RIG MASTS AND YARDS. 35 
 
 the jib-boom ; reeve the guys, martingale, flying jib, royal and 
 skysail stays ; rig out, and set up the rigging. The heel of 
 the boom rests against the bowsprit cap, and is lashed to the 
 jib-boom. 
 
 The flying jib-boom should be rigged fully out before the fore 
 topgallant mast is swayed on end. 
 
 To CROSS A TOPGALLANT YARD. Seize on the parral and 
 quarter-blocks ; reeve the yard-rope through the sheave-hole of 
 the topgallant mast, make it fast to the slings of the yard, 
 and stop it out to the upper end. Sway away, and when the 
 upper yard-arm has reached the topmast-head, put on the upper 
 lift and brace ; sway away again, put on the lower lift and 
 brace, cast off all the stops, settle the yard down square by lifts 
 and braces, and pass the parral lashing. 
 
 To CROSS ROYAL YARDS. The royal yards are crossed in the 
 same manner as the topgallant yards, except that in most mer- 
 chantmen they would be sent up by the halyards instead of a 
 yard-rope. If there is not a standing skysail, the quarter- 
 blocks on the royal yard will be single. 
 
 SKYSAIL YARDS. If the skysail is a standing sail, the yard 
 is rigged like the royal yard, with lifts and braces, and the sail 
 is fitted with sheets and clewlines ; but if it is a flying skysail, 
 the yard has neither lifts nor braces, and the clews of the sail 
 are seized out to the royal yard-arms. There are various ways 
 of rigging a flying skysail, of which the following is believed 
 to be as convenient as any. Let the royal stay go round the 
 mast-head, with a traveller, above the yard, so that the stay may 
 travel up and down the skysail mast. Seize a thimble into 
 the stay, close against the forward part of the grommet ; lead 
 the skysail halyards through the thimble, and make them fast 
 to the centre of the yard, which will need no parral, under- 
 neath the royal stay. Make fast the ends of two small ropes 
 for downhauls, to the skysail yard, about half way out on 
 each yard-arm, and reeve them through small cleats on the 
 after part of the royal yard, the same distance out on each 
 yard-arm. These may be spliced into a single rope below the 
 yard, which will go through a fair-leader in the cross-trees 
 to the deck. By this means the skysail may be taken in or 
 set without the necessity of sending a man aloft. Let go the 
 
36 TO SEND DOWN MASTS AND YARDS. 
 
 halyards and haul on the downhaul, and the yard will be 
 brought close down to the royal yard. To hoist it, let go the 
 downhaul and royal stay, and haul on the halyards. When 
 the royal is taken in, haul the skysail yard down with the royal 
 yard, and furl the sail in with the royal. 
 
 CHAPTER V. 
 
 TO SEND DOWN MASTS AND YARDS. 
 
 To send down a royal yard a topgallant yard a topgallant mast. To 
 house a topgallant mast. To send down a topmast. To rig in a jib 
 boom. 
 
 To SEND DOWN A ROYAL YARD. If the sail is hent to the 
 yard, furl it, making the gaskets fast to the tye. Cast off the 
 sheets and clewlines, and make them fast to the jack. Be care- 
 ful to unreeve the clewlines through the quarter-blocks. Cast 
 off the parral-lashing. Overhaul the tye a little, and stop it to 
 the yard, just outside of the quarter-block. If stopped too far 
 out, the yard will not hoist high enough to get the lower lift 
 off. Sway away on the halyards, which will cant the yard and 
 hoist it. When high enough, cast off the lower lift and brace, 
 (being careful not to let the brace go,) and make them fast to 
 the jack. Lower away, and as the upper yard-arm comes 
 abreast of the jack, clap a stop round the yard and tye, near 
 the yard-arm, and cast off the lift and brace, making them fast 
 to the jack. Lower away to the deck. 
 
 If the halyards are not single, the yard must be sent down 
 "by a yard-rope, like the topgallant yard. In some vessels, 
 instead of making the sheets and clewlines fast to the jack, over- 
 hand knots are taken in their ends, and they are let go. The 
 sheets will run out to the topgallant yard-arms, and the clew- 
 lines will run to the fair-leaders in the cross-trees. In port, 
 the main royal yard is sent down on the starboard side, and 
 
TO SEND DOWN MASTS AND YARDS. 37 
 
 the fore and mizzen on the larboard ; but at sea, the tye is 
 stopped out on the lee side, and the yard sent down in any way 
 that is the most convenient. 
 
 To SEND DOWN A TOPGALLANT YARD. Cast off the sheets, 
 
 bowlines, buntlines and clewlines, and make them fast to the 
 cross-trees. Reeve a yard-rope through a jack-block at the 
 mast-head, unhook the tye, cast off the parral-lashing, bend 
 the yard-rope to the slings of the yard by a fisherman's bend, 
 and stop it to the quarters of the yard. Sway away, and take 
 off the lifts and braces, as with the royal yard. 
 
 To SEND DOWN A TOPGALLANT MAST. Hook the top-block 
 
 to the eye-bolt at the larboard side of the topmast cap ; reeve 
 the mast-rope through it, then through the sheave-hole in the 
 foot of the topgallant mast, and hitch its end to the eye-bolt on 
 the starboard side of the cap. Come up the rigging, stays and 
 backstays, and guy the mast-head by them. Hoist a little on 
 the mast-rope, and take out the fid. (The fid should always 
 be fastened to the cross-trees or trestle-trees, by a lanyard.) 
 Lower away until the mast is a little short of being through 
 the cap. Then seize or rack together both parts of the mast- 
 rope just above the sheave-hole ; cast off the end of the mast- 
 rope, letting the mast hang by the stops, and hitch it round 
 the mast-head to its own part, below the cap. Then lower 
 away to the deck. If the rigging is to come on deck, round up 
 the mast-rope for a girtline ; if it is to remain aloft, lash it to 
 the topmast cap, render the shrouds through the cross-trees, and 
 stop them up and down the topgallant rigging. Sheep-shank 
 the stays and backstays, and set them hand-taut. If the top- 
 mast is also to be sent down, take off the topmast cap and 
 send it on deck. 
 
 To HOUSE A TOPGALLANT MAST. Proceed in the same man- 
 ner, except that when the mast is low enough, belay the mast- 
 rope, pass a heel-lashing through the fid-hole and round the 
 topmast. 
 
 To SEND DOWN A TOPMAST. Hook the top-block, reeve the 
 mast-rope through it and through the sheave-hole in the foot 
 of the mast, and hitch it to the staple at the other side of the 
 cap. Lead the fall through a snatch-block, to the capstan. 
 Sling the lower yard, if it is to remain aloft, and unshackle 
 4 
 
38 BENDING AND UNBENDING SAILS. 
 
 the trusses, if they are of iron. Come up the rigging, stays 
 and backstays, weigh the mast, take out the fid, and lower 
 away. If the rigging is to remain aloft, lash the cross-trees to 
 the lower cap. The rigging should be stowed away snugly in 
 the top, and the backstays be snaked up and down the lower 
 rigging. 
 
 To BIG IN A JIB-BOOM. Reeve the heel-rope (if necessary,) 
 come up the stay, martingale stay and guys ; unreeve the jib- 
 stay, station hands at each guy, clear away the heel-lashing, 
 haul in upon the guys, and light the boom on board. In most 
 cases the boom will come in without a heel-rope. Make fast 
 the eyes of the rigging to the bowsprit cap, and haul all taut. 
 
 CHAPTER VI. 
 
 BENDING AND UNBENDING SAILS. 
 
 To bend a course. To send up a topsail by the halyards by the bunt- 
 lines. To bend a topgallant sail a royal a jib a spanker a spen- 
 cer. To unbend a course a topsail a topgallant sail or royal a 
 jib. To send down a topsail or course in a gale of wind. To bend a 
 topsail in a gale of wind. To bend one topsail or course, and send 
 down the other at the same time. 
 
 To BEND A COURSE. Stretch the sail across the deck, for- 
 ward of the mast and under the yard ; being careful to have 
 the after part of the sail aft. Seize the clew-garnet blocks to 
 the clews ; also the tack and sheet blocks, unless they go with 
 hooks or clasps. Reeve the buntlines through the thimbles of 
 the first reef-band forward, if they are made to go so, and tog- 
 gle their ends to the foot of the sail, or carry them through the 
 eyelet-holes and- clinch them to their own parts. Reeve the 
 clew-garnets and leechlines ; carry the bights of the buntlines 
 under the sail, and rack them to their own parts ; stop the head 
 
BENDING AND UNBENDING SAILS. 39 
 
 of the sail to the buntlines below the rackings ; put robands to 
 each eyelet-hole in the head of the sail ; fasten the head and 
 reef earings to their cringles, reeving the end of the reef-ear- 
 ings through the head-cringle and taking a bowline with them 
 to their standing parts, and hitching the head-earings to the 
 buntlines. Sway away on the buntlines, leechlines and clew- 
 garnets ; when the sail is up, pass the head-earings, reeving aft 
 through the straps on the yard, and forward through the head 
 cringle. Haul out on the earings, making the sail square by 
 the glut, and pass the earings round the yard, over and under, 
 through the head-cringle at each turn, and make the end 
 fast around the first turns. If the sail is new, ride down the 
 head rope on the yard, and freshen the earings. Make fast the 
 head of the sail to the jackstay by robands, and cast the stops 
 off the buntlines. 
 
 To BEND A TOPSAIL. Make fast the head and reef-earings 
 to their cringles, passing the end of each reef-earing through 
 the cringle above its own and making it fast by a bowline to 
 its own part. Put robands to each eyelet-hole in the head. If 
 the sail is to be sent up by the topsail halyards, lay it on deck 
 abaft the foot of the mast, make it up with its head and foot 
 together, having the head and first reef cringles together and 
 out, and also the bowline cringle and the clews out. Bight 
 the sail in three parts on a pair of slings, having the end of 
 the sail that belongs on the opposite yard-arm on top. Have 
 the fly-block of the topsail halyards above the top, and rack the 
 runner to the topmast backstay or after shroud. Hook the 
 lower block to the slings around the sail, hoist the sail up into 
 the top, cast off the slings, unhook the halyards, and pass 
 the upper end of the sail round forward of the mast, ready for 
 bending. (If the vessel is rolling or pitching, with a stiff 
 breeze, the sail may be guyed and steadied as it goes up, by 
 hooking a snatch-block, moused, to the slings around the sail, 
 passing the hauling part of the halyards through it, and through 
 another snatch-block on deck.) Get the clewlines, buntlines, 
 sheets, bowlines, and reef-tackles ready for bending, the clove 
 hooks of the sheets being stopped to the topmast rigging. 
 Hook or clasp the sheets to the clews, reeve the clewlines and 
 reef-tackles, toggle the bowlines, clinch or toggle the buntlines 
 
40 BENDING AND UNBENDING SAILS. 
 
 to the foot of the sail, and stop the head to the buntlines. Hoist 
 on the buntlines and haul out on the reef-tackles, bringing the 
 sail to the yard, and then pass the head-earings and make fast 
 the robands as for a course. If the sail is to be sent up by the 
 buntlines, lay the sail on the deck and forward of the anast, 
 overhaul the buntlines down forward of the yard, on each side 
 of the topmast stay and on the same side of the lower stay. 
 Clinch the ends to the foot of the sail, bight them around un- 
 der the sail and rack the bights to their standing parts, and stop 
 the head of the sail to the standing parts below the rackings. 
 Bend one bowline to the centre of the sail, to guy it in going 
 aloft. Have the earings bent and secured as before described, 
 and the bights of the head-earings hitched to the buntlines. 
 Sway it up to the top, and haul the ends in on each side of the 
 mast ; reeve the clewlines and reef-tackles, make fast the 
 bowlines and sheets, the ends of which, if chain, should be 
 racked to the topmast rigging, ready to be made fast to the 
 clews. The gear being bent, hoist on the buntlines, haul out 
 on the reef-tackles, pass the head-earings, cut the stops of the 
 buntlines, and make fast the robands. Middle the sail on the 
 yard by the glut, or by the centre cringle. 
 
 To BEND TOPGALLANT SAILS AND ROYALS. These are gene- 
 rally bent to their yards on deck ; the royals always. After 
 being bent to the yard, they are furled, with their clews out, 
 ready for sending aloft. If the topgallant sail is to be bent 
 aloft, send it up to the topmast cross-trees by the clewlines, 
 or by the royal halyards ; and there bend on the sheets, clew- 
 lines, buntlines and bowlines, and bring the sail to the yard as 
 with a topsail. 
 
 To BEND A JIB. Bend the jib halyards round the body of 
 the sail, and the downhaul to the tack. Haul out on the down- 
 haul, hoisting and lowering on the halyards. Seize the tack 
 to the boom, the hanks to the luff of the sail, and the hal- 
 yards to its head. Reeve the downhaul up through the hanks 
 and make it fast to the head of the sail. Seize the middle of 
 the sheet-pennant to the clew. 
 
 In some vessels the hanks are first seized to the sail, and 
 the jib-stay unrove, brought in-board, and passed down through 
 
BENDING AND UNBENDING SAILS. 41 
 
 the hanks, as the sail is sent out, rove in its place and set up. 
 This is more troublesome, and wears out the jib-stay. 
 
 To BEND A SPANKER. Lower the gaff, and reeve the throat- 
 rope through the hole in the gaff under the jaws, and secure it. 
 Sometimes the head of the luff fits with a hook. Then haul 
 out the head of the sail by the peak-earing, which is passed 
 like the head-earing of a topsail. When the head-rope is taut, 
 pass the lacings through the eyelet-holes, and round the jack- 
 stay. Seize the bights of the throat and peak brails to the 
 leech, at distances from the peak which will admit of the sail's 
 being brailed up taut along the gaff, and reeve them through 
 their blocks on the gaff, and at the jaws, on each side of the sail. 
 The foot brail is seized to the leech just above the clew. Soze 
 the luff of the sail to the hoops or hanks around the spanker mast, 
 beginning with the upper hoop and hoisting the gaff as they 
 are secured. The tack is hooked or seized to the boom or to 
 the mast. Hook on the outhaul tackle. This is usually fitted 
 with an eye round the boom, rove through a single block at 
 the clew, and then through a sheave-hole in the boom. 
 
 Some spankers are bent with a peak outhaul ; the head 
 t^jpersing on the jackstay of the gaff. 
 
 THE FORE AND MAIN SPENCERS are bent like the spanker, 
 except that they have no boom, the clew being hauled aft by a 
 sheet, which is generally a gun-tackle purchase, hooked to an 
 eye-bolt in the deck. 
 
 To UNBEND A COURSE. Haul it up, cast off the robands, and 
 make the buntlines fast round the sail. Ease the earings off 
 together, and lower away by the buntlines and clew-garnets. 
 At sea, the lee earing is cast off first, rousing in the lee body 
 of the sail, and securing it by the earing to the buntlines. 
 
 To UNBEND A TOPSAIL. Clew it up, cast off the robands, 
 secure the buntlines round the sail, unhook the sheets, and 
 unreeve the clewlines and reef-tackles ; ease off the earings, 
 and lower by the buntlines. 
 
 A topgallant sail is unbent in the same manner, and sent down 
 by the buntlines. A royal is usually sent down with the yard. 
 
 To UNBEND A JIB. Haul it down, cast off the hank seizings 
 and the tack-lashing, cast off and unreeve the downhaul and 
 make it fast round the sail, and cast off the sheet-pennant 
 
42 BENDING AND UNBENDING SAILS. 
 
 lashings. Haul aboard by the downhaul, hoisting clear by 
 the halyards. 
 
 The rules above given are for a vessel in port, with squared 
 yards. If you are at sea and it is blowing fresh, and the top- 
 sail or course is reefed, to send it down, you must cast off a 
 few robands and reef-points, and pass good stops around the 
 sail; then secure the buntlines also around it, and cast off 
 all the robands, reef-points and reef-earings. Bend a line to 
 the lee head-earing and let it go, haul the sail well up to 
 windward, and make fast the lee earing to the buntlines. Get 
 a hauling line to the deck, forward ; ease off the weather ear- 
 ing, and lower away. 
 
 To bend a new topsail in a gale of wind, it has been found 
 convenient to make the sail up with the reef-bands together, 
 the points all being out fair, to pass several good stops round the 
 sail, and send up as before. This will present less surface to 
 the wind. One course may be sent up as the other goes down, 
 by unbending the buntlines from the foot of the old sail, pass- 
 ing them down between the head of the sail and the yard, 
 bending them to the foot of the new sail, and making the new 
 sail up to be sent aloft by them, as before directed. Run 4fee 
 new sail up to the yard abaft the old one, and send the old one 
 down by the leechlines and the head-earings, bent to the top- 
 mast studdingsail halyards, or some other convenient rope. 
 
 One- topsail may be sent up by the topsail halyards, got 
 ready for bending, and brought to the yard, while the old one is 
 sent down by the buntlines. 
 

 
WORK UPON RIGGING. ROPE. 43 
 
 CHAPTER VII. 
 
 WORK UPON RIGGING. ROPE, KNOTS, SPLICES, BENDS AND 
 
 HITCHES. 
 
 Kinds of rope. Spunyarn. Worming. Parcelling. Service. Short 
 splice. Long splice. Eye splice. Flemish eye. Spindle eye. Cut 
 splice. Grommet. Single and double wall. Matthew Walker. Sin- 
 gle and double diamond. Spritsail sheet knot. Stopper knot. Shroud 
 knot. French shroud knot. Buoy-rope knot. Half-hitches. Clove 
 hitch. Overhand knot. Figure-of-eight. Bowline. Running bow- 
 line. Bowline-upon-a-bight. Square knot. Timber hitch. Rolling 
 hitch. Blackwall hitch. Cat's paw. Sheet bend. Fisherman's bend. 
 Carrick bend. Bowline bend. Sheep-shank. Selvagee. Marlin- 
 spike hitch. Round seizing. Throat seizing. Stopping. Nippering. 
 Racking. Pointing. Snaking. Grafting. Foxes. Spanish foxes. 
 Gaskets. Sennit. To bend a buoy-rope. To pass a shear -lashing. 
 
 THOSE ropes in a ship which are stationary are called stand- 
 ing rigging, as shrouds, stays, backstays, &c. Those which 
 reeve through blocks or sheave-holes, and are hauled and let 
 go, are called^the running rigging, as braces, halyards, bunt- 
 lines, clewlines, &c. 
 
 A rope is composed of threads of hemp, or other stuff. These 
 threads are called yarns. A number %)f these yarns twisted 
 together form a strand, and three or more strands twisted 
 together form the rope. 
 
 The ropes in ordinary use on board a vessel are composed 
 of three strands, laid RIGHT HANDED, (1.) or, as it is called, 
 with the sun. Occasionally a piece of large rope will be found 
 laid up in four strands, also with the sun. This is generally 
 used for standing rigging, tacks, sheets, &c., and is sometimes 
 called shroud-laid. 
 
 A CABLE -LAID ROPE (2.) is composed of nine strands, and 
 is made by first laying them into three ropes of three strands 
 each, with the sun, and then laying the three ropes up together 
 into one, left-handed, or against the sun. Thus, cable-laid rope 
 is like three small common ropes laid up into one large one. 
 
44 WORK UPON RIGGING. SMALL STUFF. 
 
 Formerly, the ordinary three-stranded right-hand rope was 
 called hawser-laid, and the latter cable-laid, and they will be 
 found so distinguished in the books; but among sea-faring 
 men now, the terms hawser-laid and cable-laid are applied 
 indiscriminately to nine-strand rope, and the three stranded, 
 being the usual and ordinary kind of rope, has no particular 
 name, or is called right-hand rope. 
 
 Right-hand rope must be coiled with the sun, and cable-laid 
 rope against the sun. 
 
 SPUNTARN is made by twisting together two or more yarns 
 taken from old standing rigging, and is called two-yarn or 
 three-yarn spunyarn, according to the number of yarns of 
 which it is composed. Junk, or old rigging, is first unlaid 
 into strands, and then into yarns, and the best of these yarns 
 made up into spunyarn, which is used for worming, serving, 
 seizing, &c. Every merchant vessel carries a spunyarn-winch, 
 for the manufacturing of this stuff, and in making it, the wheel 
 is turned against the sun, which lays the stuff up with the sun. 
 
 WORMING a rope, is filling up the divisions between the 
 strands, by passing spunyarn along them, to render the surface 
 smooth for parcelling and serving. 
 
 PARCELLING a rope is wrapping narrow strips of canvass 
 about it, well tarred, in order to secure it from being injured by 
 rain-water lodging between the parts of the service when worn. 
 The parcelling is put on with the lay. of the rope. 
 
 SERVICE is the laying on of spunyarn, or other small stuff, in 
 turns round the rope, close together, and hove taut by the use 
 of a serving-board for small rope, and serving-mallet for large 
 rope. Small ropes are sometimes served without being worm- 
 ed, as the crevices between the strands are not large enough 
 to make the surface very uneven ; but a large rope is always 
 wormed and parcelled before being served. The service is put 
 on against the lay of the rope. 
 
 SPLICING, is putting the ends of ropes together by opening 
 the strands and placing them into one another, or by putting the 
 strands of the ends of a rope between those of the bight. 
 
 A SHORT SPLICE. (3.) Unlay the strands for a convenient 
 length ; then take an end in each hand, place them one within the 
 other, and draw them close. Hold the end of one rope and the 
 
WORK UPON RIGGING. SPLICES. 45 
 
 three strands which come from the opposite rope fast in the 
 left hand, or, if the rope be large, stop them down to it with a 
 rope-yarn. Take the middle strand, which is free, pass it over 
 the strand which is first next to it, and through under the 
 second, and out between the second and third from it, and haul 
 it taut. Pass each of the six strands in the same manner ; 
 first those on one side, and then those on the other. The 
 same operation may be repeated with each strand, passing 
 each over the third from it, and under the fourth, and through ; 
 or, as is more usual, after the ends have been stuck once, 
 untwist each strand, divide the yarns, pass one half as above 
 described, and cut off the other half. This tapers the splice. 
 
 A LONG SPLICE. (4.) Unlay the ends of two ropes to a dis- 
 tance three or four times greater than for a short splice, and place 
 them within one another as for a short splice. Unlay one 
 strand for a considerable distance, and fill up the interval which 
 it leaves with the opposite strand from the other rope, and 
 twist the ends of these two together. Then do the same with 
 two more strands. The two remaining strands are twisted 
 together in the place where they were first crossed. Open the 
 two last named strands, divide in two, take an overhand knot 
 with the opposite halves, and lead the ends over the next 
 strand and through the second, as the whole strands were 
 passed for the short splice. Cut off the other two halves. Do 
 the same with the others that are placed together, dividing, 
 knotting, and passing them in the same manner. Before cut- 
 ting off any of the half strands, the rope should be got well 
 upon a stretch. Sometimes the whole strands are knotted^ 
 then divided, and the half strands passed as above described. 
 
 AN EYE SPLICE. (5.) Unlay the end of a rope for a short 
 distance, and lay the three strands upon the standing part, so 
 as to form an eye. Put one end through the strand next to it. 
 Put the next end over that strand and through the second ; and 
 put the remaining end through the third strand, on the other 
 side of the rope. Taper them, as in the short splice, by divid- 
 ing the strands and sticking them again. 
 
 A FLEMISH EYE. (6.) Take the end of a rope and unlay one 
 strand. Form an eye by placing the two remaining ends against 
 the standing part. Pass the strand which has been unlaid over 
 
46 WORK UPON RIGGING. KNOTS. 
 
 the end and in the intervals round the eye, until it returns 
 down the standing part, and lies under the eye with the strands. 
 The ends are then scraped down, tapered, marled, and served 
 over with spunyarn. 
 
 AN ARTIFICIAL OR SPINDLE EYE. Unlay the end of a rope and 
 open the strands, separating each rope yarn. Take a piece of 
 wood, the size of the intended eye, and hitch the yarns round it. 
 Scrape them down, marl, parcel, and serve them. This is now 
 usually called a FLEMISH EYE. 
 
 A CUT SPLICE . (7.) Cut a rope in two, unlay each end as for a 
 short splice, and place the ends of each rope against the stand- 
 ing part of the other, forming an oblong eye, of the size you 
 wish. Then pass the ends through the strands of the standing 
 parts, as for a short splice. 
 
 A GROMMET. (8.) Take a strand just unlaid from a rope, 
 with all its turns in it, and form a ring of the size you wish, by 
 putting the end over the standing part. Then take the long 
 end and carry it -twice round the ring, in the crevices, following 
 the lay, until the ring is complete. Then take an overhand 
 knot with the two ends, divide the yarns, and stick them as in 
 a long splice. 
 
 A SINGLE WALL KNOT. (9.) Unlay the end of a rope. Form 
 a bight with one strand, holding its end down to the standing 
 part in your left hand. Pass the end of the next strand round 
 this strand. Pass the remaining strand round the end of the 
 second strand, and up through the bight which was made by 
 the first strand. Haul the ends taut carefully, one by one. 
 ^A SINGLE WALL, CROWNED. (10.) Make the single wall as 
 before, and lay one end over the top of the knot. Lay the 
 second end over the first, and the third over the second and 
 through the bight of the first. 
 
 A DOUBLE WALL. (11.) Make the single wall slack, and 
 crown it, as above. Then take one end, bring it underneath 
 the part of the first walling next to it, and push it up through 
 the same bight. Do the same with the other strands, pushing 
 them up through two bights. Thus made, it has a double 
 wall and a single crown. 
 
 A DOUBLE WALL, DOUBLE CROWNED. (12.) Make the double 
 wall, single crowned, as above. Then lay the strands by the 
 
WORK UPON RIGGING. KNOTS 47 
 
 sides of those in the single crown, pushing them through the 
 same bight in the single crown, and down through the double 
 walling. This is sometimes called a TACK KNOT, or a TOP- 
 SAIL SHEET KNOT. 
 
 A MATTHEW WALKER KNOT. (13.) Unlay the end of a rope. 
 Take one strand round the rope and through its own bight ; then 
 the next strand underneath, through the bight of the first, and 
 through its own bight; and the third strand underneath, 
 through both the other bights, and through its own bight. 
 
 A SINGLE DIAMOND KNOT. (14*) Unlay the end of a rope for 
 a considerable distance, and with the strands form three bights 
 down the side of the rope, holding them fast with the left hand. 
 Take the end of one strand and pass it with the lay of the rope 
 over the strand next to it, and up through the bight of the third. 
 Take the end of the second strand over the third and up 
 through the bight of the first. Take the end of the third strand 
 over the first and up through the bight of the second. Haul 
 taut, and lay the ends up together. 
 
 A DOUBLE DIAMOND KNOT. (15.) Make a single diamond, as 
 above, without laying the ends up. Follow the lead of the sin- 
 gle knot through two single bights, the ends coming out at the 
 top of the knot. Lead the last strand through two double 
 bights. Haul taut, and lay the ends up. 
 
 A SPRITSAIL SHEET KNOT. (16.) Unlay two ends of a rope, 
 and place the two parts together. Make a bight with one strand. 
 "Wall the six strands together, like a single walling made with 
 three strands ; putting the second over the first, and the third 
 over the second, and so on, the sixth being passed over the 
 fifth and through the bight of the first. Then haul taut. It 
 may be crowned by taking two strands and laying them over 
 the top of the knot, and passing the other strands alternately 
 over and under those two, hauling them taut. It may be dou- 
 ble walled by next passing the strands under the wallings on 
 the left of them, and through the small bights, when the ends 
 will come up for the second crowning ; which is done by fol- 
 lowing the lead of the single crowning, and pushing the ends 
 through the single walling, as with three strands, before de- 
 scribed. This is often used for a stopper knot. 
 
 A STOPPER KNOT. Single wall and doable wall, without 
 crowning, and stop the ends together. 
 
48 WORK UPON RIGGING. KNOTS AND HITCHES 
 
 A SHROUD KNOT. Unlay tne ends of two ropes, and place 
 the strands in one another, as for a short splice. Single wall 
 Jhe strands of one rope round the standing part of the other, 
 against the lay. Open the ends, taper, marl, and serve them. 
 
 A FRENCH SHROUD KNOT. Place the ends of two ropes as 
 before. Lay the ends of one rope back upon their own part, 
 and single wall the other three strands round the bights of 
 the first three and the standing part. Taper the ends, as be- 
 fore. 
 
 A BUOY-ROPE KNOT. Ualay the strands of a cable-laid 
 rope, and also the small strands of each large strand. Lay the 
 large ones again as before, leaving the small ones out. Sin- 
 gle and double wall the small strands (as for a stopper knot) 
 round the rope, worm them along the divisions, and stop 
 their ends with spunyarn. 
 
 A TURKS-HEAD. (17.) This is worked upon a rope with a 
 piece of small line. Take a clove-hitch slack with the line 
 round the rope. Then take one of the bights formed by the 
 clove-hitch and put it over the other. Pass the end under, and 
 up through the bight which is underneath. Then cross the 
 bights again, and put the end round again, under, and up 
 through the bight which is underneath. After this, follow 
 the lead, and it will make a turban, of three parts to each 
 cross. 
 
 Two HALE-HITCHES. (18.) Pass the end of a rope round the 
 standing part and bring it up through the bight. This is a half- 
 hitch. Take it round again in the same manner for two 
 half-hitches. 
 
 A CLOVE-HITCH (19.) is made by passing the end of a rope 
 round a spar, over, and bringing it under and round behind its 
 standing part, over the spar again, and up through its own 
 part. It may then, if necessary, be stopped or hitched to its 
 own part : the only difference between two half-hitches and a 
 clove-hitch being that one is hitched round its own standing 
 part, and the other is hitched round a spar or another rope. 
 
 AN OVERHAND KNOT. (20.) Pass the end of a rope over the 
 standing part, and through the bight. 
 
 A FIGURE-OF-EIGHT. (21.) Pass the end of a rope over and 
 round the standing part, up over its own part, and down 
 through the bight. 
 
WORK UPON RIGGING. KNOTS AND HITCHES. 49 
 
 A BOWLINE KNOT. (22.) Take the end of a rope in your right 
 hand, and the standing part in your left. Lay the end over 
 the standing part, and with the left hand make a bight of the 
 standing part over it. Take the end under the lower stand- 
 ing part, up over the cross, and down through the bight. 
 
 A RUNNING BOWLINE. Take the end round the standing 
 part, and make a bowline upon its own part. 
 
 A BOWLINE UPON A BIGHT. (23.) Middle a rope, taking the 
 two ends in your left hand, and the bight in your right. Lay 
 the bight over the ends, and proceed as in making a bowline, 
 making a small bight with your left hand of the ends, which 
 are kept together, over the bight which you hold in your right 
 hand. Pass the bight in your right hand round under the 
 ends and up over the cross. So far, it is like a common bow- 
 line, only made with double rope instead of single. Then 
 open the bight in your right hand and carry it over the large 
 bights, letting them go through it, and bring it up to the cross 
 and haul taut. 
 
 A SQUARE KNOT. (24.) Take an overhand knot round a 
 spar. Take an end in each hand and cross them on the same 
 side of the standing part upon which they came up. Pass 
 one end round the other, and bring it up through the bight. 
 This is sometimes called a REEF-KNOT. If the ends are 
 crossed the wrong way, sailors call it a GRANNY-KNOT. 
 
 A TIMBER HITCH. (25.) Take the end of a rope round a spar, 
 lead it under and over the standing part, and pass two or 
 more round-turns round its own part. 
 
 A ROLLING HITCH. Pass the end of a rope round a spar. 
 Take it round a second time, nearer to the standing part. 
 Then carry it across the standing part, over and round the 
 spar, and up through the bight. A strap or a tail-block is 
 fastened to a rope by this hitch. 
 
 A bend, sometimes called a rolling hitch, is made by two 
 round-turns round a spar and two half-hitches round the 
 standing part; but the name is commonly applied to the for- 
 mer hitch. 
 
 A BLACKWALL HITCH. (26.) Form a bight by putting the 
 end of a rope across and under the standing part. Put the 
 bight over the hook of a tackle, letting the hook go through it, 
 5 
 
50 WORK UPON RIGGING. BENDS AND HITCHES. 
 
 the centre of the bight resting against the back of the hook, 
 and the end jammed in the bight of the hook, by the standing 
 part of the rope. 
 
 A CAT'S PAW. (27.) Make a large bight in a rope, and spread 
 it open, putting one hand at one part of the bight and the other 
 at the other, and letting the standing part and end come 
 together. Turn the bight over from you, three times, and a 
 small bight will be formed in each hand. Bring the two 
 small bights together, and put the hook of a tackle through 
 them both. 
 
 A SHEET BEND. (28.) Pass the end of a rope up through the 
 bight of another, round both parts of the other, and under its 
 own part. 
 
 A FISHERMAN'S BEND. (29.) Used for bending studdingsail 
 halyards to the yard. Take two turns round the yard with the 
 end. Hitch it round the standing part and both the turns. 
 Then hitch it round the standing part alone. 
 
 A CARRICK BEND. (30.) Form a bight by putting the end of 
 a rope over its standing part. Take the end of a second rope 
 and pass it under the standing part of the first, over the end, 
 and up through the bight, over its own standing part, and 
 down through the bight again. 
 
 A BOWLINE BEND. This is the most usual mode of bending 
 warps, and other long ropes or cables, together. Take a bow- 
 line in the end of one rope, pass the end of the other through 
 the bight, and take a bowline with it upon its own standing 
 part. Long lines are sometimes bent together with half- 
 hitches on their own standing parts, instead of bowlines, and 
 the ends seized strongly down. 
 
 A SHEEP-SHANK. (31.) Make two long bights in a rope, 
 which shall overlay one another. Take a half-hitch over the 
 end of each bight with the standing part which is next to it. 
 
 A SELVAGEE. Lay rope yarns round and round in a bight, 
 and marl them down with spunyarn. These are used for 
 neat block-straps, and as straps to go round a spar for a tackle 
 to hook into, for hoisting. 
 
 A MARLINSPIKE HITCH. Lay the marlinspike upon tne 
 seizing-stuff, and bring the end over the standing part so as to 
 form a bight. Lay this bight back over the standing part, 
 

WORK UPON RIGGINu. 51 
 
 putting the marlinspike down through the bight, under the 
 standing part, and up through the bight again. 
 
 To PASS A ROUND SEIZING. Splice a small eye in the end of 
 the stuff, take the other end round both parts of the rope, and 
 reeve it through the eye. Pass a couple of turns, then take a 
 marlinspike-hitch, and heave them taut. Pass six, eight or 
 ten turns in the same manner, and heave them taut. Put the 
 end through under these turns and bring it out between the two 
 last turns, or through the eye, and pass five, seven or nine 
 turns (one less than the lower ones) directly over these, as 
 riders. The riders are not hove so taut. Pass the end up 
 through the seizings, and take two cross turns round the 
 whole seizing between the two, passing the end through the 
 last turn, and heaving taut. If the seizing is small cordage, 
 take a wall-knot in the end; if spunyarn, an overhand knot. 
 The cross turns are given up now in nearly all vessels. 
 After the riding turns are passed, the end is carried under the 
 turns, brought out at the other end, and made fast snugly to 
 the standing part of the rigging. 
 
 A THROAT SEIZING, where rigging is turned in, is passed and 
 made fast like the preceding, there being no cross turns. A 
 neat way to pass a throat seizing is to pass the turns rather 
 slack, put a strap upon the end of the rigging, take a hand- 
 spike or heaver to it and bear it down, driving home the seiz- 
 ing with a mallet and small fid. 
 
 STOPPING, is fastening two parts of a rope together as for a 
 round seizing, without a crossing. 
 
 NIPPERING, is fastening them by taking turns crosswise 
 between the parts, to jam them ; and sometimes with a round 
 turn before each cross. These are called racking turns. Pass 
 riders over these and fasten the end. 
 
 POINTING. Unlay the end of a rope and stop it. Take out 
 as many yarns as are necessary, and split each yarn in two, 
 and take two parts of different yarns and twist them up taut 
 into nettles. The rest of the yarns are combed down with a 
 knife. Lay half the nettles down upon the scraped part, 
 the rest back upon the rope, and pass three turns of twine 
 taut round the part where the nettles separate, and hitch the 
 twine, which is called the warp. Lay the nettles backwards 
 
52 WORK UPON RIGGING. 
 
 and forwards as before, passing the warp, each time. The 
 ends may be whipped and snaked with twine, or the nettles 
 hitched over the warp and hauled taut. The upper seizing 
 must be snaked. If the upper part is too weak for pointing, 
 put in a piece of stick. 
 
 SNAKING a seizing, is done by taking the end under and 
 over the outer turns of the seizing alternately, passing over 
 the whole. There should be a marline-hitch at each turn. 
 
 GRAFTING. Unlay the ends of two ropes and put them 
 together as for a short splice. Make nettles of the strands as 
 before. Pass the warp and nettles belonging to the lower 
 strands along the rope, as in pointing ; then the nettles of the 
 upper strands in the same manner. Snake the seizing at 
 each end. 
 
 FOXES are made by twisting together three or more rope- 
 yarns by hand, and rubbing them hard with tarred canvass. 
 Spanish foxes are made of one rope-yarn, by unlaying it and 
 laying it up the other way. 
 
 GASKETS. Take three or four foxes, middle them, and plait 
 them together into sennit. This is done by bringing the two 
 outside foxes alternately over to the middle. The outside 
 ones are laid with the right hand, and the remainder are 
 held and steadied with the left. Having plaited enough for 
 an eye, bring all the parts together, and work them all into 
 one piece, in the same manner. Take out foxes at proper 
 intervals. When finished, one end must be laid up, the 
 other plaited, and the first hauled through. The name sennit 
 is generally given to rope yarns plaited in the same manner 
 with these foxes. Sennit made in this way must have an 
 odd number of parts. FRENCH SENNIT is made with an even 
 number, taken over and under every other time. 
 
 To BEND A BUOY-ROPE. Reeve the end through the eye in 
 the other end, put it over one arm of the anchor, and haul 
 taut. Take a hitch over the other arm. Or, take a clove- 
 hitch over the crown, stopping the end to its own part, or to 
 the shank. 
 
 To PASS A SHEAR-LASHING. Middle the lashing and take a 
 good turn round both legs, at the cross. Pass one end up and 
 the other down, around and over the cross, until half of the 
 
BLOCKS AND PURCHASES. 53 
 
 lashing is expended. Then ride both ends back again on their 
 own parts and knot them in the middle. Frap the first and 
 riding turns together on each side with sennit. 
 
 CHAPTER VIII. 
 
 BLOCKS AND PURCHASES. 
 
 Parts of a block. Made and morticed blocks. Bull's-eye. Dead-eye. 
 Sister-block. Snatch-block. Tail-block. Whip. Gun-tackle. Luff- 
 tackle. Whip-upon-whip. LufF-upon-lufF. Watch or tail-tackle. 
 Runner-tackle. 
 
 BLOCKS are of two kinds, made and morticed. A made block 
 consists of four parts, the shell, or outside ; the sheave, or wheel 
 on which the rope turns ; the pin, or axle on which the wheel 
 turns ; and the strap, either of rope or iron, which encircles 
 the whole, and keeps it in its place. The sheave is generally 
 strengthened by letting in a piece of iron or brass at the centre, 
 called a lush. 
 
 A MORTICED BLOCK is made of a single block of wood, mor- 
 ticed out to receive a sheave. 
 
 All blocks are single, double, or three-fold, according to the 
 number of sheaves in them. 
 
 There are some blocks that have no sheaves ; as follows : 
 a bull's-eye, which is a wooden thimble without a sheave, 
 having a hole through the centre and a groove round it ; and 
 a dead-eye, which is a solid block of wood made in a circular 
 form, with a groove round it, and three holes bored through 
 it, for the lanyards to reeve through. 
 
 A SISTER-BLOCK is formed of one solid piece of wood, with 
 two sheaves, one above the other, and between the sheaves a 
 score for the middle seizing. These are oftener without 
 sheaves than with. 
 5* 
 
54 BLOCKS AND PURCHASES. 
 
 SNATCH-BLOCKS are single blocks, with a notch cut in one 
 cheek, just below the sheave, so as to receive the bight of 
 a fall, without the trouble of reeving and unreeving the 
 whole. They are generally iron-bound, and have a hook at 
 one end. 
 
 A TAIL-BLOCK is a single block, strapped with an eye-splice, 
 and having a long end left, by which to make the block 
 fast temporarily to the rigging. This tail is usually sel- 
 vageed, or else the strands are opened and laid up into sennit, 
 as for a gasket. 
 
 A TACKLE is a purchase formed by reeving a rope through 
 two or more blocks, for the purpose of hoisting. 
 
 A WHIP is the smallest purchase, and is made by a rope 
 rove through one single block. 
 
 A GUN-TACKLE PURCHASE is a rope rove through two single 
 blocks and made fast to the strap of the upper block. The 
 parts of all tackles between the fasts and a sheave, are called 
 the standing parts ; the parts between sheaves are called run- 
 ning parts; and the part upon which you take hold in hoisting 
 is called the/<2//. 
 
 A WHIP-UPON-WHIP is where the block of one whip is made 
 fast to the fall of another. 
 
 A LUFF-TACKLE PURCHASE is a single and a double block ; the 
 end of the rope being fast to the upper part of the single block, 
 and the fall coming from the double block. A luff-tackle 
 upon the fall of another luff-tackle is called luff-upon-luff. 
 
 A WATCH-TACKLE or TAIL-TACKLE is a luff- tackle purchase, 
 with a hook in the end of the single block, and a tail to the upper 
 end of the double block. One of these purchases, with a short 
 fall, is kept on deck, at hand, in merchant vessels, and is used 
 to clap upon standing and running rigging, and to get a strain 
 upon ropes. 
 
 A RUNNER-TACKLE is a luff applied to a runner, which is a 
 single rope rove through a single block, hooked to a thimble 
 in the eye of a pennant. 
 
 A SINGLE BURTON is composed of two single blocks, with a 
 hook in the bight of the running part. Reeve the end of your 
 rope through the upper block, and make it fast to the strap of 
 the fly-block. Then make fast your hook to the bight of the 
 

MAKING AND TAKING IN SAIL. 55 
 
 rope, and reeve the other end through the fly-block for a fall. 
 The hook is made fast by passing the bight of the rope through 
 the eye of the hook and over the whole. 
 
 CHAPTER IX. 
 
 MAKING AND TAKING IN SAIL. 
 
 To loose a sail. To set a course Topsail Topgallant sail Royal 
 Skysail Jib Spanker Spencer. To take in a course Topsail 
 Topgallant sail or royal Skysail Jib Spanker. To furl a royal 
 Topgallant sail Topsail Course Jib. To stow a jib in cloth. 
 To reef a topsail Course. To turn out reefs. To set a topgallant 
 studdingsail. To take in do. To set a topmast studdingsail. To 
 take in do. To set a lower studdingsail. To take in do. 
 
 To LOOSE A SAIL. Lay out to the yard-arms and jst off the 
 gaskets, beginning at the outermost and coming ir..* When 
 the gaskets are cast off from both yard-arms, then bt go the 
 bunt gasket, (and jigger, if there be one,) and overhaul the 
 buntlines and leechlines. In loosing a topsail in a gale of 
 wind, it is better to cast off the quarter-gaskets, (except the 
 one which confines the clew,) before those at the yard-arms. 
 Royals and topgallant sails generally have one long gasket to 
 each yard-arm ; in which case it is not necessary to go out 
 upon the yard, but the gaskets, after being cast off, should be 
 fastened to the tye by a bowline. 
 
 To SET A COURSE. Loose the sail and overhaul the buntlines 
 and leechlines. ' Let go the clew-garnets and overhaul them, 
 and haul down on the sheets and tacks. If the ship is close- 
 hauled, ease off the lee brace, slack the weather lift and 
 clew-garnet, and get the tack well down to the water-ways. 
 If it is blowing fresh and the ship light-handed, take it to the 
 windlass. When the tack is well down, sharpen the yard up 
 * If only one yard-arm is loosed at a time, let the lee one bo loosed first. 
 
56 MAKING AND TAKING IN SAIL. 
 
 again by the brace, top it well up by the lift, reeve and haul 
 out the bowline, and haul the sheet aft. 
 
 If the wind is quartering, the mainsail is carried with the 
 weather clew hauled up and the sheet taken aft. "With yards 
 squared, the mainsail is never carried, but the foresail may be 
 to advantage, especially if the swinging booms are out; in 
 which case the heavy tack and sheet-blocks may be unhooked, 
 and the lazy sheets hooked on and rove through a single tail- 
 block, made fast out on the boom. This serves to extend the 
 clews, and is called a pazaree to the foresail. 
 
 To SET A TOPSAIL. Loose the sail, and keep one hand in 
 the top to overhaul the rigging. Overhaul well the buntlines, 
 clewlines, and reef-tackles, let go the topgallant sheets and 
 topsail braces, and haul home on the sheets. Merchant 
 vessels usually hoist a little on the halyards, so as to clear the 
 sail from the top, then belay them and get the lee sheet chock 
 home ; then haul home the weather sheet, shivering the sail 
 by the braces to help it home, and hoist on the halyards until 
 the leeches are well taut, taking a turn with the braces, if the 
 wind is fresh, and slacking them as the yard goes up. 
 
 After the sail is set, it is sometimes necessary to get the 
 sheets closer home. Slack the halyards, lee brace, and wea- 
 ther bowline, clap the watch-tackle upon the lee sheet first, 
 and then the weather one, shivering the sail by the braces if 
 necessary. Overhaul the clewlines and reef-tackles, slack 
 the topgallant sheets, and hoist the sail up, taut leech, by the 
 halyards. 
 
 To SET A TOPGALLANT SAIL OR ROYAL. Haul home the lee 
 sheet, having one hand aloft to overhaul the clewlines, then 
 the weather sheet, and hoist up, taut leech, by the halyards. 
 While hauling the sheets home, if on the wind, brace up a 
 little to shake the sail, take a turn with the weather brace, 
 and let go the lee one ; if before the wind, let go both braces ; 
 and if the wind is quartering, the lee one. 
 
 To SET A FLYING SKYSAIL. If bent in the manner described 
 in this book, let go the brails and royal stay, and hoist on the 
 halyards. 
 
 To SET A JIB, FLYING- JIB, OR FORE TOPMAST STAYSAIL. Cast 
 off the gasket, hoist on the halyards, and trim down the sheet. 
 

MAKING AND TAKING IN SAIL. 57 
 
 To SET A SPANKER. Hoist on the topping-lifts, make fast the 
 weather one, and overhaul the lee one. Let go the brails, and 
 haul out on the outhaul. Be careful not to let the throat brail 
 go before the head and fout. Trim the boom by the sheets 
 and guys, and the gaff by the vangs. 
 
 To SET A SPENCER. Take the sheet to the deck on the lee 
 side of the stay, let go the brails, haul on the sheet, and trim 
 the gaff by the vangs. 
 
 To TAKE IN A COURSE. If the wind is light and there are 
 hands enough, let go the tack, sheet, and bowline, and haul up 
 on the clew-garnets, buntlines, and leechlines, being careful 
 not to haul the buntlines taut until the clews are well up. If 
 light-handed, or the wind fresh, let go the bowline and ease 
 off the tack, (being careful to let the bowline go before the 
 tack,) and haul up the weather clew. Then ease off the sheet 
 and haul up on the lee clew-garnet, and the buntlines and 
 leechlines. 
 
 To TAKE IN A TOPSAIL. The usual mode of taking in a top- 
 sail when coming to anchor in light winds, is to lower away on 
 the halyards and haul down on the clewlines and reef-tackles, 
 (if the latter run in the way described in this book,) until the 
 yard is down by the lifts, rounding in on the weather brace, 
 and hauling taut to leeward, when the yard is square. Then 
 let go the sheets and haul up on the clewlines and buntlines. 
 A better way is to start the sheets, clew about one third 
 up, then let go the halyards and take the slack in. 
 
 If the wind is fresh, and the yard braced up, lower away 
 handsomely on the halyards, get the yard down by the clew- 
 lines and reef- tackles, rounding in on the weather brace, and 
 steadying the yard by both braces. Then let go the weather 
 sheet and haul up to windward first. The weather clew 
 being up, let go the lee sheet and haul up by the clewline 
 and buntlines, keeping the clew in advance of the body of the 
 sail. 
 
 Sometimes, if the weather brace cannot be well rounded in, 
 as if a ship is weak-handed, the sail may be clewed up to 
 leeward a little, first. In which case, ease off the lee sheet, 
 and haul up on tb e clewline ; ease off the lee brace and round 
 the yard in ; and when the lee clew is about half up, ease off 
 
58 MAKING AND TAKING IN SAIL. 
 
 the weather sheet and haul the weather clew chock up. Haul 
 the buntlines up after the weather clew, and steady the yard 
 by the braces. There is danger in clewing up to leeward first 
 that the sail may be shaken and jerked so as to split, before 
 the weather clew is up; whereas, if clewed up to wind- 
 ward first, the lee clew will keep full, until the lee sheet is 
 started. 
 
 "When coming to anchor, it is the best plan to haul the clews 
 about half up before the halyards are let go. 
 
 In taking in a close-reefed topsail in a gale of wind, the 
 most general practice is to clew up to windward, keeping the 
 sail full ; then lower away the halyards, and ease off the lee 
 sheet ; clew the yard down, and haul up briskly on the lee clew- 
 line and the buntlines, bracing to the wind the moment the lee 
 sheet is started. 
 
 To TAKE IN A TOPGALLANT SAIL OR ROYAL. If the wind 
 is light, and from aft or quartering, let go the halyards and clew 
 down, squaring the yard by the braces. Then start the sheets 
 and clew up, and haul up the buntlines. If the yard is braced 
 up, the old style was to let go the halyards, clew down and 
 round in on the weather brace ; clewing up to windward first, 
 then start the lee clew, and haul up the lee clewline and the 
 buntlines. But the practice now is to clew up to leeward 
 first, which prevents the slack of the sail getting too much over 
 to leeward, or foul of the clewline block under the yard, as it 
 is apt to, if the weather clew is hauled up first. 
 
 If the wind is very fresh, and the vessel close-hauled, a good 
 practice is to let go the lee sheet and halyards, and clew down, 
 rounding in at the same time on the weather brace. Then 
 start the weather sheet, and haul the weather clew chock up. 
 Haul up the bmtlines and steady the yard by the braces. 
 
 To TAKE IN A SKYSAIL. If bent in the way described in this 
 book, which is believed to be the most convenient, let go the 
 halyards, haul down on the brails, and haul taut the royal stay. 
 
 To TAKE IN A JIB. Let go the halyards, haul on the down- 
 haul, easing off the sheet as the halyards are let go. 
 
 To TAKE IN A SPANKER. Ease off the outhaul, and haul well 
 up on the lee brails, taking in the slack of the weather ones. 
 Mind particularly the lee throat-brail. Haul the boom amid- 
 

MAKING AND TAKING IN SAIL. 59 
 
 ships and steady it by the guys, lower the topping lifts, and 
 square the gaff by the vangs. 
 
 To FURL A ROYAL. This sail is usually furled by one person, 
 and is that upon which green hands are practised. For the 
 benefit of beginners, I will give particular directions. When 
 you have got aloft to the topgallant mast-head, see, in the first 
 place, that the yard is well down by the lifts, and steadied by 
 the braces ; then see that both clews are hauled chock up to 
 the blocks, and if they are not, call out to the officer of the 
 deck, and have it done. Then see your yard-arm gaskets clear. 
 The best way is to cast them off from the tye, and lay them 
 across, between the tye and the mast. This done, stretch out 
 on the weather yard-arm, get hold of the weather leech, and 
 bring it in to the slings taut along the yard. Hold the clew 
 up with one hand, and with the other haul all the sail through 
 the clew, letting it fall in the bunt. Bring the weather clew 
 a little over abaft the yard, and put your knee upon it. Then 
 stretch out to leeward and bring in the lee leech in the same 
 manner, hauling all the sail through the clew, and putting the 
 clew upon the yard in the same way, and holding it there 
 by your other knee. Then prepare to make up your bunt. 
 First get hold of the foot-rope and lay it on the yard and abaft ; 
 then take up the body of the sail, and lay it on the yard, seeing 
 that it is all fairly through the clews. Having got ail the 
 sail upon the yard, make a skin of the upper part of the body 
 of the sail, large enough to come well down abaft and cover the 
 whole bunt when the sail is furled. Lift the skin up, and put 
 into the bunt the slack of the clews (not too taut,) the leech 
 and foot-rope, and the body of the sail ; being careful not to let 
 it get forward under the yard or hang down abaft. Then haul 
 your bunt well upon the yard, smoothing the skin, and bring- 
 ing it down well abaft, and make fast the bunt-gasket round 
 the mast, and the jigger, if there be one, to the tye. The glut 
 will always come in the middle of the bunt, if it is properly 
 made up. Now take your weather yard-arm gasket and pass 
 it round the yard, three or four times, haul taut, and make 
 it fast to the mast; then the lee one in the same manner. 
 Never make a long gasket fast to its own part round the yard, 
 for it may work loose and slip out to the yard-arm. Always 
 
60 MAKING AND TAKING IN SAIL. 
 
 pass a gasket over the yard and down abaft, which will help to 
 bring the sail upon the yard. 
 
 A TOPGALLANT SAIL is furled in the same manner, except that 
 it usually requires two men, in a large vessel ; in which case, 
 each rnan takes a yard-arm, and they make the bunt up toge- 
 ther. If there are buntlines and a jigger, the bunt may be 
 triced well up, by bending the jigger to the bight of a bunt- 
 line, and having it hauled taut on deck. 
 
 To FURL A TOPSAIL OK. COURSE. The sail being hauled up, 
 lay out on the yard, the two most experienced men standing in 
 the slings, one on each side of the mast, to make the bunt up. 
 The light hands lay out to the yard-arms, and take the leech 
 up and bring it taut along the yard. In this way the clews are 
 reached and handed to the men in the bunt, and the slack of 
 the sail hauledr through them and stowed away on and abaft the 
 yard. The bunt being made up fairly on the yard against the 
 mast, and the skin prepared, let it fall a little forward, and 
 stow all the body of the sail, the clews, bolt-rope, and blocks, 
 away in it ; then, as many as can get hold, lend a hand to haul 
 it well upon the yard. Overhaul a buntline a little, bend 
 the jigger to it, and trice up on deck. Bring the skin down 
 well abaft, see that, the clews are not too taut, pass the 
 bunt gasket, cast the jigger off, and make it fast slack to the 
 tye. Then pass the yard-arm gaskets, hauling the sail well 
 upon the yard, and passing the turns over the yard, and down 
 abaft. If the sail has long gaskets, make them fast to the tye ; 
 if short, pass them in turns close together, and make them fast 
 to their own parts, jammed as well as possible. 
 
 To FURL A JIB. Go out upon the weather side of the boom. 
 See your gasket clear for passing. The handiest way usually 
 is, to make it up on its end, take a hitch over the whole 
 with the standing part, and let it hang. Haul the sail well 
 upon the boom, getting the clew, and having the sheet pen- 
 nant hauled amidships. Cast the hitch off the gasket, take it 
 in your hand, and pass two or three turns, beginning at the 
 head ; haul them taut ; and so on to the clew. Pass the turns 
 over and to windward. This will help to bring the sail 
 upon the boom and to windward. Make the end fast to the 
 stay, to the withe, or to the boom inside the cap, in any way 
 


MAKING AND TAKING IN SAIL. 61 
 
 that shall keep it from slipping back, which it might do if 
 made fast to its own part round the boom. If there is but one 
 hand on the boom, the first turns may be hauled taut enough to 
 keep the sail up for the time ; then, after the gasket is fast, go 
 out to the head, and haul each turn well taut, beating the sail 
 down with the hand. Be careful to confine the clew well. 
 
 To STOW A JIB IN CLOTH. Haul the jib down snugly, and get 
 it fairly up on the boom. Overhaul the after leech until you 
 come to the first straight cloth. Gather this cloth over the 
 rest of the sail on the boom, stopping the outer end of the 
 cloth with a rope-yarn round the jib stay. If the jib halyards 
 are double, stop the block inside the sail. Cover the sail well 
 up with the cloth, stopping it at every two feet with rope-yarns 
 round the sail and boom. If you are to lie in port for a long 
 time, cast off the pennant, stow the clew on the boom, snugly 
 under the cloth, which will be stopped as before with rope- 
 yarns. 
 
 To REEF A TOPSAIL. Round in on the weather brace, ease 
 off the halyards, and clew the yard down by the clewlines and 
 reef-tackles. Brace the yard in nearly to the wind, and haul 
 taut both braces. Haul out the reef-tackles, make fast, and 
 haul taut the buntlines. Before going upon the yard, see that 
 it is well down by the lifts. Let the best men go to the yard- 
 arms, and the light hands remain in the slings. Cast adrift 
 the weather earing, pass it over the yard-arm outside the lift, 
 down abaft and under the yard, and up through the reef-cringle. 
 Haul well out, and take a round-turn with the earing round 
 the cringle. Then pass several turns round the yard and 
 through the cringle, hauling them well taut, passing the turns 
 over the yard, down abaft and under, and up through the crin- 
 gle.* Having expended nearly all the earing, hitch the remainder 
 round the two first parts, that go outside the lift, jamming 
 them together and passing several turns round them both to 
 expend the rope. The bare end may be nitched to these 
 two parts or to the lift. The men on the yard light the sail 
 out to windward by the reef-points, to help the man at the 
 weather yard-arm in hauling out his earing. As soon as the 
 weather earing is hauled out and made secure by a turn or 
 two, the word is passed " Haul out to leeward," and the lee 
 
 * Be careful to pass the turns clear ol the topgallant sheets. 
 
 6 
 
62 MAKING AND TAKING IN SAIL. 
 
 caring is hauled out till the band is taut along the yard, and 
 made fast in the same manner. Then the men on the yard tie 
 the reef-points with square knots, being careful to take the 
 after points clear of the topgallant sheets. 
 
 In reefing, a good deal depends upon the way in which the 
 yard is laid. If the yard is hraced too much in, the sail catches 
 flat aback and cannot be hauled out, besides the danger of 
 knocking the men off the foot-ropes. The best way is to 
 shiver the sail well till the yard is down, then brace it in with 
 a slight lull, make the braces fast, and luff up occasionally and 
 shake the sail while the men are reefing. If you are going before 
 the wind, you may, by putting your helm either way, and 
 bringing the wind abeam, clew the yard down as the sail lifts, 
 and keep her in this position, with the yard braced sharp up, 
 until the sail is reefed ; or, if you are not willing to keep off from 
 your course, and the wind is very fresh, clew down and clew 
 up, and reef as before directed. 
 
 All the reefs are taken in the same way except the close 
 reef. In close reefing, pass your earing under the yard, up 
 ahaft and over, and down through the cringle. Pass all 
 your turns in the same manner ; and bring the reef-band well 
 under the yard in knotting, so as to cover the other reefs. 
 
 As soon as the men are off the yard, let go the reef-tackles, 
 clewlines, buntlines, and topgallant sheets ; man the halyards, 
 let go the lee brace, slack off the weather one, and hoist away. 
 "When well up, trim the yard by the hraces, and haul out the 
 bowlines. A reefed sail should never be braced quite sharp 
 up, and if there is a heavy sea and the vessel pitches badly, 
 ease the hraces a little, that the yard may play freely, and do 
 not haul the leech too taut. 
 
 To REEF A COURSE. As a course generally has no reef- tackle, 
 you must clew it up as for furling, according to the directions 
 before given, except that the clews are not hauled chock up. 
 Lay out on the yard and haul out the earings, and knot the 
 points as for the first reef of a topsail, seeing them clear of 
 the topsail sheets. If a long courso of bad weather is an- 
 ticipated, as in doubling the southern capes, or crossing the 
 Atlantic in winter, reef-tackles are rove for the courses. 
 

 MAKING AND TAKING IN SAIL. 63 
 
 If there are any studdingsail booms on the lower or topsail 
 yards, they must be triced up before reefing. 
 
 To TURN OUT REEFS. For a topsail, haul taut the reef- 
 tackles and buntlines, settle a little on the halyards, if necessary ; 
 lay aloft, and cast off all the reef-points, beginning at the bunt 
 and laying out. Be careful to cast all off before slacking up 
 the earing ; for, when there is more than one reef, a point may 
 be easily left, if care is not taken. Have one hand at each 
 earing, cast off all the turns but enough to hold it, and when 
 both earings are ready, ease off both together. Pass the end 
 of the earing through the cringle next above its own, and 
 make it fast slack to its own part by a bowline knot. Lay in 
 off the yard, let go reef-tackles, clewlines, buntlines, and top- 
 gallant sheets; overhaul them in the top and hoist away, 
 slacking the braces and trimming the yard. The reefs of a 
 course are turned out a good deal in the same manner ; slack- 
 ing up the sheet and tack, if necessary, and, when the earings 
 are cast off, let go clew-garnets, buntlines and leechlines. board 
 the tack, and haul aft the sheet. 
 
 To SET A TOPGALLANT STUDDINGSAIL. This sail is always 
 set from the top ; the sail, together with the tack and halyards 
 in two coils, being kept in the top. If there is but one hand 
 aloft, take the end of the halyards aloft, abaft everything, and 
 reeve it up through the block at the topgallant mast-head, and 
 down through the sheave-hole or block at the topgallant yard- 
 arm, abaft the sheet, and bring it into the top, forward of 
 the rigging, and make it fast to the forward shroud. Take 
 the end of your tack out on the topsail yard, under the brace, 
 reeve it up through the block at the end of the topgallant 
 studdingsail boom, bring it in over the brace, overhauling 
 a plenty of it so as to let the boom go out, and hitch it to 
 the topmast rigging while you rig your boom out. Cast off 
 the heel-lashing and rig your boom out to the mark, slue the 
 boom with the block up and make fast round the yard. (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 yard ; then 
 take the end back over the yard and boom and through the bight, 
 and haul taut. This may be done twice, if necessary, and then 
 hitch it round all parts, between the boom and the yard.) The 
 
64 MAKING AND TAKING IN SAIL. 
 
 boom being rigged out and fast, take the end of your tack 
 down into the top and hitch it to the forward shroud. Then 
 take the coil of the tack and throw the other end down on 
 deck, outside of the rigging and backstays. (It is well, in 
 throwing the coil down, to keep hold of the bight with one 
 hand, for otherwise, if they should miss it on deck, you will 
 have to rig in your boom.) Throw down the hauling end of your 
 halyards abaft and inside everything. Now get your sail 
 clear for sending out. Lay the yard across the top, forward 
 of the rigging, with the outer end out. Bend your halyards 
 to the yard by a fisherman's bend, about one third of the way 
 out. Take your tack under the yard and bend it by a sheet- 
 bend to the outer clew, and pay down the sheet and downhaul 
 through the lubber-hole. All being clear for hoisting, sway 
 away on the halyards on deck, the men in the top guying the 
 sail by the sheet and downhaul, the latter being hauled taut 
 enough to keep the outer clew up to the inner yard-arm. 
 (Sometimes it is well to make up the downhaul as is done 
 with the downhaul of the topmast studdingsail.) When the 
 sail is above the brace, haul out on the tack, sway the yard 
 chock up by the halyards, and trim the sheet down. Make the 
 end of the downhaul fast slack. 
 
 A weather topgallant or topmast studdingsail should be set 
 abaft the sail, and a lee one forward of the sail. Therefore, in 
 setting a lee topgallant studdingsail, it is well to send it out 
 of the top with a turn in it, that is, with the inner yard-arm 
 slued forward and out, so that when the tack and sheet are 
 hauled upon, the inner yard-arm will swing forward of the 
 topgallant sail.* 
 
 Small sized vessels have no downhaul to the topgallant 
 studdingsails. This saves confusion, and is very well if the 
 sail is small. 
 
 To TAKE IN A TOPGALLANT STUDDINGSAIL. Let go the 
 tack and clew up the downhaul, dipping the yard abaft the 
 leech of the topgallant sail, if it is forward. Lower away 
 handsomely on the halyards, hauling down on the sheet and 
 downhaul. When the yard is below the topsail brace, lower 
 roundly and haul into the top, forward of the rigging. 
 
 If the sail is taken in temporarily, stand the yard up and 
 
 * It will assist this operation to keep hold of the outer leech until the sail is 
 clear of the top. 
 
MAKING AND TAKING IN SAIL. 65 
 
 down and becket it to the middle topmast shroud ; make the 
 sail up, hitch the bight of the tack and halyards to the forward 
 shroud, and haul up the sheet and downhaul. If everything 
 is to be stowed away, unreeve the tack and halyards, and coil 
 them away separately in the top ; also coil away the sheets and 
 downhaul, and stop all the coils down by hitches passed through 
 the slats of the top. Rig the boom in and make it fast to the 
 tye. Sometimes the halyards are unrove from the yard-arm 
 and rounded up to the span-block, with a knot in their end. 
 
 To SET A TOPMAST STUDDINGSAIL. The topmast studding- 
 sail halyards are generally kept coiled away in the top. Take 
 the end up, reeve it up through the span-block at the cap, and 
 out through the block at the topsail yard-arm, and pay the 
 end down to the forecastle, forward of the yard and outside the 
 bowline. Pay the hauling end down through the lubber-hole. 
 Reeve your lower halyards. These are usually kept coiled 
 away in the top, with the pennant, which hooks to the cap of 
 the lower mast. Hook the pennant, reeve the halyards up 
 through the pennant block, out through the block on the boom- 
 end, and pay the end down to the forecastle. Pay the hauling 
 end down forward of the top. (Some vessels keep their top- 
 mast studdingsail tacks coiled away at the yard-arm, and 
 hitched down to the boom and yard. This is a clumsy prac- 
 tice, and saves no time or trouble. The best way is to unreeve 
 them whenever the boom is to be rigged in, and coil them 
 away in the bow of the long-boat, or elsewhere. There is no 
 more trouble, and less liability to confusion, in reeving them 
 afresh, than in coiling them away and clearing again on the 
 yard-arms.) Carry your tack outside the backstays and lower 
 rigging, clear of everything, out upon the lower yard under the 
 brace ; reeve it forward through the tack- block at the boom- 
 end, first sluing the block up, and pay the end down forward 
 of the yard. Rig the boom out to the mark and lash it. Get 
 the studdingsail on the forecastle clear for setting. Bend the 
 halyards to the yard, about one half of the way out. Hitch 
 the end of the downhaul over the inner yawl-arm by the eye 
 in its end, reeve it through the lizard on the outer leech, and 
 through the block at the outer clew abaft the sail. Bend the 
 tack to the outer clew, and take a turn with the sheet. Clew 
 6* 
 
66 MAKING AND TAKING IN SAIL. 
 
 the yard down by the downhaul, and make the downhaul 
 up just clear of the block, by a catspaw doubled and the bight 
 of the running part shoved through the bight of all the parts, so 
 that hauling on it may clear it and let the yard go up. Hoist 
 on the halyards until the sail is above the lower yard, guying 
 it by the sheet and downhaul, then haul out on the tack until 
 the clew is chock out to the boom-end, hoist on the halyards, 
 jerking the downhaul clear, and trim down the sheet. 
 
 To TAKE IN A TOPMAST STUDDINGSAIL. Lower away hand- 
 somely on the halyards, clewing the yard down to the outer 
 clew by the downhaul. Slack up the tack, and lower away 
 on the halyards, hauling down well on the sheet and downhaul, 
 till the sail is in upon the forecastle. The sail may be made 
 up on the forecastle, and the end of the tack and halyards 
 made fast forward, if it is to be soon set again. If not, 
 cast off all, unreeve your tack, hauling from aft, and coil it 
 away. Unreeve the halyards, or round them up to the block at 
 the mast-head with a knot in their end. Rig the boom in, 
 and lash it to the slings. 
 
 To SET A LOWER STUDDINGSAIL. Before rigging out the top- 
 mast studdingsail boom, the lower halyards should always be 
 rove, as before directed. Reeve the inner halyards out through a 
 small single block under the slings of the lower yard, and through 
 another about two thirds of the way out, and pay the end down 
 upon the forecastle for bending. Get the studdingsail clear, 
 bend the outer halyards to the yard, and the inner halyards to 
 the inner cringle at the head of the sail. Reeve the outhaul 
 through the block at the swinging-boom-end, and bend the 
 forward end to the outer clew of the sail. Hook the topping- 
 lift and forward guy to the boom, and top up on it. Haul 
 on the forward guy, and ease off the after one, slacking away 
 a little on the topping-lift, until the boom is trimmed by the 
 lower yard ; then make fast the guys and lift. Haul well taut 
 the fore lift and brace, and belay. Take a turn with one sheet, 
 hoist away on the outer halyards, and when about one third 
 up, clear the downhaul, haul chock out on the outhaul, and 
 hoist well up by the halyards, which will serve as a lift to the 
 topmast studdingsail boom; and then set taut on the inner 
 halyards and trim down the sheet. The practice now is, and 
 
MAKING AND TAKING IN SAIL. 67 
 
 it is found most convenient, to set the sail before rigging out 
 the boom ; then clap on the outhaul and forward guy, and 
 trim the boom by the lower yard. 
 
 To TAKE IN A LOWER STUDDiNGSAiL. Let go the outhaul, and 
 haul on the clewline till the outer clew is up to the yard. 
 Then lower away the outer halyards, and haul in on the sheet 
 and clewline. When the sail is in over the rail, lower away 
 the inner halyards. If the booms are to be rigged in, cast off 
 all the gear ; making the bending end of the outhaul fast in- 
 board, and unreeving the outer and inner halyards, or running 
 the outer up to the pennant block, and the inner up to the 
 yard block, with knots in their ends. Ease off the forward 
 guy with a turn, haul in on the after guy, topping well up by 
 the lift, and get the boom alongside. Rig in the topmast 
 studdingsail boom before unreeving the outer halyards. It is 
 a convenient practice, when the swinging boom is alongside, 
 to hook the topping-lift to a becket or thimble at the turning 
 in of the fore swifter, and the forward guy to a strap and 
 thimble on the spritsail yard. 
 
 In strong winds it is well to have a boom-brace-pennant fit- 
 ted to the topmast studdingsail boom-end with a single block, 
 making a whip purchase, the hauling part leading to the 
 gangway, and belaying at the same pin with the tack ; or else, 
 the brace may lead to the gangway, and the tack be brought 
 in through blocks on the yard, and lead down on deck, beside 
 the mast. The former mode is more usual. 
 
 The topmast studdingsail is sometimes made with a reef in 
 it, to be carried with a single reefed topsail ; in which case it 
 is reefed on deck to the yard and sent out as before. 
 
b8 GENERAL PRINCIPLES OF WORKING A SHIP. 
 
 CHAPTER X. 
 
 GENERAL PRINCIPLES OF WORKING A SHIP. 
 
 Action of the water upon the rudder. Headway. Sternway. Action 
 of ,he wind upon the sails. Head-sails. After-sails. Centre of 
 gravity or rotation. Turning a ship to or from the wind. 
 
 A SHIP is acted upon principally by the rudder and sails. 
 When the rudder is fore-and-aft, that is, on a line with the 
 keel, the water runs by it, and it has no effect upon the ship's 
 direction. When it is changed from a right line to one side 
 or the other, the water strikes against it, and forces the stern 
 in an opposite direction. For instance, if the helm is put to 
 the starboard, the rudder is put off the line of the keel, to port. 
 This sends the stern off to the starboard, and, of course, the 
 ship turning on her centre of gravity, her head goes in an 
 opposite direction, to port. If the helm is put to port, the 
 reverse will follow, and the ship's head will turn off her course 
 to starboard. Therefore the helm is always put in the opposite 
 direction from that in which the ship's head is to be moved. 
 
 Moving the rudder from a right line has the effect of dead- 
 ening the ship's way more or less, according as it is put at a 
 greater or less angle with the keel. A ship should therefore 
 be so balanced by her sails that a slight change of her 
 helm may answer the purpose. 
 
 If a vessel is going astern, and the rudder is turned off'from 
 the line of the keel, the water, striking against the back of the 
 rudder, pushes the stern off in the same direction in which the 
 rudder is turned. For instance, if stern way is on her, and the 
 helm is put to the starboard, the rudder turns to port, the water 
 forces the stern in the same direction, and the ship's head goes 
 off to the starboard. Therefore, when stern way is on a ves- 
 sel, put the helm in the same direction in which the head is 
 to be turned. 
 
 A current or tide running astern, that is, when the ship's 
 head is toward it, will have the same effect on the rudder as 
 
GENERAL PRINCIPLES OF WORKING A SHIP. 69 
 
 if the ship were going ahead; and when it runs forward, 
 it will be the same as though the ship were going astern. 
 
 It will now be well to show how the sails act upon a ship, 
 with reference to her centre of rotation. Suppose a vessel to 
 be rigged with three sails, one in the forward part, one at the 
 centre, and the third at the after part, and her left or larboard 
 side to be presented to the wind, which we will suppose to be 
 abeam, or at right angles with the keel. If the head sail 
 only were set, the effect would be that the wind would send 
 the vessel a little ahead and off to the starboard on her centre 
 of rotation, so as to bring her stern slowly round to the wind. 
 If the after sail only were set, the vessel would shoot ahead a 
 little, her stern would go off to the starboard and her head 
 come up into the wind. If only the centre sail were set, the 
 effect would be the same as if all three of the sails were set, and 
 she would go ahead in a straight line. So far, we have supposed 
 the sails to be set full; that is, with their tacks forward and 
 their sheets aft. If they were all set aback, the vessel would 
 go astern nearly, if the rudder were kept steady, in a straight 
 line. If the head sail only is set and aback, she will go 
 astern and round upon her axis, with her head from the wind, 
 much quicker than if full. So, if the after sail alone were set 
 and aback, she would go astern, and her head would come 
 suddenly into the wind. 
 
 These principles of the wind acting upon the sails, and the 
 water upon the rudder, are the foundation of the whole science 
 jf working a ship. In large vessels the sails are numerous, 
 but they may all be reduced to three classes, viz., head sails, 
 or those which are forward of the centre of gravity or rota- 
 tion, having a tendency to send the ship's head off from the 
 wind; after sails, or those abaft the centre of rotation, and 
 which send the stern off and the head toward the wind ; and 
 lastly, centre sails, which act equally on each side the centre 
 of rotation, and do not turn the ship off her course one way 
 or the other. These classes of sails, if set aback, tend to stop 
 the headway and send the ship astern, and also to turn her off 
 her course in the same direction as when set full, but with 
 more rapidity. The further a sail is from the centre of rota- 
 tion, the greater is its tendency to send the ship off from the 
 
70 SENERAL PRINCIPLES OF WORKING A SHIP. 
 
 line of her keel. Accordingly, a jib is the strongest head sail, 
 and a spanker the strongest after sail. 
 
 The centre of rotation is not necessarily at the centre of the 
 ship. On the contrary, as vessels are now built, it may not 
 be much abaft that part of the deck to which the main tack is 
 boarded. For the main breadth, or dead-flat, being there, the 
 greatest cavity will also be there, and of course the principal 
 weight of the cargo should centre there, as being the strongest 
 part. Therefore the centre of rotation will greatly depend 
 upon proper stowage. If the ship is much by the stern, the 
 centre of rotation will be carried aft, and if by the head, it will 
 be carried forward. The cause of this is, that when loaded 
 down by the stern, her after sails have but little effect to move 
 her stern against the water, and a very slight action upon the 
 forward sails will send her head off to leeward, as she is there 
 light and high in the air. Accordingly, to keep her in a straight 
 line, the press of sail is required to be further aft, or, in other 
 words, the centre of rotation is further aft. If a ship is loaded 
 down by the head, the opposite results follow, and more head 
 and less after sail is necessary. 
 
 A ship should be so stowed, and have her sails so trimmed, 
 that she may be balanced as much as possible, and not be 
 obliged to carry her helm much off the line of her keel, which 
 tends to deaden her way. If a ship is stowed in her best sail- 
 ing trim, and it is found, when on a wind, that her head tends 
 to windward, obliging her to carry a strong weather helm, it 
 may be remedied by taking in some after sail, or adding head 
 sail. So, if she carries a lee helm, that is, if her head tends 
 to fly off from the wind, it is remedied by taking in head or 
 adding after sail. Sometimes a ship is made to carry a 
 weather helm by having too much head sail set aloft. For, 
 if she lies much over on a wind, the square sails forward have 
 a tendency to press her downwards and raise her proportion- 
 ally abaft, so that she meets great resistance from the water 
 to leeward under her bows, while her stern, being light, is 
 easily carried off; which, of course, requires her to carry a 
 weather helm. 
 
 The general rules, then, for turning a ship, are these : to 
 bring: her head to the wind, put the helm to leeward, and brin? 
 
TACKING, WEARING, BOXING, &C. 71 
 
 the wind to act as much as possible on the after sails, and as 
 little as possible on the head sails. This may be done without 
 taking in any sail, by letting go the head sheets, so that those 
 sails may lose their wind, and by pointing the head yards to 
 the wind, so as to keep the head sails shaking. At the same 
 time keep the after sails full, and flatten in the spanker sheet ; 
 or, if this is not sufficient, the after sails may be braced aback, 
 which will send the stern off and the head to windward. But 
 as this makes back sails of them, and tends to send the vessel 
 astern, there should be either head or centre sails enough 
 filled to counteract this and keep headway upon her. On the 
 other hand, to turn the head off from the wind, put the helm 
 to windward, shiver the after sails, and flatten in the head 
 sheets. Brace the head yards aback if necessary, being care- 
 ful not to let her lose headway if it can be avoided. 
 
 The vessel may be assisted very much in going off or com- 
 ing to, by setting or taking in the jib and spanker; which, if 
 the latter is fitted with brails, are easily handled. 
 
 CHAPTER XI. 
 
 TACKING, WEARING, BOXING, &C. 
 
 Tacking without fore-reaching. Tacking against a heavy sea. Hauling 
 off all. To trim the yards. Flattening in. Missing stays. Wear- 
 ing under courses under a mainsail under bare poles. Box-haul- 
 ing short round. Club-hauling. Drifting in a tide-way. Backing 
 and filling in do. Clubbing in do. 
 
 TACKING. Have the ship so suited with sails that she may 
 steer herself as nearly as possible, and come to with a small 
 helm. Keep her a good full, so that she may have plenty 
 of headway. Ready, About ! Send all hands to their stations. 
 The chief mate and one, two, or more of the best men, accord- 
 ing to the size of the vessel, on the forecastle, to work the 
 head sheets and bowlines and the fore tack ; two or more 
 
72 TACKING, WEARING, BOXING, &C. 
 
 good men (one usually a petty officer, or an older and trusty 
 seaman) to work the main tack and bowline. The second mate 
 sees the lee fore and main braces clear and ready for letting 
 go, and stands by to let go the lee main braces, which may all 
 be belayed to one pin. Put one hand to let go the weather 
 cross-jack braces, and others to haul in to leeward; the cook 
 works the fore sheet, and the steward the main ; station one 
 or more at the spanker sheet and guys ; and the rest at the 
 weather main braces. 
 
 Ease the helm down gradually; Helm 's a-lee ! and let go 
 the jib sheet and fore sheets. As soon as the wind is parallel 
 with the yards, blowing directly upon the leeches of the square 
 sails, so that all is shaking, Raise tacks and sheets ! and let go 
 the fore and main tacks and main sheet, keeping the fore and 
 main bowline fast. As soon as her head is within a point or 
 a point and a half of the wind, Mainsail haul ! let go the lee 
 main and weather cross-jack braces, and swing the after yards 
 round. While she is head to the wind, and the after sails are 
 becalmed by the head sails, get the main tack down and sheet 
 aft, and right your helm, using it afterwards as her coming to 
 or falling off requires. As soon as she passes the direction 
 of the wind, shift your jib sheets over the stays, and when the 
 after sails take full, or when she brings the wind four points 
 on the other bow, and you are sure of paying off sufficiently, 
 Let go and haul! brace round the head yards briskly, down fore 
 tack and aft the sheet, brace sharp up and haul your bowlines 
 out, and trim down your head sheets. 
 
 It is best to haul the mainsail just before you get the wind 
 right ahead, for then the wind, striking the weather leeches of 
 the after sails, forces them round almost without the braces, 
 and you will have time to brace up and get your tack down 
 and sheet aft, when she has payed off on the other side. 
 
 If she falls off too rapidly while swinging your head yards, 
 so as to bring the wind abeam or abaft, ' Vast bracing ! Ease 
 off head sheets and put your helm a-lee ; and as she comes 
 up, meet her and brace sharp up. If, on the other hand, (as 
 sometimes happens with vessels which carry a strong weather 
 helm,) she does not fall off after the after sails take, be careful 
 not to haul your head yards until she is fully round ; and if 
 
TACKING, WEARING, BOXING, fcC. 73 
 
 she should fly up into the wind, let go the main sheet, and, if 
 necessary, brail up the spanker and shiver the cross-jack 
 yards. 
 
 In staying, be careful to right your helm before she loses 
 headway. 
 
 To TACK WITHOUT FORE -REACHING, as in a narrow chan- 
 nel, when you are afraid to keep headway. If she comes 
 slowly up to windward, haul down the jib and get your 
 spanker-boom well over to windward. As you raise tacks and 
 sheets, let go the lee fore topsail brace, being careful to brace 
 up again as soon as she takes aback. Also, hoist the jib, and 
 trim down, if necessary, as soon as she takes on the other 
 side. 
 
 TACKING AGAINST A HEAVY HEAD SEA. You are under 
 short sail, there is a heavy head sea, and you doubt whether 
 she will stay against it. Haul down the fore topmast stay- 
 sail, ease down the helm, and raise fore sheet. When within 
 about a point of the wind's eye, let go main tack and sheet, 
 lee braces and after bowlines, and Mainsail haul! If she 
 loses her headway at this time, shift your helm. As soon as 
 she brings the wind on the other bow, she will fall off rapidly 
 by reason of her sternway, therefore shift your helm again to 
 meet her, and Let go and haul! at once. Brace about the 
 head yards, but keep the weathet braces in, to moderate her 
 falling off. When she gets headway, right the helm, and as 
 she comes up to the wind, brace up and haul aft. 
 
 TACKING BY HAULING OFF ALL. This can be done only in a 
 smooth sea, with a light working breeze, a smart vessel and 
 strong crew. Man all the braces. Let her come up head to 
 the wind, and fall off on the other tack, shifting the helm if 
 she gathers sternway. When you get the wind about five 
 points on the other bow, Haul off all! let go all the braces and 
 bowlines and swing all the yards at once. Right the helm, 
 board tacks and haul aft sheets, brace up and haul out. 
 
 To TRIM THE YARDS WHEN CLOSE-HAULED. In smooth 
 water, with a light breeze, brace the lower yards sharp up, and 
 trim the upper yards each a trifle in abaft the one below it. 
 If you have a pretty stiff breeze, brace the topsail yard in 
 about half a point more than the lower yard, and the topgal- 
 
TACKING, WEARING, BOXING, &C. 
 
 lant yard half a point more than the topsail yard, and so on. 
 If you have a strong breeze and a topping sea, and especially 
 if reduced to short sail, brace in your lower yards a little, and 
 the others proportionally. This will prevent the vessel going 
 off bodily to leeward ; and if she labors heavily, the play of 
 the mast would otherwise carry away the braces and sheets, 
 or spring the yards. 
 
 MISSING STAYS. If after getting head to the wind she 
 comes to a stand and begins to fall off before you have hauled 
 your main yard, flatten in your jib sheets, board fore tack, 
 and haul aft fore sheet ; also ease off spanker sheet, or brail 
 up the spanker, if necessary. When she is full again, trim 
 the jib and spanker sheets, and when she has recovered suffi- 
 cient headway, try it again. If, after coming head to the wind, 
 and after the after yards are swung, she loses headway and 
 refuses to go round, or begins to fall off on the same tack on 
 which she was before, and you have shifted the helm without 
 effect, haul up the mainsail and spanker, square the after 
 yards, shift your helm again a-lee, so as to assist her in falling 
 off, and brace round the head yards so as to box her off. As 
 she fills on her former tack, brace up the after yards, brace 
 round the head yards, sharp up all, board tacks, haul out 
 and haul aft. 
 
 WEARING. Haul up the mainsail and spanker, put the 
 helm up, and, as she goes off, brace in the after yards. If 
 there is a light breeze, the rule is to keep the mizzen topsail 
 lifting, and the main topsail full. This will keep sufficient 
 headway on her, and at the same time enable her to fall off. 
 But if you have a good breeze and she goes off fast, keep both 
 the main and mizzen topsails lifting. As she goes round, 
 bringing the wind on her quarter and aft, follow the wind 
 with your after yards, keeping the mizzen topsail lifting, and 
 the main either lifting or full, as is best. After a vessel has 
 fallen off much, the less headway she has the better, provided 
 she has enough to give her steerage. When you have the 
 wind aft, raise fore tack and sheet, square in the head yards, and 
 haul down the jib. As she brings the wind on the other 
 quarter, brace sharp up the after yards, haul out the spanker, 
 an4 set the mainsail. As she comes to on the other tack, 
 
TACKING, WEARING, BOXING, &C. 75 
 
 brace up the head yards, keeping the sails full, board fore 
 tack and aft the sheet, hoist the jib, and meet her with the 
 helm. 
 
 To WEAR UNDER COURSES. Square the cross-jack yards, 
 ease off main bowline and tack, and haul up the weather 
 clew of the mainsail. Ease off the main sheet, and haul up 
 the lee clew, and the buntlines and leechlines. Square the 
 main yards and put the helm a-weather. As she falls off, let 
 go the fore bowline, ease off the fore sheet, and brace in the 
 fore yard. When she gets before the wind, board the fore and 
 main tacks on the other side, and haul aft the main sheet, 
 but keep the weather braces in. As she comes to on the 
 other side, ease the helm, trim down the fore sheet, brace up 
 and haul out. 
 
 To WEAR UNDER A MAINSAIL. Vessels lying- to under this 
 sail generally wear by hoisting the fore topmast staysail, or 
 some other head sail. If this cannot be done, brace the cross- 
 jack yards to the wind, and, if necessary, send down the miz- 
 zen topmast and the cross-jack yard. Brace the head yards full. 
 Take an opportunity when she has headway, and will fall off, 
 to put the helm up. Ease off the main sheet, and, as she falls 
 off, brace in the main yard a little. When the wind is abaft 
 the beam, raise the main tack. When she is dead before it, 
 get the other main tack down as far as possible ; and when 
 she has the wind on the other quarter, ease the helm, haul aft 
 the sheet, and brace up. 
 
 To WEAR UNDER BARE POLES. Some vessels, which are well 
 down by the stern, will wear in this situation, by merely 
 pointing the after yards to the wind, or sending down the miz- 
 zen topmast and the cross-jack yard, and filling the head yards; 
 but vessels in good trim will not do this. To assist the vessel, 
 veer a good scope of hawser out of the lee quarter, with a buoy, 
 or something for a stop-water, attached to the end. As the 
 ship sags off to leeward, the buoy will be to windward, and 
 will tend to bring the stern round to the wind. When she is 
 before it, haul the hawser aboard. 
 
 BOX-HAULING. Put the helm down, light up the head sheets 
 and slack the lee braces, to deaden her way. As she comes to 
 the wind, raise tacks and sheets, and haul up the mainsail and 
 
76 TACKING, WEARING, BOXING, teC. 
 
 spanker. As soon as she comes head to the wind and loses 
 her headway, square the after yards, brace the head yards sharp 
 aback, and flatten in the head sheets. The helm, being put 
 down to bring her up, will now pay her off, as she has stern- 
 way on. As she goes off, keep the after sails lifting, and 
 square in the head yards. As soon as the sails on the foremast 
 give her headway, shift the helm. "When she gets the wind on 
 the other quarter, haul down the jib, haul out the spanker, set 
 the mainsail, and brace the after yards sharp up. As she comes 
 to on the other tack, brace up the head yards, meet her with 
 the helm, and set the jib. 
 
 BOX-HAULING SHORT ROUND ; sometimes called wearing short 
 round. Haul up the mainsail and spanker, put the helm 
 hard a-weather, square the after yards, brace the head yards 
 sharp aback, and flatten in the head sheets. As she gathers 
 sternway, shift the helm. After this, proceed as in box-hauling 
 by the former method. The first mode is preferable when you 
 wish to stop headway as soon as possible ; as a vessel under 
 good way will range ahead some distance after the sails are 
 all thrown flat aback. 
 
 Few merchant vessels are strongly enough manned to per- 
 form these evolutions ; but they are often of service, as they 
 turn a vessel round quicker on her heel, and will stop her from 
 fore-reaching when near in shore or when close aboard ano- 
 ther vessel. 
 
 CLUE-HAULING. This method of going about is resorted to 
 when on a lee shore, and the vessel can neither be tacked nor 
 box-hauled. Cock-bill your lee anchor, get a hawser on it for 
 a spring, and lead it to the lee quarter; range your cable, and 
 unshackle it abaft the windlass. Helm 's a-lee ! and Raise 
 tacks and sheets ! as for going in stays. The moment she 
 loses headway, let go the anchor and Mainsail haul! As 
 soon as the anchor brings her head to the wind, let the chain 
 cable go, holding on to the spring ; and when the after sails 
 take full, cast off or cut the spring, and Let go and haul! 
 
 DRIFTING IN A TIDE-WAY. As a vessel is deeper aft than 
 forward, her stern will always tend to drift faster than her 
 head. If the current is setting out of a river or harbor, and 
 the wind the opposite way, or only partly across the current, 
 
TACKING, WEARING, BOXING, fcC. 77 
 
 you may work out by tacking from shore to shore ; or you may 
 let her drift out, broadside to the current; or, keeping her head 
 to the current by sufficient sail, you may let her drift out 
 stern first; or, lastly, you may club her down. If the wind is 
 partly across the current, cast to windward. If you work down 
 by tacking, and the wind is at all across the current, be care- 
 ful of the lee shore, and stay in season, since, if you miss stays, 
 you may not be able to save yourself by wearing or box-haul- 
 ing, as you might on the weather shore. If the channel is 
 very narrow, or there are many vessels at anchor, the safest 
 way is to bring her head to the current, brace the yards full, 
 and keep only sail enough to give her steerage, that you may 
 sheer from side to side. If there is room enough, you will 
 drift more rapidly by bringing her broadside to the current, 
 keeping the topsails shaking, and counteract the force of the 
 current upon the stern by having the spanker full and the 
 helm a-lee. You can at any time shoot her ahead, back her 
 astern, or bring her head to the current, by filling the head 
 yards, taking in the spanker, and setting the jib ; filling the 
 after yards, taking in the jib, and setting the spanker; or by 
 bracing all aback. 
 
 BACKING AND FILLING IN A TIDE -WAY. Counter-brace your 
 yards as in lying-to, and drift down broadside to the current. 
 Fill away and shoot ahead, or throw all aback and force her 
 astern, as occasion may require. When you approach the 
 shore on either side, fill away till she gets sufficient headway, 
 and put her in stays or wear her round. 
 
 CLUBBING IN A TIDE-WAY. Drift down with your anchor 
 under your foot, heaving in or paying out on your cable as 
 you wish to increase or deaden her way. Have a spring on 
 your cable, so as to present a broadside to the current. This 
 method is a troublesome and dangerous one, and rarely resort- 
 ed to. An anchor will seldom drag clear, through the whole 
 operation. 
 
78 LT1NG-TO. 
 
 CHAPTER XII. 
 
 GALES OF WIND, LYING-TO, GETTING ABACK, BY THE LEE, &C. 
 
 Lymg-to choice of sails. Scudding. Heave-to after scudding. Taken 
 aback. Chappelling. Broaching-to. By the lee. 
 
 LYING-TO. The best single sail to lie-to under, is generally 
 thought to be a close-reefed main topsail. The fore or the 
 main spencer (sails which are used very much now instead of 
 main and mizzen staysails) may be used to advantage, accord- 
 ing as a ship requires sail more before or abaft the centre of 
 gravity. If a ship will bear more than one sail, it is thought 
 best to separate the pressure. Then set the fore and main spen- 
 cers ; or (if she carries staysails instead) the main and mizzen 
 staysail ; or, if she is easier under lofty sail, the fore and 
 main topsails close-reefed. A close-reefed main topsail, with 
 three lower storm staysails ; or, with the two spencers, fore 
 topmast staysail, and reefed spanker, is considered a' good 
 arrangement for lying-to. If the fore topmast staysail and 
 balance-reefed spanker can be added to the two close-reefed 
 topsails, she will keep some way, will go less to leeward, and 
 can be easily wore round. Close-reefed topsails are used 
 much more now for lying-to than the courses. As ships are 
 now built, with the centre of gravity farther forward, and the 
 foremast stepped more aft, they will lie-to under head sail bet- 
 ter than formerly. Some vessels, which are well down by 
 the stern, will lie-to under a reefed foresail, as this tends to 
 press her down forward; whereas, if she had much after sail, 
 she would have all the lateral resistance of the water aft, and 
 would come up to the wind. In carrying most head or after 
 sail, you must be determined by the trim of the vessel, her 
 tendency to come to or go off, and as to whether the sail you 
 use will act as a lifting or a burying sail. 
 
 A topsail has an advantage over a spencer or lower staysail 
 for lying-to, since it steadies the ship better, and counteracts 
 

SCUDDING. HEAVING-TO. 79 
 
 the heavy weather roll, which a vessel will give under low 
 and small fore-and-aft sails. 
 
 SCUDDING. The most approved sail for scudding is the 
 close-reefed maintopsail, with a reefed foresail. The course 
 alone might get becalmed under the lee of a high sea, and the 
 vessel, losing her way, would he overtaken by the sea from 
 aft ; whereas the topsail will always give her way enough and 
 lift her. The foresail is of use in case she should be brought 
 by the lee. Many officers recommend that the fore topmast 
 staysail, or fore storm staysail, should always be set in scud- 
 ding, to pay her off if she should broach-to, and with the 
 sheets hauled flat aft. 
 
 It has been thought that with the wind quartering and a 
 heavy sea, a vessel is more under command with a close-reefed 
 foretopsail and maintopmast staysail. The foretopmast stay- 
 sail may also be hoisted. If the ship flies off and gets by 
 the lee, the foretopsail is soon braced about, and, with the 
 maintopmast staysail sheet shifted to the other side, the head- 
 way is not lost. 
 
 To HEAVE-TO AFTER SCUDDING. Secure everything about 
 decks, and watch a smooth time. Suppose her to be scud- 
 ding under a close-reefed maintopsail and reefed foresail ; 
 haul up the foresail, put the helm down, brace up the after 
 yards, and set the mizzen staysail. As she comes to, set 
 the main staysail, meet her with the helm, brace up the 
 head-yards, and set the' fore or foretopmast staysail. 
 
 If your vessel labors much, ease the lee braces and the hal- 
 yards, that everything may work fairly aloft, and let her 
 have a plenty of helm, to come to and fall off freely with the 
 sea. The helmsman will often let the wheel fly off to lee- 
 ward, taking care to meet her easily and in season. The 
 sails should be so arranged as to require little of the rudder. 
 
 TAKEN ABACK. It will frequently happen, when sailing 
 close-hauled, especially in light winds, from a shift of wind, 
 from its dying away, or from inattention, that the ship will 
 come up into the wind, shaking the square sails forward. In 
 this case, it will often be sufficient to put the helm hard up, 
 flatten in the head sheets, or haul their bights to windward, 
 and haul up the spanker. If this will not recover her, and 
 
80 GETTING ABACK. BY TIJF LEE. 
 
 she continues to come to, box her off. Raise fore tack and 
 sheet, haul up the spanker and mainsail, brace the head-yards 
 aback, haul the jib sheets to windward, and haul out the lee 
 bowlines. When the after sails fill, Let go and haul ! This 
 manoeuvre of boxing can only be performed in good weather 
 and light winds, as it usually gives a vessel sternway. 
 
 If the wind has got round upon the other bow, and it is too 
 late for box-hauling, square the yards fore and aft, keeping 
 your helm so as to pay her off under sternway ; and, as the 
 sails fill, keep the after yards shaking, and haul up the spanker 
 and mainsail, squaring the head-yards, and shifting your 
 helm as she gathers headway. 
 
 CHAPPELLING. This operation is performed when, instead 
 of coming to, you are taken aback in light winds. Put the 
 helm up, if she has headway, haul up the mainsail and 
 spanker, and square the after yards. Shift the helm as she 
 gathers sternway, and when the after sails fill, and she gathers 
 headway, shift your helm again. When she brings the wind 
 aft, brace up the after yards, get the main tack down and sheet 
 aft, and haul out the spanker as soon as it will take. The 
 head braces are not touched, but the yards remain braced as 
 before. The former mode of wearing, by squaring the head- 
 yards when the after sails are full, has great advantages over 
 chappelling, as the vessel will go off faster when the wind is 
 abeam and abaft, and will come to quicker when the wind 
 gets on the other side. 
 
 BROACHING-TO. This is when a vessel is scudding, and 
 comes up into the wind and gets aback. For such an acci- 
 dent, the foretopmast staysail is set, which will act as an off- 
 sail, so that by keeping the helm up, with the maintopsail (if 
 set) braced into the wind, she will pay off again without get- 
 ting sternway. If the close-reefed foretopsail is carried in- 
 stead of the main, it can be easily filled. 
 
 BROUGHT BY THE LEE. This is when a vessel is scudding 
 with the wind quartering, and falls off so as to bring the wind 
 on the other side, laying the sails aback. This is more likely 
 to occur than broaching-to, especially in a heavy sea. Sup- 
 pose the vessel to be scudding under a close-reefed maintop- 
 sail and reefed foresail, with the wind on her larboard quar- 
 
ON BEAM-ENDS. 81 
 
 ter. She falls off suddenly and brings the wind on the star- 
 board quarter, laying all aback. Put your helm hard a-star- 
 board, raise fore tack and sheet, and fill the foresail, shivering 
 the maintopsail. When she brings the wind aft again, meet 
 her with the helm, and trim the yards for her course. 
 
 CHAPTER XIII. 
 
 ACCIDENTS. 
 
 On beam-ends. Losing a rudder. A squall. A man overboard. Col- 
 lision. Rules for vessels passing one another. 
 
 ON BEAM-ENDS. A vessel is usually thrown upon her 
 beam-ends by a sudden squall taking her, when under a press of 
 sail, and shifting the ballast. She must be righted, if possible, 
 without cutting away the masts. For, beside sacrificing them, 
 the object can seldom be accomplished in that way, if the 
 ballast and cargo have shifted. Carry a hawser from the lee 
 quarter, with spars and other good stop- waters bent to it. As 
 the ship drifts well to leeward, the hawser will bring her 
 stern to the wind; but it may not cast her on the other side. 
 If a spring can be got upon the hawser from the lee bow, and 
 hauled upon, and the stern fast let go, this will bring 
 the wind to act upon the flat part of the deck and pay her 
 stern off, and assist the spring, when the sails may be trim- 
 med to help her in righting. If she can be brought head to 
 the wind, and the sails be taken aback, she may cast on the 
 other tack. When there is anchoring ground, the practice is 
 to let go the lee anchor, which may take the sails aback and 
 cast her. Then the ballast and cargo may be righted. 
 
 If there is no anchoring ground, a vessel may still be kept 
 head to the wind, by paying a chairf cable out of the lee 
 hawse-hole ; or by bending a hawser to a large spar, which 
 may be kept broadside-to by a span, to the centre of which the 
 hawser is bent. The same operation may be applied to a vessel 
 
82 LOSING A RUDDER. 
 
 overset, and is preferable to wearing by a hawser. Make fast 
 the hawser forward to the lee bow, carry the other end aft to 
 windward and bend it to the spar, and launch the spar over- 
 board. By this means, or by letting go an anchor, though 
 there be no bottom to be reached, a vessel may often be re- 
 covered. 
 
 LOSING A RUDDER. The first thing to be done on losing a 
 rudder, is to bring the ship to the wind by bracing up the after 
 yards. Meet her with the head yards, as she comes to. Take 
 in sail forward and aft, and keep her hove-to by her sails. A 
 vessel may be made to steer herself for a long time, by care- 
 fully trimming the yards and slacking up the jib sheets or 
 the spanker sheet a little, as may be required. 
 
 Having got the ship by the wind, get up a hawser, middle 
 it, and take a slack clove-hitch at the centre. Get up a cable, 
 reeve its end through this hitch, and pay the cable out over 
 the taffrail. Having payed out about fifty fathoms, jam the 
 hitch and rack it well, so that it cannot slip; pay out on the 
 cable until the hitch takes the water; then lash the cable to the 
 centre of the taffrail ; lash a spare spar under it across the 
 stern, with a block well secured at each end, through which 
 reeve the ends of the hawser, one on each quarter, and reeve 
 them again through blocks at the sides, abreast of the wheel. 
 By this, a ship may be steered until a temporary rudder can 
 be constructed. 
 
 A rudder may be fitted by taking a spare topmast, or other 
 large spar, and cutting it flat in the form of a stern-post. Bore 
 holes at proper distances in that part which is to be the fore 
 part of the preventer or additional stern-post ; then take the 
 thickest plank on board, and make it as near as possible into 
 the form of a rudder; bore holes at proper distances in the 
 fore part of it and in the after part of the preventer stern-post, 
 to correspond with each other, and reeve rope grommets 
 through those holes in the rudder and after part of the stern- 
 post, for the rudder to play upon. Through the preventer 
 stern-post, reeve guys, knd at the fore part of them fix tackles, 
 and then put the machine overboard. When it is in a proper 
 position, or in a line with the ship's stern-post, lash the upper 
 part of the preventer post to the upper part of the ship's stern- 
 

 SQUALL. MAN OVERBOARD. 83 
 
 post; then hook tackles at or near the main chains, and 
 bowse taut on the guys to confine it to the lower part of 
 the preventer stern-post. Having holes bored through the 
 preventer and proper stern-post, run an iron bolt through both, 
 (taking care not to touch the rudder,) which will prevent 
 the false stern-post from rising or falling. By the guys on 
 the after part of the rudder and tackles affixed to them, the ship 
 may be steered, taking care to bowse taut the tackles on the 
 preventer stern-post, to keep it close to the proper stern-post. 
 
 A SQUALL. If you see a squall approaching, take in the 
 light sails, stand by to clew down, and keep her off a lit- 
 tle, if necessary. If you are taken by one, unprepared, with 
 all sail set and close-hauled, put the helm hard up, lei go the 
 spanker sheet and outhaul, and the main sheet. Clew up royals 
 and topgallant sails, haul down flying-jib, haul up the main- 
 sail, and clew down the mizzen topsail. When you are before 
 the wind, clew down the topsail yards, and haul out the reef- 
 tackles. You may run before the squall until it moderates, 
 or furl the light sails, bring by the wind, and reef. 
 
 A MAN OVERBOARD.* The moment the cry is heard, put the 
 helm down and bring her up into the wind, whether she is on 
 the wind or free, and deaden her headway.' Throw overboard 
 instantly life buoys, or, if there are none at hand, take a grat- 
 ing, the carpenter's bench, or any pieces of plank or loose 
 spars there may be about decks ; and let two or three hands 
 clear away a quarter boat. The best plan is, if the vessel was 
 on the wind, to haul the mainsail up and brace aback the 
 after yards and raise the head sheets; then, having her main 
 yard aback, she will drift down directly toward the man. 
 Keep your head sails full to steady her, while the after ones 
 stop her headway. 
 
 If you are sailing free, with studdingsails set, clew up the 
 lower studdingsail, brace up the head yards, haul forward the 
 fore tack, and keep the head yards full, while you luff up to 
 back the after ones. Lower away the boat as soon as it is 
 safe, and, as the vessel will have turned nearly round, di- 
 rect the boat with reference to her position when the acci- 
 dent happened and her progress since. 
 
 * See Totten's Naval Text Book, Letter XX. 
 
84 COLLISION . HE AVING-TO . 
 
 COLLISION. If two vessels approach one another, both hav- 
 ing a free wind, each keeps to the right. That is, the one 
 with her starboard tacks aboard keeps on or luffs ; and the 
 other, if it is necessary to alter her course, keeps off. So, if 
 two vessels approach one another close-hauled on different 
 tacks, and it is doubtful which is to windward, the vessel on 
 the starboard tack keeps on her course, and the other gives 
 way and keeps off. That is, each goes to the right, and the 
 vessel with her starboard tacks aboard has the preference. 
 The only exception to this is, 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 beam ; then the vessel on the starboard tack must 
 give way, as she can do it more easily than the other. 
 
 Another rule is that if one vessel is going dead before the 
 wind and the other going free on the starboard tack, the lat- 
 ter must luff and go under the stern of the former. 
 
 CHAPTER XIV. 
 
 HEAVING-TO BY COUNTER-BRACING. SPEAKING. SOUNDING. 
 HEAVING THE LOG. 
 
 COUNTER-BRACING. This is done whenever, with a breeze, a 
 vessel wishes to remain stationary, for the purpose of speaking 
 another vessel, sounding, lowering a boat, or the like. If you do 
 not wish to stop your way entirely, haul up the mainsail, square 
 the main yards aback, keeping the fore and cross-jack yards 
 full, and the foresail, spanker and jib set. If you wish to stop 
 her way still more, back the cross-jack yards also, haul up the 
 foresail, and put the helm a-lee. She will then fall off and 
 come to, which you may regulate by the jib and spanker 
 sheets ; and she may be ranged a little ahead, or deadened, by 
 filling or backing the cross-jack yards. 
 
 You may, on the other hand, back the head yards and fill 
 
SPEAKING. SOUNDING. 85 
 
 the after yards. The former method is called heaving-to 
 with the maintopsail to the mast, and the latter, with the fore- 
 topsail to the mast. 
 
 SPEAKING. When two vessels speak at sea, the one to 
 windward heaves her maintopsail to the mast, and the one to 
 leeward her fore. This is in order that the weather one may 
 the more readily fill without falling off so as to run afoul of 
 the other, and that the lee one may box her head off and keep 
 clear of the ship to windward. The weather one either throws 
 all aback and drops astern, or fills her after yards and shoots 
 ahead. The lee one shivers her after yards and boxes off. 
 
 If the weather ship comes too near the lee one, before the 
 latter has time to wear, the weather ship squares her head 
 yards, drops her mainsail, braces her cross-jack yards sharp 
 aback, and puts her helm a-weather. This gives her sternway, 
 and the after sails and helm keep her to the wind. 
 
 If three vessels communicate at sea, the weather and mid- 
 dle ones back their main topsails, and the lee one her fore ; 
 then, in case of necessity, the weather one fills her after yards 
 and shoots ahead, the middle one throws all aback and drops 
 astern, and the lee one shivers her after sails and falls off. 
 
 SOUNDING. The marks upon the lead-lines have been given 
 previously, at page 17. To sound with the hand-lead, a man 
 stands in the weather main channels with a breast-rope secured 
 to the rigging, and throws the lead forward, while the vessel 
 has headway on. If the depth corresponds with the marks 
 upon the line, as if it is 5, 7, or 10 fathoms, he calls out, " By 
 the mark five ! " &c. If it is a depth the fathoms of which have 
 no mark upon the line, as 6, 8, or 9, he calls out, " By the 
 deep six ! " &c. If he judges the depth to be a quarter or a half 
 more than a particular fathom, as, for instance, 5, he calls out, 
 "And a quarter," or, "And a half, five ! " &c. If it is 5 and 
 three quarters, he would say, " Quarter less six ! " and so on. 
 
 To SOUND BY THE DEEP-SEA-LEAD. Have the line coiled 
 down in a tub or rack, clear for running, abreast of the main 
 rigging. Carry the end of the line forward on the weather 
 side, outside of everything, to the cathead or the spritsail yard- 
 arm, and bend it to the lead, which must be armed with tal- 
 low. One man holds the lead for heaving, and the others 
 
86 SOUNDING. HEAVING THE LOG. 
 
 range themselves along the side, at intervals, each with a coil 
 of the line in his hand. An officer, generally the chief mate, 
 should stand by to get the depth. All being ready, the word 
 is given, " Stand by ! Heave!" As soon as the man heaves 
 the lead, he calls out, " Watch, ho ! Watch ! " and each man, 
 as the last fake of the coil goes out of his hand, repeats, 
 " Watch, ho ! Watch ! " The line then runs out until it brings 
 up by the lead's being on bottom, or until there is enough out 
 to show that there is no bottom to be reached. The officer 
 notes the depth by the line, which is then snatched, and the 
 men haul it aboard, and coil it away fair. If the lead has 
 been on the bottom, the arming of tallow will bring up some 
 of it ; by which the character of the soundings may be ascer- 
 tained. 
 
 The soundings, however, cannot be taken until the vessel's 
 way has been stopped or deadened. For this purpose, before 
 heaving the lead, either luff up and keep all shaking, or brace 
 aback the main or mizzen topsail, or both, according to your 
 headway, keeping the head yards full. If you are going free 
 with studdingsails set, you may clew up the lower and boom- 
 end the topmast studdingsails, bring her up to the wind, and 
 keep the sails lifting, without getting them aback. 
 
 It has been laid down as a rule, that if the vessel sags much 
 to leeward, as when under short sail in a gale of wind, pass the 
 line from the weather side round the stern, clear of everything, 
 and heave the lead from the lee side ; otherwise she would leave 
 the lead too far to windward for measurement, or for recover- 
 ing it again. But in this mode there is great danger of the 
 line getting caught on the bottom or at the rudder-heel. It 
 must be very deep water if a vessel cannot be managed so as 
 to get soundings to windward. 
 
 HEAVING THE LOG. One man holds the log-reel, upon which 
 the log-line is wound, another holds the glass, and the offi- 
 cer squares the chip ; and, having coiled up a little of the stray 
 line, he throws the chip overboard astern, or from the lee quarter. 
 As he throws the chip, he calls out, " Watch ! " To which the 
 man with the glass answers, " Watch." As soon as the mark 
 for the stray-line goes off the reel, he calls out, " Turn ! " and 
 the man turns the glass, answering, " Turn," or " Done," 
 
COMING TO ANCHOR. 87 
 
 The instant the sand has run out, he calls, " Out ! " or " Stop ! " 
 and the officer stops the line and notes the marks. It is then 
 wound up again on the reel. 
 
 
 CHAPTER XV. 
 
 COMING TO ANCHOR. 
 
 Getting ready for port. Coming to anchor, close-hauled free. Moor 
 ing. Flying moor. Clearing hawse. To anchor with a slip-rope. 
 Slipping a cable. Coming-to at a slipped cable. 
 
 G-ETTING READY FOR PORT. Get your anchors off the hows, 
 and let them hang by the cat-stoppers and shank-painters. 
 Bend your cables and overhaul a few ranges forward of the 
 windlass, according to the depth of the anchorage and the 
 strength of the tide or wind, and range the remainder that 
 you expect to use along the decks, abaft the windlass. Have 
 the boats ready for lowering, and a spare hawser, with some 
 stout rope for kedging or warping, at hand, coiled on the 
 hatches. 
 
 COMING TO ANCHOR. If you have the wind free and all sail 
 set, take in your studdingsails, make them up and stow them 
 away, rig in the booms and coil away the gear, and have all 
 ready in good season. You may then, as you draw in toward 
 the anchorage, take in your royals and flying jib, furling the 
 royals if you have time. The topgallant sails are next taken 
 in, and the foresail hauled up. The topgallant sails may be 
 furled or not, according to the strength of the wind and the 
 number of hands. If you are before the wind, your mainsail 
 will be hauled up, or, if the sheet is aft, haul up the lee clew- 
 garnet. Get your ship under her topsails, jib and spanker. 
 When near the ground, clew up the fore and main topsails, 
 put the helm down, haul down the jib and flatten in the 
 
88 MOORING. 
 
 spanker. If you have too much headway, back the mizzen 
 topsail. Cock-bill your anchor and stream the buoy. When 
 she has lost her headway, let go the anchor. Let hands stand 
 by to give her chain, as she needs it. 
 
 If you come into anchoring ground close-hauled, haul in 
 the weather fore and main braces, and clew up. If the wind 
 is light, you may square the fore and main yards before clew- 
 ing up. This will deaden her way. If the wind is fresh, it 
 would make it difficult to clew up the sails. Haul down the 
 jib, and come to by the spanker, or mizzen topsail and spank- 
 er. If the wind is light, she may need the mizzen topsail ; 
 if not, it may be taken in, and she may be brought to by the 
 spanker. If she has too much headway or there is a tide set- 
 ting her in, throw all aback. 
 
 MOORING. A vessel is said to be moored when she rides 
 with more than one anchor, in different directions. The com- 
 mon method of mooring is, when you have come to with one 
 anchor, to pay out chain and let her drop astern until you 
 have out double the scope you intend to ride by. Then let go 
 your other anchor. Slack up the cable of the latter anchor, 
 and heave in on that of the first, until you have the same scope 
 to each anchor. You may also moor by lowering the anchor 
 and lashing it to the stern of the long boat, and coiling away 
 the full scope in the bottom of the boat. You may then pull 
 off and pick out your own berth, and let go. 
 
 If you wish to drop your second anchor in any other place 
 than directly to leeward of the first, you may, without using 
 your long boat, warp the vessel over the berth intended for 
 your second anchor. 
 
 You should always moor so that you may ride with an 
 open hawse in the direction from which you are liable to the 
 strongest winds. If you have chain cables, you may moor 
 with both cables bent to a swivel just clear of the hawse 
 hole, one chain coming in-board. In moderate weather, 
 and where you are not in a strong tide-way, it will generally 
 be sufficient to let go one anchor, since, if you have out a 
 good scope of chain, you will ride by the bight of it, and it 
 will require a very heavy blow to bring a strain upon the 
 anchor. 
 
MOORING. CLEARING HAWSE* 89 
 
 In mooring, you should always have a shackle near the 
 hawse-hole, for clearing hawse. If it is just abaft the wind- 
 lass, it will be convenient in case you wish to slip your cable. 
 
 A FLYING MOOR sometimes called a RUNNING MOOR. Have 
 both anchors ready for letting go, with double the scope of 
 chain you intend to ride by ranged for the \Veather anchor, 
 and the riding scope of the lee chain. There are two ways of 
 making a flying moor. One is to clew up everything and let 
 go the first anchor while she has sufficient headway to run 
 out the whole double range. When it is all out, or just be- 
 fore, luff sharp up, brace aback to stop her way, and let go the 
 other anchor. Then heave in on the first and light out on 
 the second, until there is the same scope to each. This mode 
 is almost impracticable in a merchant vessel, where there is 
 but one deck, and where the chain may have to be paid out 
 over a windlass, since the headway would in most cases be 
 soon stopped. 
 
 The other mode is, to lay all flat aback, and the moment 
 the headway ceases, let go your first anchor, paying out chain 
 as she drops astern, until double your riding scope is out. 
 Then let go your second anchor and heave in on the first. 
 
 CLEARING HAWSE. When a vessel is moored she may 
 swing so as to get a foul hawse ; that is, so as to bring one 
 cable across the other. If one cable lies over the other, it is 
 called a cross. When they make another cross, it is called 
 an elbow. Three crosses make a round turn. The turns 
 may be kept out of a cable by tending the vessel when she 
 swings, and casting her stern one side or the other, by the 
 helm, jib and spanker. To clear hawse, trice the slack cable 
 up by a line or a whip purchase and hook, below the turns. 
 Lash the two cables together just below the lowest turn. 
 Pass a line round the cable from outside, following each turn, 
 and in through the hawse-hole of the slack cable, and bend it 
 to the shackle* Unshackle and bend a line to the end. 
 Rouse the cable out through the hawse-hole, slacking up on 
 the end line, and tricing up if necessary. Take out the turns 
 by the first line passed in, and haul in again on the end line. 
 Shackle the chain again, heave taut, and cast off the lashings. 
 
 To ANCHOR WITH A SLIP-ROPE. This is necessary when 
 8* 
 
90 SLIPPING. 
 
 you are lying in an open road-stead, where you must stand 
 out to sea upon a gale coming up, without taking time to 
 get your anchor. You must ride at one anchor. Having 
 come to, take a hawser round from the quarter on the same 
 side with your anchor, outside of everything, and bend its end 
 to the cable just below the hawse-hole. Have a buoy triced 
 up forward, clear of everything and carry the buoy-rope in 
 through the hawse-hole, and round the windlass, with three 
 turns, (the first turn being outside the others,) and bend it to the 
 shackle which is to be cast off when the cable is slipped. 
 Have another buoy bent to the end of the hawser which is 
 to be used for the slip-rope. 
 
 To SLIP A CABLE. "When ready to slip, everything having 
 been prepared as above, unshackle the chain abaft the wind- 
 lass, and hoist the topsails, reefed, if necessary. Stream the 
 buoy for the end of the chain, and that at the end of the slip- 
 rope aft. Take good turns with the slip-rope round the 
 timber-heads, at the quarter. Hoist the fore topmast staysail 
 and back the fore topsail, hauling in the braces on the same 
 side with the cable, so that she may cast to the opposite side. 
 Fill the after yards, and let go the end of the cable. Hold on 
 to the slip-rope aft, until her head is fairly off; then let go, 
 brace full the head yards, and set the spanker. 
 
 COMING-TO AT A SLIPPED CABLE. Keep a lookout for your 
 buoys. Having found them, heave-to to windward of 
 them, send a boat with a strong warp and bend it to the 
 slip-rope buoy, take the other end to the capstan and walk 
 the ship up to the buoy. Take the slip-rope through the 
 chock, forward, and heave on it until you get the chain, where 
 the slip-rope was bent to it, under foot. Make well fast the 
 slip-rope, then fish the buoy at the end of the chain, haul up 
 on that buoy-rope, and get the end of the chain. Rouse it in 
 through the hawse-hole and shackle it. Heave taut, until the 
 bend of the slip-rope is above the water, then take the other 
 enl round aft and make it fast at the quarter-port again. 
 Pass in the buoy-rope for the end of the chain, and you are all 
 ready for slipping again. 
 
GETTING UNDER WAT. 01 
 
 / 
 
 CHAPTER XVI. 
 
 GETTING UNDER WAY. 
 
 To unmoor. Getting under way from a single anchor. To cat and fish. 
 To get under way with a wind blowing directly out, and riding head to 
 it ; with a rock or shoal close astern ; when riding head to wind and 
 tide, and to stand out close-hauled ; wind-rode, with a weather tide 5 
 tide-rode, casting to windward; tide-rode, wearing round. 
 
 UNMOOR. Pay out on your riding cable, heaving in the 
 slack of the other. When the other is short, trip it, cat and 
 fish, and heave in on your riding cable. Instead of this 
 method, the anchor which you are not riding by may be 
 weighed, if it is a small one, by the long boat. Send the 
 long boat out over the anchor, take aboard the buoy-rope, 
 carrying it over the roller in the boat's stern, or through the 
 end of a davit, clap the watch-tackle to it, and weigh it out 
 of the ground. This done, and the buoy-rope and tackle 
 secured to the boat, heave in on the chain on board, which 
 will bring the anchor alongside, the boat approaching at the 
 same time. When under the bow, cast off the fasts to the 
 boat, heave up the anchor, cat and fish. 
 
 GETTING UNDER WAT FROM A SINGLE ANCHOR. It is the 
 duty of the chief mate to see all ready forward for getting 
 under way ; the rigging fair for making sail, the cat and fish- 
 tackles rove, and the fish-davit at hand. Heave short on your 
 chain and pawl the windlass. Loose all the sails, if the wind 
 is light, and sheet home and hoist up topsails, topgallant sails, 
 and royals. If there is a stiff breeze, set topsails alone, whole 
 or reefed. You should always, if it will answer, cast on the 
 opposite side from your anchor ; that is, if you are riding by 
 your starboard anchor, cast to port. Brace your head yards 
 aback and your after yards full, for the tack you mean to cast 
 upon. The sails being set, man the windlass again, give her 
 a sheer with the helm, and trip your anchor. The mate re- 
 
92 GETTING UNDER WAT. 
 
 ports when it is away. As soon as it is away, hoist the jib. 
 The fore topsail aback will pay her head off. Put the helm 
 for stern-board. When her head is off enough, fill away the 
 head yards and haul out the spanker, shifting the helm for 
 headway. Trim the yards for your course, and make sail on 
 her. If the wind is light and the sea smooth, you may cat 
 and fish your anchor after you get under way ; but it is best 
 in a rough sea to keep the vessel hove-to until the anchor 
 is catted and fished. 
 
 To CAT AND FISH AN ANCHOR. When the anchor is lifted 
 and brought under foot, pawl the windlass, keeping a good 
 hold on the chain. Overhaul down the cat-block and hook it 
 to the ring of the anchor. Stretch along the cat-fall and let 
 all hands tally on. Set taut on the cat-tackle and pay out a 
 little chain. Hoist away the anchor to the cat-head, and 
 belay the fall. Pass the cat-stopper through the ring of the 
 anchor, through the chock, belay it to the cat-tail, and seize 
 it to its own part. Overhaul down the fish-tackle, hook the 
 lower block to the pennant, and hook the fish-hook to the 
 inner fluke of the anchor. Rig out your fish-davit across the 
 forecastle, and put the bight of the pennant into the sheave- 
 hole. Get a guy over it, near the outer end, to keep it down, 
 and another at the inner end, to keep it out. Get the shoe 
 over the side, to fend off the bill of the anchor. Hoist the 
 fluke well up, pass the shank-painter under the inner arm 
 and shank, bring it inboard, and belay and stop it to the 
 timber-heads. Rig in the davit, unreeve the cat-fall and fish- 
 tacide. 
 
 A vessel may sometimes be got under way to advantage 
 with the jib and spanker; particularly if the wind is blowing 
 directly out of the harbor. Heave the anchor up at once. 
 When it has broken ground, hoist the jib, and, as she pays off, 
 haul out the spanker. Keep her -under this sail until the 
 anchor is catted and fished, then make sail and stand out. 
 
 TO GET UNDER WAY, WITH A WIND BLOWING DIRECTLY OUT, 
 
 AND RIDING HEAD TO IT. Suppose the ship to have her star- 
 board anchor down. Heave short and clear away the jib, and 
 put the helm to port. Heave again until the anchor is up to 
 the bows. Cat and fish. When the anchor is a-weigh, hoist the 
 
GETTING UNDER WAY. 93 
 
 jib. Let her pay off under the jib. When she gathers head- 
 way, shift the helm, and let fall the sails. When she gets 
 before it, sheet home and hoist the topsails, set the foresail, 
 and haul down the jib. Make sail aloft. 
 
 To GET UNDER WAY, RIDING HEAD TO THE WIND, WITH A ROCK 
 
 OR SHOAL CLOSE ASTERN. Supposi you wish to cast the ship 
 on the starboard tack. Heave in a safe scope on the chain, 
 and run out a kedge with a hawser from the starboard bow. 
 Cast off the yard-arm gaskets and mast-head the topsails, 
 keeping the bunts fast. Heave taut on the hawser, and brace 
 the yards up for the starboard tack fore and aft, hauling the 
 jib sheet to windward. Heave up the anchor, taking in the 
 slack of the hawser, cat it, pass the stopper, and have all ready 
 for letting go. Haul ahead on the hawser, and as soon as the 
 kedge is short a-peak or comes home, sheet home the topsails, 
 run up the jib, and put the helm a-starboard. As soon as 
 the jib fills, run the kedge up and take it in. When the 
 topsails take and she gathers headway, draw the jib, set the 
 spanker, board fore and main tacks, haul aft sheets, and right 
 the helm. If she falls off too rapidly when the topsails take, 
 give her the spanker and mainsail, easing off the jib sheet. 
 When she comes to, haul aft the jib sheet and board the fore 
 tack. If, when the kedge is a-weigh, she falls off on the 
 wrong side, let go the anchor. 
 
 To GET UNDER WAY, RIDING HEAD TO WIND AND TIDE, AND TO 
 
 STAND OUT CLOSE-HAULED. Suppose you wish to cast to port. 
 Heave short, keeping the helm a-starboard. Set the topsails. 
 Brace up the after yards for the starboard tack, and back the 
 head yards. Man the windlass and heave up the anchor. 
 When the anchor is a-weigh, hoist the jib. When she has 
 payed off sufficiently, fill away the head yards, shift the helm 
 for headway, set the spanker, and make sail. Cat and fish, 
 either before or after filling away. 
 
 If you have no room to cast on either side, but have a vessel 
 on each quarter, heave short, set the topsails, jib, and spanker, 
 brace all the yards half up for the starboard tack, weigh the 
 anchor, and put the helm to port. The tide acting on 
 the rudder will sheer her head to starboard. When the 
 
94 GETTING UNDER WAY. 
 
 sails take aback and give her stern way, the rudder and after 
 sails will act against the head sails, and she will drift fairly 
 down between the two vessels. Keep her off or to, by the 
 spanker and jib. When you are clear, cast to port; or, 
 haul up the spanker, shiver the after yards, and let her go off 
 before it. 
 
 To GET UNDER WAY WIND-RODE, WITH A WEATHER TIDE; 
 
 that is, a tide setting to windward. Suppose you wish to 
 cast to port. Heave short, loose the sails, and set the top- 
 sails. Square the after yards, and haul in the starboard head- 
 braces. Heave again, and, when you are a-weigh, put the 
 helm to port and hoist the jib. When she has payed off 
 enough, fill away the head yards and shift the helm for head- 
 way. 
 
 To GET UNDER WAY, TIDE-RODE, CASTING TO WINDWARD. 
 
 Suppose the wind to be a little on the starboard bow, and you 
 wish to cast to starboard, standing out on the larboard tack. 
 Having hove short and set the topsails, brace up the after yards 
 for the larboard tack, and brace the head yards aback. Weigh 
 the anchor, keeping your helm to port, and hauling the 
 spanker boom well over to starboard. When she comes head 
 to the wind, hoist the jib, with the sheet to port. Shift the 
 helm for stern way. As she falls off, draw the jib, fill the 
 head yards, and shift the helm for headway. 
 
 To GET UNDER WAY, TIDE -RODE, WEARING ROUND. Suppose 
 
 you have the wind on your starboard quarter, and are obliged 
 to wear her round and stand out on the larboard tack. Set 
 the topsails, square the head yards, and shiver the after yards. 
 When the anchor is a-weigh, put the helm hard a-starboard, 
 and give her the foresail, if necessary. Having headway, 
 she will go round on her keel, and you may proceed as in 
 wearing. 
 
 If a vessel is in a confined situation, without room to cast 
 by her sails or by the tide, she may be cast by a spring upon 
 her cable, leading in at that which will be the weather 
 quarter. The spring may be bent to the ring of the anchor 
 before it is let go, or it may be seized to the cable just outside 
 the hawse-hole, 
 
GETTING UNDER WAY. 95 
 
 It will be remembered tbat when a vessel is riding head 
 to the tide, the helm is to be put as though she had headway; 
 and when the tide sets from astern, as though she had stern- 
 way. But you should be reminded that when you have the 
 wind and tide both ahead, if the vessel, after you weigh you*" 
 anchor, goes astern faster then the current, the helm must bf 
 used as for stern-board. 
 
 
DICTIONARY OF SEA TERMS. 
 
 ABACK. The situation of the sails when the wind presses their surfaces 
 
 against the mast, and tends to force the vessel astern. 
 ABAFT. Toward the stern of a vessel. 
 ABOARD. Within a vessel. 
 ABOUT. On the other tack. 
 ABREAST. Alongside of. Side by side. 
 ACCOMMODATION. (See LADDER.) 
 A-COCK-BILL. The situation of the yards when they are topped up at 
 
 an angle with the deck. The situation of an anchor when it 
 
 hangs to the cathead by the ring only. 
 ADRIFT. Broken from moorings or fasts. Without fasts. 
 AFLOAT. Resting on the surface of the water. 
 AFORE. Forward. The opposite of abaft. 
 AFT AFTER. Near the stern. 
 AGROUND. Touching the bottom. 
 AHEAD. In the direction of the vessel's head. Wind ahead is from the 
 
 direction toward which the vessel's head points. 
 A-HULL. The situation of a vessel when she lies with all her sails 
 
 furled and her helm lashed a-lee. 
 
 A-LEE. The situation of the helm when it is put in the opposite direc- 
 tion from that in which the wind blows. 
 ALL-ABACK. When all the sails are aback. 
 ALL HANDS. The whole crew. 
 ALL IN THE WIND. When all the sails are shaking. 
 ALOFT. Above the deck. 
 ALOOF. At a distance. 
 AMAIN. Suddenly. At once. 
 AMIDSHIPS. In the centre of the vessel ; either with reference to her 
 
 length or to her breadth. 
 ANCHOR. The machine by which, when dropped to the bottom, the 
 
 vessel is held fast. 
 ANCHOR-WATCH. (See WATCH.) 
 AN-END. When a mast is perpendicular to the deck. 
 A-PEEK. When the cable is hove taut so as to bring the vessel nearly 
 
 over her anchor. The yards are a-peek when they are topped up 
 
 by contrary lifts. VVv 
 
 APRON. A piece of timber fixed behind the lower part of the stem, just 
 
 above the fore end of the keel. A covering to the vent 6r lock 
 
 of a cannon. 
 ARM. YARD-ARM. The extremity of a yard. Also, the lower part of an 
 
 anchor, crossing the shank and terminating in the flukes. 
 ARMING. A piece of tallow put in the cavity and over the bottom of a 
 
 lead-line. 
 
 A-STERN. In the direction of the stern. The opposite of ahead. 
 A-TAUNT. (See TAUNT.) 
 
A~ - (X 
 
 u/r 
 
DICTIONARY OF SEA TERMS. 97 
 
 ATHWART. Across. 
 
 Athwart- ships. Across the line of the vessel's keel. 
 Athwart- hawse. Across the direction of a vessel's head. Across 
 her cable. 
 
 ATHWART-SHIPS. Across the length of a vessel. In opposition to fore- 
 and-aft. 
 
 A-TRIP. The situation of the anchor when it is raised clear of the 
 ground. The same as a-weigh. 
 
 AVAST, or 'VAST. An order to stop ; as, "Avast heaving ! " 
 
 A-WEATHER. The situation of the helm when it is put in the direction 
 from which the wind blows. 
 
 A-WEIGH. The same as a-trip. 
 
 AWNING. A covering of canvass over a vessel's deck, or over a boat, 
 to keep off sun or rain. 
 
 BACK. To back an anchor, is to carry out a smaller one ahead of the 
 one by which the vessel rides, to take off some of the strain. 
 To back a sail, is to throw it aback. 
 To back and Jill, is alternately to back and fill the sails. 
 
 BACKSTAYS. Stays running from a masthead to the vessel's side, 
 slanting a little aft. (See STAYS.) 
 
 BAGPIPE. To bagpipe the mizzen, is to lay it aback by bringing the 
 sheet to the weather mizzen rigging. 
 
 BALANCE-REEF. A reef in a spanker or fore-and-aft mainsail, which 
 runs from the outer head-earing, diagonally, to the tack. It is 
 the closest reef, and makes the sail triangular, or nearly so. 
 
 BALE. To bale a boat, is to throw water out of her. 
 
 BALLAST. Heavy material, as iron, lead, or stone, placed in the bot- 
 tom of the hold, to keep a vessel from upsetting. 
 To freshen ballast, is to shift it. Coarse gravel is called shingle 
 ballast. 
 
 BANK. A boat is double banked when two oars, one opposite the other, 
 are pulled by men seated on the same thwart. 
 
 BAR. A bank or shoal at the entrance of a harbor. 
 
 Capstan-bars are heavy pieces of wood by which the capstan is 
 hove round. 
 
 BARE-POLES. The condition of a ship when she has no sail set. 
 
 BARGE. A large double-banked boat, used by the commander of a 
 vessel, in the navy. 
 
 BARK, or BARQUE. (See PLATE 4.) A three-masted vessel, having her 
 fore and main masts rigged like a ship's, and her mizzen mast 
 like the main mast of a schooner, with no sail upon it but a 
 spanker, and gaff topsail. 
 
 BARNACLE. A shell-fish often found on a vessel's bottom. 
 
 BATTENS. Thin strips of wood put around the hatches, to keep the 
 tarpaulin down. Also, put upon rigging to keep it from chafing. 
 A large batten widened at the end, and put upon rigging, is 
 called a Scotchman. 
 
 BEACON. A post or buoy placed over a shoal or bank to warn vessels 
 off. Also as a signal-mark on land. 
 
 BEAMS. Strong pieces of timber stretching across the vessel, to sup- 
 port the decks. 
 On the weather or lee beam, is in a direction to windward or 
 
 leeward, at right angles with the keel. 
 
 On beam-ends. The situation of a vessel when turned over so 
 that her beams are inclined toward the vertical. 
 
 BEAR. An object bears so and so, when it is in such a direction from 
 the person looking. 
 9 
 
98 DICTIONARY OF SEA TERMS. 
 
 To bear down upon a vessel, is to approach her from the windward. 
 To bear up, is to put the helm up and keep a vessel off from her 
 
 course, and move her to leeward. 
 
 To bear away, is the same as to bear up ; being applied to the ves- 
 sel instead of to the tiller. 
 To bear-a-hand. To make haste. 
 
 BEARING. The direction of an object from the person looking. The 
 bearings of a vessel, are the widest part of her below the 
 plank-shear. That part of her hull which is on the water-line 
 when she is at anchor and in her proper trim. 
 
 BEATING. Going toward the direction of the wind, by alternate tacks. 
 BECALM. To intercept the wind. A vessel or highland to windward 
 
 is said to becalm another. So one sail becalms another. 
 BECKET. A piece of rope placed so as to confine a spar or another 
 rope. A handle made of rope, in the form of a circle, (as the 
 handle of a chest,) is called a becket. 
 BEES. Pieces of plank bolted to the outer end of the bowsprit, to reeve 
 
 the foretopmast stays through. 
 BELAY. To make a rope fast by turns round a pin or coil, without 
 
 hitching or seizing it. 
 BEND. To make fast. 
 
 To bend a sail, is to make it fast to the yard. 
 To bend a cable, is to make it fast to the anchor. 
 A bend, is a knot by which one rope is made fast to another. 
 BENDS. (See PLATE 3.) The strongest part of a vessel's side, to 
 which the beams, knees, and foot-hooks are bolted. The part 
 between the water's edge and the bulwarks. 
 BENEAPED. (See NEAPED.) 
 BENTICK SHROUDS. Formerly used, and extending from the futtock- 
 
 staves to the opposite channels. 
 
 BERTH. The place where a vessel lies. The place in which a man sleeps. 
 BETWEEN-DECKS. The space between any two decks of a ship. 
 BIBBS. Pieces of timber bolted to the hounds of a mast, to support the 
 
 trestle-trees. 
 
 BIGHT. The double part of a rope when it is folded ; in contradistinction 
 from the ends. Any part of a rope may be called the bight, ex- 
 cept the ends. Also, a bend in the shore, making a small bay or 
 inlet. 
 
 BILGE. That part of the floor of a ship upon which she would rest if 
 aground ; being the part near the keel which is more in a hori- 
 zontal than a perpendicular line. 
 Bilge-ways. Pieces of timber bolted together and placed under 
 
 the bilge, in launching. 
 Bilged. When the bilge is broken in. 
 Bilge Water. Water which settles in the bilge. 
 Bilge. The largest circumference of a cask. 
 BILL. The point at the extremity of the fluke of an anckoi*- 
 
 BlLLET-HEAD. (See HEAD.) 
 
 BINNACLE. A box near the helm, containing the compass. 
 
 BITTS. Perpendicular pieces of timber going through the deck, placed to 
 
 secure anything to. The cables are fastened to them, if there is 
 
 no windla'ss. There are also bitts to secure the windlass, and 
 
 on each side of the heel of the bowsprit. 
 
 BITTER, or BITTER-END. That part of the cable which is abaft the bitts. 
 BLACKWALL HITCH. (See PLATE 5 and page 49.) 
 BLADE. The flat part of an oar, which goes into the water. 
 BLOCK. A piece of wood with sheaves, or wheels, in it, through which 
 
 the running rigging passes, to add to the purchase. (See page 53.) 
 
wtrotsC lii^ttd 
 
DICTIONARY OF SEA l^RMS. 99 
 
 BLUFF. A bluff-bowed or bluff-headed vessel is one which is full and 
 
 square forward. 
 
 BOARD. The stretch a vessel makes upon one tack, when she is beating. 
 Stern-board. When a vessel goes stern foremost. 
 By the board. Said of masts, when they fall over the side. 
 BOAT-HOOK. An iron hook with a long staff, held in the hand, by 
 
 which a boat is kept fast to a wharf, or vessel. 
 BOATSWAIN. (Pronounced 6o-s'n.) A warrant officer in the navy, who 
 
 has charge of the rigging, and calls the crew to duty. ^ 
 BOBSTAYS. Used to confine the bowsprit down to the stem or cutwater. 
 BOLSTERS. Pieces of soft wood, covered with canvass, placed on the 
 
 trestle-trees, for the eyes of the rigging to rest upon. 
 BOLTS. Long cylindrical bars of iron or copper, used to secure or unite 
 
 the different parts of a vessel. 
 BOLT-ROPE. The rope which goes round a sail, and to which the canvass 
 
 is sewed. 
 BONNET. An additional piece of canvass attached to the foot of a jib, 
 
 or a schooner's foresail, by lacings. Taken off in bad weather. 
 BOOM. A spar used to extend the foot of a fore-and-aft sail or studding- 
 sail. 
 
 Boom-irons. Iron rings on the yards, through which the studding- 
 sail booms traverse. 
 
 BOOT-TOPPING. Scraping off the grass, or other matter, which may be 
 on a vessel's bottom, and daubing it over with tallow, or some 
 mixture. 
 
 BOUND. Wind-bound. When a vessel is kept in port by a head wind. 
 Bow. The rounded part of a vessel, forward. 
 BOWER. A working anchor, the cable of which is bent and reeved 
 
 through the hawse-hole. 
 
 Best bower is the larger of the two bow'ers. (See page 16.) 
 BOW-GRACE. A frame of old rope or junk, placed round the bows and 
 
 sides of a vessel, to prevent the ice from injuring her. 
 BOWLINE. (Pronounced bo-lin.) A rope leading forward from the leech 
 of a square sail, to keep the leech well out when sailing close- 
 hauled. A vessel is said to be on a bowline, or on a taut bowline, 
 when she is close-hauled. 
 Bowline-bridle. The span on the leech . of the sail to which the 
 
 bowline is toggled. 
 
 Bowline-knot. (See PLATE 5 and page 49.) 
 BOWSE. To pull upon a tackle. 
 BOWSPRIT. (Pronounced bo-sprit.) A large and strong spar, standing 
 
 from the bows of a vessel. (See PLATE 1.) 
 
 BOX-HAULING. Wearing a vessel by backing the head sails. (See page 75. ) 
 Box. To box the compass, is to repeat the thirty-two points of the com- 
 pass in order. 
 BRACE. A rope by which a yard is turned about. 
 
 To brace a yard, is to turn it about horizontally. 
 
 To brace up, is to lay the yard more fore-and-aft. 
 
 To brace in, is to lay it nearer square. 
 
 To brace aback. (See ABACK.) 
 
 To brace to, is to brace the head yards a little aback, in tacking or 
 
 wearing. 
 BRAILS. Ropes by which the foot or lower corners of fore-and-aft sails 
 
 are hauled up. 
 
 BRAKE. The handle of a ship's pump. 
 BREAK. To break bulk, is to begin to unload. 
 
 To break ground, is to lift the anchor from the bottom. 
 
 To break shear, is when a vessel, at anchor, in tending, is forced 
 
100 DICTIONARY OF SEA TERMS. 
 
 the wrong way by the wind or current, so that she does not lie 
 so well for keeping herself clear of her anchor. 
 
 BREAKER. A small casK containing water. 
 
 BREAMING. Cleaning a ship's bottom by burning. 
 
 BREAST-FAST. A rope used to confine a vessel sideways to a wharf, or 
 to some other vessel. 
 
 BREAST-HOOKS. Knees placed in the forward part of a vessel, across the 
 stem, to unite the bows on each side. (See PLATE 3.) 
 
 BREAST-ROPE. A rope passed round a man in the chains, while sounding. 
 
 BREECH. The outside angle of a knee-timber. The after end of a gun. 
 
 BREECHING. A strong rope used to secure the breech of a gun to the 
 ship's side. 
 
 BRIDLE. Spans of rope attached to the leeches of square sails, to which 
 
 the bowlines are made fast. 
 Bridle-port. The foremost port, used for stowing the anchors. 
 
 BRIG. A square-rigged vessel, with two masts. An hermaphrodite brig- 
 has a brig's foremast and a schooner's mainmast. (See PLATE 4.) 
 
 BROACH-TO. To fall off so much, when going free, as to bring the wind 
 round on the other quarter and take the sails aback. 
 
 BROADSIDE. The whole side of a vessel. 
 
 BROKEN-BACKED. The state of a vessel when she is so loosened as to 
 droop at each end. 
 
 BUCKLERS. Blocks of wood made to lit in the hawse-holes, or holes in 
 the half-ports, when at sea. Those in the hawse-holes are 
 sometimes called hawse-blocks. 
 
 BULGE. (See BILGE.) 
 
 BULK. The whole cargo when stowed. 
 
 Stowed in bulk, Is when goods are stowed loose, instead of being 
 stowed in casks or bags. (See BREAK BULK.) 
 
 BULK HEAD. Temporary partitions of boards to separate different parts 
 of a vessel. 
 
 BULL. A sailor's term for a small keg, holding a gallon or two. 
 
 BULL'S EYE. (See page 53.) A small piece of stout wood with a hole 
 in the centre for a stay or rope to reeve through, without any 
 sheave, and with a groove round it for the strap, which is usual- 
 ly of iron. Also, a piece of thick glass inserted in the deck 
 to let light below. 
 
 BULWARKS. The wood work round a vessel, above her deck, consisting 
 of boards fastened to stanchions and timber-heads. 
 
 BUM-BOATS. Boats which lie alongside a vessel in port with provi- 
 sions and fruit to sell. 
 
 BUMPKIN. Pieces of timber projecting from the vessel, to board the fore 
 tack to ; and from each quarter, for the main brace-blocks. 
 
 BUNT. The middle of a sail. 
 
 BUNTINE. (Pronounced buntin.) Thin woollen stuff of which a ship's 
 colors are made. 
 
 BUNTLINES. Ropes used for hauling up the body of a sail, 
 
 BUOY. A floating cask, or piece of wood, attached by a rope to an anchor, 
 to show its position. Also, floated over a shoal, or other dan- 
 gerous place as a beacon. 
 To stream a baoy, is to drop it into the water before letting go the 
 
 anchor. 
 
 A buoy is said to watch, when it floats upon the surface of the 
 water. 
 
 BURTON. A tackle, rove in a particular manner. 
 
 A single Spanish burton has three single blocks, or two single 
 
 blocks and a hook in the bight of one of the running parts. 
 A double Spanish burton has three double blocks. (See page 54.) 
 
DICTIONARY OF SEA TERMS. 101 
 
 BUTT. The end of a plank where it unites with the end of another. 
 
 Scuttle-butt. A cask with a hole cut in its bilge, and kept on deck 
 to hold water for daily use. 
 
 BUTTOCK. That part of the convexity of a vessel abaft, under the stern, 
 contained between the counter above and the after part of the 
 bilge below, and between the quarter on the side and the stern- 
 post. (See PLATE 3.) 
 
 BY. By the head. Said of a vessel when her head is lower in the water 
 
 than her stern. If her stern is lower, she is by the stern. 
 By ike lee. (See LEE. See RUN.) 
 
 CABIN. The after part of a vessel, in which the officers live. 
 
 CABLE. A large, strong rope, made fast to the anchor, by which the 
 vessel is secured. It is usually 120 fathoms in length. 
 
 CABLE-TIER. (See TIER.) 
 
 CABOOSE. A house on deck, where the cooking is done. Commonly 
 called the Galley. 
 
 CALK. (See CAULK.) 
 
 CAMBERED. When the floor of a vessel is higher at the middle than to- 
 wards the stem and stern. 
 
 CAMEL. A machine used for lifting vessels over a shoal or bar. 
 
 CAMFERING. Taking off an angle or edge of a timber. 
 
 CAN-HOOKS. Slings with flat hooks at each end, used for hoisting barrels 
 or light casks, the hooks being placed round the chimes, and the 
 purchase hooked to the centre of the slings. Small ones are 
 usually wholly of iron. 
 
 CANT-PIECES. Pieces of timber fastened to the angles of fishes and side- 
 trees, to supply any part that may prove rotten. 
 
 CANT-TIMBERS. Timbers at the two ends of a vessel, raised obliquely 
 
 from the keel. 
 
 Lower Half Cants. Those parts of frames situated forward and 
 abaft the square frames, or the floor timbers which cross the 
 keel. 
 
 CANVASS. The cloth of which sails are made. No. 1 is the coarsest 
 and strongest. 
 
 CAP. A thick, strong block of wood with two holes through it, one 
 square and the other round, used to confine together the head of 
 one mast and the lower part of the mast next above it. (See 
 PLATE 1.) 
 
 CAPSIZE. To overturn. 
 
 CAPSTAN. A machine placed perpendicularly in the deck, and used for 
 a strong purchase in neaving or hoisting. Men-of-war weigh 
 their anchors by capstans. Merchant vessels use a windlass. 
 (See BAR.) 
 
 CAREEN. To heave a vessel down upon her side by purchases upon 
 the masts. To lie over, when sailing on the wind.- 
 
 CARLINGS. Short and small pieces of timber running between the beams. 
 
 CARRICK-BEND. A kind of knot. (See PLATE 5 and page 50.) 
 Carrick-bitts are the windlass bitts. 
 
 CARRY-AWAY. To break a spar, or part a rope. 
 
 CAST. To pay a vessel's head off, in getting under way, on the tack she 
 is to sail upon. 
 
 CAT. The tackle used to hoist the anchor up to the cat-head. 
 Cat-block, the block of this tackle. 
 
 CAT-HARPIN. An iron leg used to confine the upper part of the rigging 
 to the mast. 
 
 9* 
 
102 DICTIONARY OF SEA TERMS. 
 
 CAT-HEAD. Large timbers projecting from the vessel's side, to which 
 the anchor is raised and secured. 
 
 CAT'S-PAW. A kind of hitch made in a rope. (See PLATE 5 and page 50.) 
 A light current of air seen on the surface of the water during a 
 calm. 
 
 CAULK. To fill the seams of a vessel with oakum. 
 
 CAVIL. (See KEVEL.) 
 
 CEILING. The inside planking of a vessel. 
 
 CHAFE. To rub the surface of a rope or spar. 
 
 Chafing-gear is the stuff put upon the rigging and spars to pre- 
 vent their chafing. 
 
 CHAINS. (See PLATE 1.) Strong links or plates of iron, the lower ends 
 of which are bolted through the ship's side to the timbers. 
 Their upper ends are secured to the bottom of the dead-eyes in 
 the channels. Also, used familiarly for the CHANNELS, which 
 see. The chain cable of a vessel is called familiarly her chain. 
 Rudder -chains lead from the outer and upper end of the rudder to 
 the quarters. They are hung slack. 
 
 CHAIN-PLATES. Plates of iron bolted to the side of a ship, to which the 
 chains and dead-eyes of the lower rigging are connected. 
 
 CHANNELS. Broad pieces of plank bolted edgewise to the outside of a 
 vessel. Used for spreading the lower rigging. (See CHAINS.) 
 
 CHAPELLING. Wearing a ship round, when taken aback, without bracing 
 the head yards. (See page 80.) 
 
 CHECK. A term sometimes used for slacking off a little on a brace, and 
 then belaying it. 
 
 CHEEKS. The projections on each side of a mast, upon which the trestle- 
 trees rest. The sides of the shell of a block. 
 
 CHEERLY ! Quickly, with a will. 
 
 CHESS-TREES. Pieces of oak, fitted to the sides df a vessel, abaft the 
 fore chains, with a sheave in them, to board the main tack to. 
 Now out of use. 
 
 CHIMES. The ends of the staves of a cask, where they come out beyond 
 the head of the cask. 
 
 CHINSE. To thrust oakum into seams with a small iron. 
 
 CHOCK. A wedge used to secure anything with, or for anything to rest 
 upon. The long boat rests upon two large chocks, when it is 
 stowed. 
 
 Chock-a-block. When the lower block of a tackle is run close up 
 to the upper one, so that you can hoist no higher. This is also 
 called hoisting uj) two-blocks. 
 
 CISTERN. An apartment in the hold of a vessel, having a pipe leading 
 out through the side, with a cock, by which water may be let 
 into her. 
 
 CLAMPS. Thick planks on the inside of vessels, to support the ends of 
 beams. Also, crooked plates of iron fore-locked upon the trun- 
 nions of cannon. Any plate of iron made to turn, open, and shut 
 so as to confine a spar or boom, as, a studdingsail boom, or a 
 boat's mast. 
 
 CLASP-HOOK. (See CLOVE-HOOK.) 
 
 CLEAT. A piece of wood used in different parts of a vessel to belay 
 ropes to. 
 
 CLEW. The lower corner of square sails, and the after corner of a fore- 
 and-aft sail. 
 To clew up, is to haul up the clew of a sail. 
 
 CLEW-GARNET. A rope that hauls up the clew of a foresail or mainsail 
 in a square-rigged vessel. 
 
DICTIONARY OF SEA. TERMS. 103 
 
 CLEWLINE. A rope that hauls up the clew of a square sail. The clew- 
 garnet is the clewline of a course. 
 CLINCH. A half-hitch, stopped to its own part. 
 CLOSE-HAULED. Applied to a vessel which is sailing with her yards 
 
 braced up so as to get as much as possible to windward. The 
 
 same as on a taut bowline, full and by, on the wind, &c. 
 CLOVE-HITCH. Two half- hitches round a spar or other rope. (See PLATE 
 
 5 and page 43.) 
 CLOVE-HOOK. An iron clasp, in two parts, moving upon the same pivot, 
 
 and overlapping one another. Used for bending chain sneets 
 
 to the clews of sails. 
 CLUB-HAUL. To bring a vessel's head round on the other tack, by letting 
 
 go the lee anchor and cutting or slipping the cable. (See 
 
 page 76.) 
 
 CLUBBING. Drifting down a current with an anchor out. (See page 77.) 
 COAKING. Uniting pieces of spar by means of tabular projections, form- 
 ed by cutting away the solid of one piece into a hollow, so as to 
 
 make a projection in the other, in such a manner that they may 
 
 correctly fit, the butts preventing the pieces from drawing 
 
 asunder. 
 Coaks are fitted into the beams and knees of vessels to prevent 
 
 their drawing. 
 
 COAL TAR. Tar made from bituminous coal. 
 COAMINGS. Raised work round the hatches, to prevent water going 
 
 down into the hold. 
 COAT. Mast-Coat is a piece of canvass, tarred or painted, placed round 
 
 a mast or bowsprit, where it enters the deck. 
 COCK-BILL. To cock-bill a yard or anchor. (See A-COCK-BILL.) 
 COCK-PIT. An apartment in a vessel of war, used by the surgeon during 
 
 an action. 
 
 CODLINE. An eighteen thread line. 
 COXSWAIN. (Pronounced cox'n.) The person who steers a boat and 
 
 has charge of her. 
 COIL. To lay a rope up in a ring, with one turn or fake over another. 
 
 A coil is a quantity of rope laid up in that manner. 
 COLLAR. An eye in the end or bight of a shroud or stay, to go over the 
 
 mast-head. 
 COME. Come home, said of an anchor when it is broken from the ground 
 
 and drags. 
 
 To come up a rope or tackle, is to slack it off. 
 COMPANION. A wooden covering over the staircase to a cabin. 
 Companion-way, the staircase to the cabin. 
 Companion-ladder. The ladder leading from the poop to the main 
 
 deck. 
 COMPASS. The instrument which tells the course of a vessel. 
 
 Compass-timbers are such as are curved or arched. 
 CONCLUDING-LINE. A small line leading through the centre of the steps 
 
 of a rope or Jacob's ladder. 
 
 CONNING, or CUNNING. Directing the helmsman in steering a vessel. 
 COUNTER. (See PLATE 3.) That part of a vessel between the bottom of 
 
 the stern and the wing-transom and buttock. 
 Counter-timbers are short timbers put in to strengthen the counter. 
 To counter-brace yards, is to brace the head-yards one way and the 
 
 after-yards another. 
 COURSES. The common term for the sails that hang from a ship's lower 
 
 yards. The foresail is ca .ed the fore course and the mainsail 
 
 the main course. 
 
104 DICTIONARY OF SEA TERMS. 
 
 CRANES. Pieces of iron or timber at the vessel's sides, used to stow 
 boats or spars upon. A machine used at a wharf for hoisting. 
 
 CRANK. The condition of a vessel when she is inclined to lean over a 
 great deal and cannot bear much sail. This may be owing to 
 her construction or to her stowage. 
 
 CREEPER. An iron instrument, like a grapnell, with four claws, used for 
 dragging the bottom of a harbor or river, to find anything lost. 
 
 CRINGLE. A short piece of rope with each end spliced into the bolt-rope 
 of a sail, confining an iron ring or thimble. 
 
 CROSS-BARS. Round bars of iron, bent at each end, used as levers to 
 turn the shank of an anchor. 
 
 CROSS-CHOCKS. Pieces of timber fayed across the dead-wood amidships, 
 to make good the deficiency of the heels of the lower futtocks. 
 
 CROSS- JACK. (Pronounced croj-jack.) The cross-jack yard is the lower 
 yard on the mizzen mast. (See PLATE 1.) 
 
 CROSS-PAWLS. Pieces of timber that keep a vessel together while in her 
 frames. 
 
 CROSS-PIECE. A piece of timber connecting two bitts. 
 
 CROSS-SPALES. Pieces of timber placed across a vessel, and nailed to 
 the frames, to keep the sides together until the knees are bolted. 
 
 CROSS-TREES. (See PLATE 1.) Pieces of oak supported by the cheeks 
 and trestle -trees, at the mast-heads, to sustain the tops on the 
 lower mast, and to spread the topgallant rigging at the topmast- 
 head. 
 
 CROW-FOOT. A number of small lines rove through the uvrou to sus- 
 pend an awning by. 
 
 CROWN of an anchor, is the place where the arms are joined to the shank. 
 To crown a knot, is to pass the strands over and under each other 
 above the knot. (See PLATE 5, page 46.) 
 
 CRUTCH. A knee or piece of knee-timber, placed inside of a vessel, to 
 secure the heels of the cant-timbers abaft. Also, the chock upoii 
 which the spanker-boom rests when the sail is not set. 
 
 CUCKOLD'S NECK. A knot by which a rope is secured to a spar, the two 
 parts of the rope crossing each other, and seized together. 
 
 CUDDY. A cabin in the fore part of a boat. 
 
 CUNTLINE. The space between the bilges of two casks, stowed side by 
 side. Where one cask is set upon the cuntline between two 
 others, they are stowed bile^e and cuntline. 
 
 CUT-WATER. The foremost part of a vessel's prow, which projects for- 
 ward of the bows. 
 
 CUTTER. A small boat. Also, a kind of sloop. 
 
 DAGGER. A piece of timber crossing all the puppets of the bilge-ways 
 
 to keep them together. 
 
 Dag-srer-knees. Knees placed obliquely, to avoid a port. 
 DAVITS. Pieces of timber or iron, with sheaves or blocks at their ends, 
 
 projecting over a vessel's sides or stern, to hoist boats up to. Also, 
 
 a spar with a roller or sheave at its end, used for fishing the 
 
 anchor, called & fish-davit. 
 DEAD-EYE. A circular block of wood, with three holes through it, for 
 
 the lanyards of rigging to reeve through, without sheaves, and 
 
 with a groove round it for an iron strap. (See page 59.) 
 DEAD-FLAT. One of the bends, amidships. 
 
 DEAD-LIGHTS. Ports placed in the cabin windows in bad weather. 
 DEAD RECKONING. A reckoning kept by observing a vessel's courses and 
 
 distances by the log, to ascertain her position. 
 

 DICTIONARY OF SEA TERMS. 105 
 
 DEAD-RISING, or RISING-LINE . Those parts of a vessel's floor, throughout 
 her whole length, where the floor-timber is terminated upon the 
 lower futtock. 
 
 DEAD-WATER. The eddy under a vessel's counter. 
 
 DEAD-WOOD. Blocks of timber, laid upon each end of the keel, where 
 the vessel narrows. 
 
 DECK. The planked floor of a vessel, resting upon her beams. 
 
 DECK-STOPPER. A stopper used for securing the cable forward of the 
 windlass or capstan, while it is overhauled. (See STOPPER.) 
 
 DEEP-SEA-LEAD. (Pronounced dipscy.) (See page 17.) The lead used 
 in sounding at great depths. 
 
 DEPARTURE. The easting or westing made by a vessel. The bearing of 
 an object on the coast from which a vessel commences her dead 
 reckoning. 
 
 DERRICK. A single spar, supported by stays and guys, to which a pur- 
 chase is attached, used to unload vessels, and for hoisting. 
 
 DOG. A short iron bar, with a fang or teeth at one end, and a ring at the 
 other. Used for a purchase, the fang being placed against a 
 beam or knee, and the block of a tackle hooked to the ring. 
 
 DOG-VANE. A small vane, made of feathers or buntin, to show the di- 
 rection of the wind. 
 
 DOG-WATCHES. Half watches of two hours each, from 4 to 6, and from 
 6 to 8, P. M. (See WATCH.) 
 
 DOLPHIN. A rope or strap round a mast to support the puddening, where 
 the lower yards rest in the slings. Also, a spar or buoy with a 
 large ring in it, secured to an anchor, to which vessels may bend 
 their cables. 
 
 DOLPHIN-STRIKER. The martingale. (See PLATE 1.) 
 
 DOUSE. To lower suddenly. 
 
 DOWELLING. A method of coaking, by letting pieces into the solid, or 
 uniting two pieces together by tenons. 
 
 DOWNHAUL. A rope used to haul down jibs, staysails, and studdingsails. 
 
 DRABLER. A piece of canvass laced to the bonnet of a sail, to give it 
 more drop. 
 
 DRAG. A machine with a bag net, used for dragging on the bottom for 
 anything lost. 
 
 DRAUGHT. The depth of water which a vessel requires to float her. 
 
 DRAW. A sail draws when it is filled by the wind. 
 
 To draw a jib, is to shift it over the stay to leeward, when it is 
 aback. 
 
 DRIFTS. Those pieces in the sheer-draught where the rails are cut off. 
 
 DRIVE. To scud before a gale, or to drift in a current. 
 
 DRIVER. A spanker. 
 
 DROP. The depth of a sail, from head to foot, amidships. 
 
 DRUM-HEAD. The top of the capstan. 
 
 DUB. To reduce the end of a timber. 
 
 DUCK. A kind of cloth, lighter and finer than canvass ; used for small 
 sails. 
 
 DUNNAGE. Loose wood or other matters, placed on the bottom of the 
 hold, above the ballast, to stow cargo upon. 
 
 EARING. A rope attached to the "cringle of a sail, by which it is bent or 
 
 reefed. 
 
 EIKING. A piece of wood fitted to make good a deficiency in length. 
 ELBOW. Two crosses in a hawse. (See page 89.) 
 ESCUTCHEON. The part of a vessel's stern where her name is written. 
 EVEN-KEEL. The situation of a vessel when she is so trimmed that she 
 
106 DICTIONARY OF SEA TERMS. 
 
 sits evenly upon the water, neither end being down more than 
 the other. 
 EUVROU. A piece of wood, by which the legs of the crow-foot to an 
 
 awning are extended. (See UVROU.) 
 EYE. The circular part of a shroud or stay, where it goes over a mast. 
 
 Eye-bolt. A long iron bar, having an eye at one end, driven through 
 a vessel's deck or side into a timber or beam, with the eye re- 
 maining out, to hook a tackle to. If there is a ring through this 
 eye, it is called a ring-bolt. 
 
 An Eye-splice is a certain kind of splice made with the end of a 
 rope. (See PLATE 5 and page 45.J 
 
 Eyelet-hole. A hole made in a sail for a cringle or roband to go 
 through. 
 
 The Eyes of a vessel. A familiar phrase for the forward part. 
 
 FACE-PIECES. Pieces of wood wrought on the fore part of the knee of 
 
 the head. 
 
 FACING. Letting one piece of timber into another with a rabbet. 
 FAG. A rope is fagged when the end is untwisted. 
 FAIR-LEADER. A strip of board or plank, with holes in it, for running 
 
 rigging to lead through. Also, a block or thimble used for the 
 
 same purpose. 
 
 FAKE. One of the circles or rings maffe in coiling a rope. 
 FALL. That part of a tackle to which the power is applied in hoisting. 
 FALSE KEEL. Pieces of timber secured under the main keel of vessels. 
 FANCY-LINE. A line rove through a block at the jaws of a gaff, used as a 
 
 downhaul. Also, a line used for cross- hauling the lee topping-lift. 
 FASHION-PIECES. The aftermost timbers, terminating the breadth and 
 
 forming the shape of the stern. 
 FAST. A rope by which a vessel is secured to a wharf. There are bow 
 
 or head, breast, quarter, and stern fasts. 
 FATHOM. Six feet. 
 FEATHER. To feather an oar in rowing, is to turn the blade horizontally 
 
 with the top aft as it comes out of the water. 
 
 FEATHER-EDGED. Planks which have one side thicker than another. 
 FENDERS. Pieces of rope or wood hung over the side of a vessel or boat, 
 
 to protect it from chafing. The fenders of a neat boat are usu- 
 ally made of canvass and stuffed. 
 FID. A block of wood or iron, placed through the hole in the heel of a 
 
 mast, and resting on the trestle-trees of the mast below. This 
 
 supports the ma^t. Also, a wooden pin, tapered, used in splic- 
 
 ing large ropes, in opening eyes, &c. 
 FIDDLE-BLOCK. A long shell, having one sheave over the other, and the 
 
 lower smaller than the upper. 
 FIDDLE-HEAD. (See HEAD.) 
 FIFE-RAIL. The rail going round a mast. 
 
 FIGURE-HEAD. A carved head or full-length figure, over the cut- water. 
 FILLINGS. Pieces of timber used to make the curve fair for the mould- 
 ings, between the edges of the fish-front and the sides of the 
 
 mast. 
 
 FILLER. (See MADE MAST.) 
 FINISHING. Carved ornaments of the quarter- galley, below the second 
 
 counter, and above the upper lights. 
 FISH. To raise the flukes of an anchor upon the gunwale. Also, to 
 
 strengthen a spar when sprung or weakened, by putting in or 
 
 fastening on another piece. 
 Fish-front, Fishes-sides. (See MADE MAST.) 
 
DICTIONARY OF SEA TERMS. 1J)7 
 
 FISH-DAVIT. The davit used for fishing an anchor. 
 
 FISH-HOOK. A hook with a pennant, to the end of which the fish-tackle 
 is hooked. 
 
 FISH-TACKLE. The tackle used for fishing an anchor. 
 
 FLARE. When the vessel's sides go out from the perpendicular. In op- 
 position to Jailing" -home or tumbling-in. 
 
 FLAT. A sheet is said to be hauled Jlat, when it is hauled down close. 
 Flat-aback, when a sail is blown with its after surface against the 
 mast. 
 
 FLEET. To come up a tackle and draw the blocks apart, for another pull, 
 
 after they have been hauled two-blocks. 
 
 Fleet ho ! The order given at such times. Also, to shift the po- 
 sition of a block or fall, so as to haul to more advantage. 
 
 FLEMISH COIL. (See FRENCH-FAKE.) 
 
 FLEMISH-EYE. A kind of eye-splice. (See PLATE 5 and page 45.) 
 
 FLEMISH-HORSE. An additional foot-rope at the ends of topsail yards. 
 
 FLOOR. The bottom of a vessel, on each side of the keelson. 
 
 FLOOR TIMBERS. Those timbers of a vessel which are placed across the 
 keel. (See PLATE 3.) 
 
 FLOWING SHEET. When a vessel has the wind free, and the lee clews 
 eased off. 
 
 FLUKES. The broad triangular plates at the extremity of the arms of an 
 anchor, terminating in a point called the bill. 
 
 FLY. That part of a flag which extends from the Union to the extreme 
 end. (See UNION.) 
 
 FOOT. The lower end of a mast or sail. (See FORE-FOOT.) 
 
 FOOT-ROPE. The rope stretching along a yard, upon which men stand 
 when reefing or furling, formerly called horses. 
 
 FOOT-WALING. The inside planks or lining of a vessel, over the floor- 
 timbers. 
 
 FORE. Used to distinguish the forward part of a vessel, or things in that 
 direction ; as, fore mast, fore hatch, in opposition to aft or after. 
 
 FORE-AND-AFT. Lengthwise with the vessel. In opposition to athwart- 
 ships. (See SAILS.) 
 
 FORECASTLE. Tnat part of the upper deck forward of the fore mast; or, 
 as some say, forward of the after part of the fore channels. 
 (See PLATE 1.) Also, the forward part of the vessel, under the 
 deck, where the sailors live, in merchant vessels. 
 
 FORE-FOOT. A piece of timber at the forward extremity of the keel, 
 upon which the lower end of the stem rests. (See PLATE 3.) 
 
 FORE-GANGER. A short piece of rope grafted on a harpoon, to which the 
 line is bent. 
 
 FORE- LOCK. A flat piece of iron, driven through the end of a bolt, to 
 prevent its drawing. 
 
 FOREMAST. The forward mast of all vessels. (See PLATE 1.) 
 
 FOREREACH. To shoot ahead, especially when going in stays. 
 
 FORE-RUNNER. A piece of rag, terminating the stray-line of the log- 
 line. 
 
 FORGE. To forge ahead, to shoot ahead; as, in coming to anchor, after 
 
 the sails are furled. (See FOREREACH.) 
 'ORMERS. Pieces of wood used for shaping cartridges or wads. 
 
 HER, or FODDER. To draw a sail, filled with oakum, under a vessel's 
 
 bottom, in order to stop a leak. 
 UL. The term for the opposite of clear. 
 >UL ANCHOR. When the cable has a turn round the anchor. 
 
 FOUL HAWSE. When the two cables are crossed or twisted, outside the 
 stem. 
 
108 DICTIONARY OF SEA TERMS. 
 
 FOUNDER. A vessel founders, when she fills with water and sinks. 
 
 Fox. (See page 52.) Made by twisting together two or more rope- 
 yarns. 
 
 A Spanish fox is made by untwisting a single yarn and laying it 
 up the contrary way. 
 
 FRAP. To pass ropes round a sail to keep it from blowing loose. Also, 
 to draw ropes round a vessel which is weakened, to keep her 
 together. 
 
 FREE. A vessel is going free,, when she has a fair wind and her yards 
 braced in. A vessel is said to be frec y when the water has been 
 pumped out of her. 
 
 FRESHEN. To relieve a rope, by moving its place ; as, to freshen the nip 
 
 of a stay, is to shift it, so as to prevent its chafing through. 
 To freshen ballast, is to alter its position. 
 
 FRENCH-FAKE. To coil a rope with each fake outside of the other, 
 beginning in the middle. If there are to be riding fakes, they 
 begin outside and go in ; and so on. This is called a Flemish 
 coil. 
 
 FULL-AND-BY. Sailing close-hauled on a wind. 
 
 Full-and-by ! The order given to the man at tne helm to keep 
 the sails full and at the same time close to the wind. 
 
 FURL. To roll a sail up snugly on a yard or boom, and secure it. 
 
 FUTTOCK-PLATES. Iron plates crossing the sides of the top-rim perpen- 
 dicularly. The dead-eyes of the topmast rigging are fitted to 
 their upper ends, and the futtock-shrouds to their Tower ends. 
 
 FUTTOCK-SHROUDS. Short shrouds, leading from the lower ends of the 
 futtock-plates to a bend round the lower mast, just below the 
 top. 
 
 FUTTOCK-STAFF. A short piece of wood or iron, seized across the upper 
 part of the rigging, to which the catharpin legs are secured. 
 
 FUTTOCK-TIMBERS. (See PLATE 3.) Those timbers between the floor 
 and naval timbers, and the top-timbers. There are two the 
 lower, which is over the floor, and the middle, which is over the 
 naval timber. The naval timber is sometimes called the ground 
 futtock. 
 
 GAFF. A spar, to which the head of a fore-and-aft sail is bent. (See 
 
 PLATE 1.) 
 
 GAFF-TOPSAIL. A light sail set over a gaff, the foot being spread by it. 
 GAGE. The depth of water of a vessel. Also, her position as to another 
 
 vessel, as having the weather or lee gage. 
 GALLEY. The place where the cooking is done. 
 GALLOWS-BITTS. A strong frame raised amidships, to support spare 
 
 spars, &c., in port. 
 GAMMONING. (See PLATE 1.) The lashing by which the bowsprit is 
 
 secured to the cut- water. 
 
 GANG-CASKS. Small casks, used for bringing water on board in boats. 
 GANGWAY. (See PLATE 1.) That part of a vessel's side, amidships, 
 
 where people pass in and out of the vessel. 
 GANTLINE. (See GIHTLINE.) 
 GARBOARD-STREAK. (See PLATE 3.) The range of planks next the 
 
 keel, on each side. 
 
 GARLAND. A large rope, strap or grommet, lashed to a spar when hoist- 
 ing it inboard. 
 GARNET. A purchase on the main stay, for hoisting cargo. 
 
: , 
 
DICTIONARY OF SEA TERMS. 109 
 
 GASKETS. Ropes or pieces of plated stuff, used to secure a sail to the 
 yard or boom when it is furled. They are called a bunt, quar- 
 ter, or yard-arm gasket, according to their position on the yard. 
 
 GIMBLET. To turn an anchor round by its stock. To turn anything 
 round on its end. 
 
 GIRT. The situation of a vessel when her cables are too taut. 
 
 GIRTLINE. A rope rove through a single block aloft, making a whip 
 purchase. Commonly used to hoist rigging by, in fitting it. 
 
 GIVE WAY ! An order to men in a boat to pull with more force, or to 
 begin pulling. The same as, Lay out on your oars! or, Lay 
 out! 
 
 GLUT. A piece of canvass sewed into the centre of a sail near the head. 
 It has an eyelet-hole in the middle for the bunt-jigger or becket 
 to go through. 
 
 GOB-LINE, or GAUB-LINE. A rope leading from the martingale inboard. 
 The same as back-rope. 
 
 GOODGEON. (See GUDGEON.) 
 
 GOOSE-NECK. An iron ring fitted to the end of a yard or boom, for vari- 
 ous purposes. 
 
 GOOSE-WINGED. The situation of a course when the buntlines and lee 
 clew are hauled up, and the weather clew down. 
 
 GORES. The angles at one or both ends of such cloths as increase the 
 breadth or depth of a sail. 
 
 GORING- CLOTHS. Pieces cut obliquely and put in to add to the breadth 
 of a sail. 
 
 GRAFTING. (See page 52.) A manner of covering a rope by weaving 
 together yarns. 
 
 GRAINS. An iron with four or more barbed points to it, used for striking 
 small fish. 
 
 GRAPNEL. A small anchor with several claws, used to secure boats. 
 
 GRAPPLING IRONS. Crooked irons, used to seize and hold fast another 
 vessel. 
 
 GRATING. Open lattice work of wood. Used principally to cover hatches 
 in good weather. 
 
 GREAVE To clean a ship's bottom by burning. 
 
 GRIPE. The outside timber of the fore-foot, under water, fastened to the 
 lower stem- piece. (See PLATE 3.) A vessel gripes when she 
 tends to come up into the wind. 
 
 GRIPES. Bars of iron, with lanyards, rings and clews, by which a large 
 boat is lashed to the ring-bolts of the deck. Those for a quarter- 
 boat are made of long strips of matting, going round her and set 
 taut by a lanyard. 
 
 GROMMET. (See PLATE 5 and page 46.) A ring formed of rope, by 
 
 laying round a single strand. 
 
 rND TAC 
 
 GROUND TACKLE. General term for anchors, cables, warps, springs, &c. ; 
 everything used in securing a vessel at anchor. 
 
 GROUND-TIER. The lowest tier of casks in a vessel's hold. 
 
 GUESS-WARP, or GUESS-ROPE. A rope fastened to a vessel or wharf, and 
 used to tow a boat by; or to haul it out to the swinging-boom- 
 end, when in port. 
 
 GUN- TACKLE PURCHASE. A purchase made by two single blocks. (See 
 page 54.) 
 
 GUNWALE. (Pronounced gun-net.) The upper rail of a boat or vessel. 
 
 GUY. A rope attaching to anything to steady it, and bear it one way and 
 another in hoisting. 
 
 GYBE. (Pronounced jibe.) To shift over the boom of a fore-and-aft sail. 
 
 10 
 
110 DICTIONARY OF SEA TERMS. 
 
 HAIL. To speak or call to another vessel, or to men in a different part 
 
 of a ship. 
 HALYARDS. Ropes or tackles used for hoisting and lowering yards, 
 
 gaffs, and sails. 
 
 HALF-HITCH. (See PLATE 5 and page 48.) 
 
 HAMMOCK. A piece of canvass, hung at each end, in which seamen sleep. 
 HAND. To hand a sail is to furl it. 
 Bear-a-hand ; make haste. 
 Lend-a-hand; assist. 
 Hand-over-hand ; hauling rapidly on a rope, by putting one hand 
 
 before the other alternately. 
 HAND-LEAD. (See page 17.) A small lead, used for sounding in rivers 
 
 and harbors. 
 
 HANDSOMELY. Slowly, carefully. Used for an order, as, "Tower hand- 
 somely ! " 
 
 HANDSPIKE. A long wooden bar, used for heaving at the windlass. 
 HANDY BILLY. A watch-tackle. 
 HANKS. Rings or hoops of wood, rope, or iron, round a stay, and seized 
 
 to the luff* of a fore-and-aft sail. 
 HARPINGS. The fore part of the wales, which encompass the bows of a 
 
 vessel, and are fastened to the stem. (See PLATE 3.) 
 HARPOON. A spear used for striking whales and other fish. 
 HATCH, or HATCHWAY. An opening in the deck to afford a passage up 
 
 and down. The coverings over these openings are also called 
 
 hatches. 
 Hatch-bar is an iron bar going across the hatches to keep them 
 
 down. 
 HAUL. Haul her wind, said of a vessel when she comes up close upon 
 
 the wind. 
 HAWSE. The situation of the cables before a vessel's stem, when moored. 
 
 Also, the distance upon the water a little in advance of the stem ; 
 
 as, a vessel sails athwart the hawse, or anchors in the hawse of 
 
 another. 
 Open hawse. When a vessel rides by two anchors, without any 
 
 cross in her cables. 
 
 HAWSE-HOLE. The hole in the bows through which the cable runs. 
 HAWSE-PIECES. Timbers through which the hawse-holes are cut. 
 HAWSE-BLOCK. A block of wood fitted into a hawse-hole at sea. 
 HAWSER. A large rope used for various purposes, as warping, for a 
 
 spring, &c. 
 HAWSER-LAID, or CABLE-LAID rope, is rope laid with nine strands 
 
 against the sun. (See PLATE 5 and page 43.) 
 HAZE. A term for punishing a man by keeping him unnecessarily at 
 
 work upon disagreeable or difficult duty. 
 HEAD. The work at the prow of a vessel. If it is a carved figure, it is 
 
 called a figure-head ; if simple carved work, bending over and 
 "out, a billet-head ; and if bending in, like the head of a violin, a 
 
 Jiddle-head. Also, the upper end of a mast, called a mast-head. 
 
 (See BY-THE-HEAD. See FAST.) 
 
 HEAD-LEDGES. Thwartship pieces that frame the hatchways. 
 HEAD-SAILS. A general name given to all sails that set forward of the 
 
 fore-mast. 
 HEART. A block of wood in the shape of a heart, for stays to reeve 
 
 through. 
 
 HEART-YARNS. The centre yarns of a strand. 
 HEAVE SHORT. To heave in on the cable until the vessel is nearly over 
 
 her anchor. 
 

 DICTIONARY OF SEA TERMS. Ill 
 
 HEAVE-TO. To put a vessel in the position of lying-to. (See LIE-TO.) 
 
 HEAVE IN STAYS. To go about in tacking. 
 
 HEAVER. A short wooden bar, tapering at each end. Used as a pur- 
 chase. 
 
 HEEL. The after part of the keel. Also, the lower end of a mast or 
 
 boom. Also, the lower end of the stern-post. 
 To heel, is to lie over on one side. 
 
 HEELING. The square part of the lower end of a mast, through which 
 the fid-hole is made. 
 
 HELM. The machinery by which a vessel is steered, including the rud- 
 der, tiller, wheel, &c. Applied more particularly, perhaps, to 
 the tiller. 
 
 HELM-PORT. The hole in the counter through which the rudder -head 
 passes. 
 
 HELM-PORT-TRANSOM. A piece of timber placed across the lower coun- 
 ter, inside, at the height of the helm-port, and bolted through 
 every timber, for the security of that port. (See PLATE 3.) 
 
 HIGH AND DRY. The situation of a vessel wnen she is aground, above 
 water mark. 
 
 HITCH. A peculiar manner of fastening ropes. (See PLATE 5 and 
 page 48.) 
 
 HOG. A flat, rough broom, used for scrubbing the bottom of a vessel. 
 
 HOGGED. The state of a vessel when, by any strain, she is made to 
 droop at each end. bringing her centre up. 
 
 HOLD. The interior of a vessel, where the cargo is stowed. 
 
 HOLD WATER. To stop the progress of a boat by keeping the oar-blades 
 in the water. 
 
 HOLY-STONE. A large stone, used for cleaning a ship's decks. 
 
 HOME. The sheets of a sail are said to be home, when the clews are 
 hauled chock out to the sheave-holes. An anchor comes home 
 when it is loosened from the ground and is hove in toward the 
 vessel. 
 
 HOOD. A covering for a companion hatch, skylight, &c. 
 
 HOOD-ENDS, or HOODING-ENDS, or WHOODEN-ENDS. Those ends of the 
 planks which fit into the rabbets of the stem or stern-post. 
 
 HOOK-AND-BUTT. The scarfing, or laying the ends of timbers over each 
 other. 
 
 HORNS. The jaws of booms. Also, the ends of cross-trees. 
 
 HORSE. (See FOOT-ROPE.) 
 
 HOUNDS. Those projections at the mast-head serving as shoulders for 
 the top or trestle -trees to rest upon. 
 
 HOUSE. To house a mast, is to lower it about half its length, and secure 
 
 it by lashing its heel to the mast below. (See page 37.) t 
 To house a gun, is to run it in clear of the port and secure it. 
 
 HOUSING, or HOUSE-LINE. (Pronounced houze-lin.} A small cord 
 made of three small yarns, and used for seizings. 
 
 HULL. The body of a vessel. (See A-HULL.) 
 
 IN-AND-OUT. A term sometimes used for the scantline of the timbers, 
 the moulding way, and particularly for those bolts that are driven 
 into the hanging and lodging knees, through the sides, which 
 are called in-and-out bolts. 
 
 INNER-POST. A piece brought on at the fore side of the main-post, and 
 generally continued as high as the wing-transom, to seat the 
 other transoms upon. 
 
 IRONS. A ship is said to be in irons, when, in working, she will not cast 
 one way or the other. 
 
112 DICTIONARY OF SEA TERMS. 
 
 JACK. A common term for the jack-cross-trees. (See UNION.) 
 JACK-BLOCK. A block used in sending topgallant masts up and down. 
 JACK-CROSS-TREES. (See PLATE 1.) Iron cross-trees at the head of 
 
 long topgallant masts. 
 JACK-STAFF. A short staff, raised at the bowsprit cap, upon which the 
 
 Union Jack is hoisted. 
 JACK-STAYS. Ropes stretched taut along a yard to bend the head of the 
 
 sail to. Also, long strips of wood or iron, used now for the 
 
 same purpose. 
 
 JACK-SCREW. A purchase, used for stowing cotton. 
 JACOB'S LADDER. A ladder made of rope, with wooden steps. 
 JAWS. The inner ends of booms or gaffs, hollowed in. 
 JEERS. Tackles for hoisting the lower yards. 
 JEWEL-BLOCKS. Single blocks at the yard-arms, through which the stud- 
 
 dingsail halyards lead. 
 JIB. (See PLATE 2.) A triangular sail set on a stay, forward. 
 
 Flying-jib sets outside of the jib ; and the jib-o'-jib outside of 
 
 that. 
 JIB-BOOM. (See PLATE 1.) The boom, rigged out beyond the bowsprit, 
 
 to which the tack of the jib is lashed. 
 JIGGER. A small tackle, used about decks or aloft. 
 JOLLY-BOAT. A small boat, usually hoisted at the stern. 
 JUNK.. Condemned rope, cut up and used for making mats, swabs, oak- 
 
 f ym, &c. 
 JURY-MAST. A temporary mast, rigged at sea, in place of one lost. 
 
 KECKLING. Old rope wound round cables, to keep them from chafing. 
 
 (See ROUNDING.) 
 KEDGE. A small anchor, with an iron stock, used for warping. 
 
 To kedg-e, is to warp a vessel ahead by a kedge and hawser. 
 KEEL. (See PLATE 3.) The lowest and principal timber of a vessel, 
 
 running fore-and-aft its whole length, and supporting the whole 
 
 frame. It is composed of several pieces, placed lengthwise, and 
 
 scarfed and bolted together. (See FALSE KEEL.) 
 KEEL-HAUL. To haul a man under a vessel's bottom, by ropes at the 
 
 yard-arms on each side. Formerly practised as a punishment 
 
 in ships of war. 
 
 KEELSON. (See PLATE 3.) A timber placed over the keel on the floor- 
 timbers, and running parallel with it. 
 
 KENTLEDGE. Pig-iron ballast, laid each side of the keelson. 
 KEVEL, or CAVIL. A strong piece of wood, bolted to some timber or 
 
 stanchion, used for belaying large ropes to. 
 KEVEL-HEADS. Timber- heads, used as kevels. 
 KINK. A twist in a rope. 
 KNEES. (See PLATE 3.) Crooked pieces of timber, having two arms, 
 
 used to connect the beams of a vessel with her timbers. (See 
 
 DAGGER.) 
 Lodging-knees, are placed horizontally, having one arm bolted to 
 
 a beam, and the other across two of the timbers. 
 Knee of the head, is placed forward of the stem, and supports 
 
 the figure-head. 
 KNIGHT-HEADS, or BOLLARD-TIMBERS. The timbers next the stem on 
 
 each side, and continued high enough to form a support for the 
 
 bowsprit. (See PLATE 3.) 
 KNITTLES, or NETTLES. (See page 51.) The halves of two adjoining 
 
 yarns in a rope, twisted up together, for pointing or grafting. 
 
 Also, small line used for seizings and for hammock-clews. 
 
 
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 vnnret 
 
 
 
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 JL >cuJ 
 
DICTIONARY OF SEA TERMS. 113 
 
 KNOCK-OFF ! An order to leave off work. 
 
 KNOT. A division on the log-line, answering to a mile of distance. 
 (See page 17.) 
 
 LABOR. A vessel is said to labor when she rolls or pitches heavily. 
 
 LACING. Rope used to lash a sail to a gaff, or a bonnet to a sail. Also, 
 a piece of compass or knee timber, fayed to the back of the fig- 
 ure-head and the knee of the head, and bolted to each. 
 
 LAND-FALL. The making land after being at sea. 
 
 A good land-fall, is when a vessel makes the land as intended. 
 
 LAND HO ! The cry used when land is first seen. 
 
 LANYARDS. Ropes rove through dead-eyes for setting up rigging. Also, 
 a rope made fast to anything to secure it, or as a handle, is called 
 a lanyard. 
 
 LARBOARD. The left side of a vessel, looking forward. 
 
 LARBOWLINES. The familiar term for the men in the larboard watch. 
 
 LARGE. A vessel is said to be going large, when she has the wind free. 
 
 LATCHINGS. Loops on the head rope of a bonnet, by which it is laced to 
 the foot of the sail. 
 
 LAUNCH. A large boat. The LONG-BOAT. 
 
 LAUNCH HO ! High enough ! 
 
 LAY. To come or to go; as, Lay aloft! Lay forward! Lay aft ! 
 Also, the direction in which the strands of a rope are twisted; 
 as, from left to right, or from right to left. 
 
 LEACH. (See LEECH.) 
 
 LEACHLINE. A rope used for hauling up the leach of a sail. 
 
 T BAD. A piece of lead, in the shape of a cone or pyramid, with a small 
 hole at the base, and a line attached to the upper end, used for 
 sounding. (See HAND-LEAD, DEEP-SEA-LEAD.) 
 
 LEADING-WIND. A fair wind. More particularly applied to a wind abeam 
 or quartering. 
 
 LEAK. A hole or breach in a vessel, at which the water comes in. 
 
 LEDGES. Small pieces of timber placed ath wart-ships under the decks 
 of a vessel, between the beams. 
 
 LEE. The side opposite to that from which the wind blows; as, if a 
 vessel has the wind on her starboard side, that will be the 
 weather, and the larboard will be the lee side. 
 A lee shore is the shore upon which the wind is blowing. 
 Under the lee of anything, is when you have that between you and 
 
 the wind. 
 
 By the lee. The situation of a vessel, going free, when she has 
 fallen off so much as to bring the wind round her stern, and to 
 take her sails aback on the other side. 
 
 LEE-BOARD. A board fitted to the lee side of flat-bottomed boats, to pre- 
 vent their drifting to leeward. 
 
 LEE-GAGE. (See GAGE.) 
 
 LEEWAY. What a vessel loses by drifting to leeward. When sailing 
 close-hauled with all sail set, a vessel should make no leeway. 
 If the topgallant sails are furled, it is customary to allow one 
 point ; under close-reefed topsails, two points ; wnen under one 
 close-reefed sail, four or five points. 
 
 LEECH, or LEACH. The border or edge of a sail, at the sides. 
 
 LEEFANGE. An iron bar, upon which the sheets of fore-and-aft sails 
 traverse. Also, a rope rove through the cringle of a sail which 
 has a bonnet to it, for hauling in, so as to lace on the bonnet. 
 Not much used. 
 
 LEEWARD. (Pronounced lu-ard.) The Ice side. In a direction opposite 
 
 10* 
 
114 DICTIONARY OF SEA TERMS. 
 
 to that from which the wind blows, which is called windward. 
 The opposite of lee is weather, and of leeward is windward ; 
 the two first being adjectives. 
 
 LIE-TO, is to stop the progress of a vessel at sea, either by counter- 
 bracing the yards, or by reducing sail so that she will make little 
 or no headway, but will merely come to and fall off by the 
 counteraction of the sails and helm. 
 
 LIFE-LINES. Ropes carried along yards, booms, &c., or at any part of 
 the vessel, for men to hold on by. 
 
 LIFT. A rope or tackle, going from the yard-arms to the mast-head, to 
 support and move the yard. Also, a term applied to the sails 
 when the wind strikes them on the leeches and raises them 
 slightly. 
 
 LIGHT. To move or lift anything along ; as, to " Light out to wind- 
 ward !" that is, haul the sail over to windward. The light sails 
 are all above the topsails, also the studdingsails and flying jib. 
 
 LIGHTER. A large boat, used in loading and unloading vessels. 
 
 LIMBERS, or LIMBER-HOLES. Holes cut in the lower part of the floor- 
 , timbers, next the keelson, forming a passage for the water fore- 
 and-aft. 
 
 Limber-boards are placed over the limbers, and are movable. 
 Limber-rope. A rope rove fore-and-aft through the limbers, to 
 
 clear them if necessary. 
 Limber-streak. The streak of foot- waling nearest the keelson. 
 
 LJST. The inclination of a vessel to one side ; as, a list to port, or a 
 list to starboard. 
 
 LIZARD. A piece of rope, sometimes with two legs, and one or more 
 iron thimbles spliced into it. It is used for various purposes. 
 One with two legs, and a thimble to each, is often made fast to 
 the topsail tye, for the buntlines to reeve through. A single one 
 is sometimes used on the swinging-boom topping-lift. 
 
 LOCKER. A chest or box, to stow anything away in. 
 Chain-locker. Where the chain cables are kept. 
 Boatswain's locker. Where tools and small stuff for working upon 
 rigging are kept. 
 
 LOG, or LOG-BOOK. A journal kept by the chief officer, in which the sit- 
 uation of the vessel, winds, weather, courses, distances, and 
 everything of importance that occurs, is noted down. 
 Log. Aline with a piece of board, called the log-chip, attached 
 to it, wound upon a reel, and used for ascertaining the ship's rate 
 of sailing. (See page 17.) 
 
 LONG-BOAT. The largest boat in a merchant vessel. When at sea, it 
 is carried between the fore and main masts. 
 
 LONGERS. The longest casks, stowed next the keelson. 
 
 LONG-TIMBERS. Timbers in the cant-bodies, reaching from the dead-wood 
 to the head of the second futtock. 
 
 LOOP.- That part of a vessel where the planks begin to bend as they 
 approach the stern. 
 
 LOOM. That part of an oar which is within the row-lock. Also, to 
 appear above the surface of the water ; to appear larger thaa 
 nature, as in a fog. 
 
 LUBBER'S HOLE. A hole in the top, next the mast. 
 
 LUFF. To put the helm so as to bring the ship up nearer to the wind. 
 
 Spring-a-luff ! Keep your luff! &c. Orders to luff. Also, the 
 roundest part of a vessel's bow. Also, the forward leech of 
 fore-and-aft sails. 
 

a 
 
DICTIONARY OF SEA TERMS. 115 
 
 LUFF-TACKLE. A purchase composed of a double and single block. 
 
 (See page 54.) 
 
 Luff-upon-luff". A luff tackle applied to the fall of another. 
 LUGGER. ' A small vessel carrying lug-sails. 
 
 Lug-sail. A sail used in boats and small vessels, bent to a yard 
 
 which hangs obliquely to the mast. 
 LURCH. The sudden rolling of a vessel to one side. 
 LYING-TO. (See LIE-TO.) 
 
 MADE. A made mast or block is one composed of different pieces. A 
 
 ship's lower mast is a made spar, her topmast is a whole spar. 
 MALL, or MAUL. (Pronounced mawl.) A. heavy iron hammer used in 
 
 driving bolts. (See TOP-MAUL.) 
 MALLET. A small maul, made of wood; as, caulking -mallet ; also, 
 
 serving-mallet, used in putting service on a rope. 
 MANGER. A coaming just within the hawse hole. Not much in use. 
 MAN-HOPES. Ropes used in going up and down a vessel's side. 
 MARL. To wind or twist a small line or rope round another. 
 MARLINE. (Pronounced mar-lin.) Small two-stranded stuff, used for 
 
 marling. A finer kind of spunyarn. 
 MARLING-HITCH. A kind of hitch used in marling. 
 MARLINGSPIKE. An iron pin, sharpened at one end, and having a hole 
 
 in the other for a lanyard. Used both as a fid and a heaver. 
 MARRY. To join ropes together by a worming over both. 
 MARTINGALE. A short, perpendicular spar, under the bowsprit-end, used 
 
 for guying down the head-stays. (See DOLPHIN-STRIKER.) 
 MAST. A spar set upright from the deck, to support rigging, yards and 
 
 sails. Masts are whole or made. 
 
 MAT. Made of strands of old rope, and used to prevent chafing. 
 MATE. An officer under the master. 
 MAUL. (See MALL.) 
 
 MEND. To mend service, is to add more to it. 
 MESHES. The places between the lines of a netting. 
 MESS. Any number of men who eat or lodge together. 
 MESSENGER. A rope used for heaving in a cable by the capstan. 
 MIDSHIPS. The timbers at the broadest part of the vessel. (See AMID- 
 SHIPS.) 
 MISS-STAYS. To fail of going about from one fack to another. (See 
 
 page 74.) 
 MIZZEN-MAST. The aftermost mast of a ship. (See PLATE 1.) The 
 
 spanker is sometimes called the mizzen. 
 
 MONKEY BLOCK. A small single block strapped with a swivel. 
 MOON-SAIL. A small sail sometimes carried in light winds, above a 
 
 sky sail. 
 
 MOOR. To secure by two anchors. (See page 88.) 
 MORTICE. A morticed block is one made out of a whole block of wood 
 
 with a hole cut in it for the sheave ; in distinction from a made 
 
 block. (See page 53.) 
 
 MOULDS. The patterns by which the frames of a vessel are worked out. 
 MOUSE. To put turns of rope yarn or spunyarn round the end of a hook 
 
 and its standing part, when it is hooked to anything, so as to 
 
 prevent its slipping out. 
 
 MOUSING. A knot or puddening, made of yarns, and placed on the out- 
 side of a rope. 
 MUFFLE. Oars are muffled by putting mats or canvass round their looms 
 
 in the row- locks. 
 
116 DICTIONARY OF SEA TERMS. 
 
 MUNIONS. The pieces that separate the lights in the galleries. 
 
 NAVAL HOODS, or HAWSE BOLSTERS. Plank above and below the hawse- 
 holes. 
 
 NEAP TIDES. Low tides, coming at the middle of the moon's second and 
 fourth quarters. (See SPRING TIDES.), 
 
 NEAPED, or BENEAPED. The situation of a vessel when she is aground 
 at the height of the spring tides. 
 
 NEAR. Close to wind. "Near!" the order to the helmsman when he 
 is too near the wind. 
 
 NETTING. Network of rope or small lines. Used for stowing away 
 sails or hammocks. 
 
 NETTLES. (See KNITTLE.) 
 
 NINEPIN BLOCK. A block in the form of a ninepin, used for a fair- 
 leader in the rail. 
 
 NIP. A short turn in a rope. 
 
 NIPPERB. A number of yarns marled together, used to secure a cable 
 to the messenger. 
 
 NOCK. The forward upper end of a sail that sets with a boom. 
 
 NUN-BUOY. A buoy tapering at each end. 
 
 NUT. Projections on each side of the shank of an anchor, to secure the 
 stock to its place. 
 
 OAKUM. Stuff made by picking rope-yarns to pieces. Used for caulk 
 
 ing, and other purposes. 
 OAR. A long wooden instrument with a flat blade at one end, used for 
 
 propelling boats. 
 
 OFF-AND-ON. To stand on different tacks towards and from the land. 
 OFFING. Distance from the shore. 
 ORLOP. The lower deck of a ship of the line ; or that on which the 
 
 cables are stowed. 
 
 OUT-HAUL. A rope used for hauling out the clew of a boom sail. 
 OUT-RIGGER. A spar rigged out to windward from the tops or cross- 
 trees, to spread the breast-backstays. (See page 25.) 
 OVERHAUL. To overhaul a tackle, is to let go the fall and pull on the 
 
 leading parts so as to separate the blocks. 
 To overhaul a rope, is generally to pull a part through a block so 
 
 as to make slack. 
 
 To overhaul rigging, is to examine it. 
 OVER-RAKE. Said of heavy seas which come over a vessel's head 
 
 when she is at anchor, head to the sea. 
 
 PAINTER. A rope attached to the bows of a boat, used for making her 
 
 fast. 
 PALM. A piece of leather fitted over the hand, with an iron for the head 
 
 of a needle to press against in sewing upon canvass. Also, the 
 
 fluke of an anchor. 
 PANCH. (See PAUNCH.) 
 PARBUCKLE. To hoist or lower a spar or cask by single ropes passed 
 
 round it. 
 PARCEL. (See page 44.) To wind tarred canvass, (called parcelling,) 
 
 round a rope. 
 
 PARCELLING. (See PARCEL.) 
 
 PARLIAMENT-HEEL. The situation of a vessel when she is careened. 
 PARRAL. The rope by which a yard is confined to a mast at its centre. 
 PART. To break a rope. 
 
DICTIONARY OF SEA TERMS. 117 
 
 PARTNERS. A frame-work of short timber fitted to the hole in a deck, 
 
 to receive the heel of a mast or pump, &c. 
 PAZAREE. A rope attached to the clew of the foresail and rove through 
 
 a block on the swinging boom. Used for guying the clews out 
 
 when before the wind. 
 
 PAUNCH MAT. A thicl* mat, placed at the slings of a yard or else- 
 where. 
 PAWL. A short bar of iron, which prevents the capstan or windlass from 
 
 turning back. 
 
 To pawl, is to drop a pawl and secure the windlass or capstan. 
 PAY-OFF. When a vessel's head falls off from the wind. 
 To pay. To cover over with tar or pitch. 
 To pay out. To slack up on a cable and let it run out. 
 PEAK. The upper outer corner of a gaff-sail. 
 PEAK. (See A-PEAK.) 
 
 A stay-peak is when the cable and fore stay form a line. 
 
 A short stay-peak is when the cable is too much in to form this 
 
 line. 
 PENDANT, or PENNANT. A long narrow piece of bunting, carried at the 
 
 mast-head. 
 Broad pennant^ is a square piece, carried in the same way, in a 
 
 commodore's vessel. 
 Pennant. A rope to which a purchase is hooked. A long strap 
 
 fitted at one end to a yard or mast-head, with a hook or block 
 
 at the other end, for a brace to reeve through, or to liook a 
 
 tackle to. 
 
 PILLOW. A block which supports the inner end of the bowsprit. 
 PIN. The axis on which a sheave turns. Also, a short piece of wood or 
 
 iron to belay ropes to. 
 PINK-STERN. A high, narrow stern. 
 
 PINNACE. A boat, in size between the launch and a cutter. 
 PINTLE. A metal bolt, used for hanging a rudder. 
 PITCH. A resin taken from pine, and used for filling up the seams of a 
 
 vessel. 
 PLANKS. Thick, strong boards, used for covering the sides and decks of 
 
 vessels. 
 
 PLAT. A braid of foxes. (See Fox.) 
 PLATE. (See CHAIN-PLATE.) 
 PLUG. A. piece of wood, fitted into a hole in a vessel or boat, so as to let 
 
 in or keep out water. 
 POINT. To take the end of a rope and work it over with knittles. (See 
 
 page 51. See REEF-POINTS.) 
 
 POLE. Applied to the highest mast of a ship, usually painted ; as, sky- 
 sail pole. 
 Poor. A deck raised over the after part of the spar deck. A vessel is 
 
 pooped when the sea breaks over her stern. 
 POPPETS. Perpendicular pieces of timber fixed to the fore-and-aft part 
 
 of the bilge-ways in launching. 
 PORT. Used instead of larboard. 
 
 To p'ort the helm, is to put it to the larboard. 
 PORT, or PORT-HOLE. Holes in the side of a vessel, to point cannon out 
 
 of. (See BRIDLE.) 
 PORTOISE. The gunwale. The yards are a-portoise when they rest on 
 
 the gunwale. 
 
 PORT-SILLS. (See SILLS.) 
 
 PREVENTER. An additional rope or spar, used as a support. 
 PRICK. A quantity of spunyarn or rope laid close up together. 
 
118 DICTIONARY OF SEA TERMS. 
 
 PRICKER. A small marlinspike, used in sail-making. It generally has 
 
 a wooden handle. 
 PUDDENING. A quantity of yarns, matting or oakum, used to prevent 
 
 chafing. 
 
 PUMP-BRAKE. The handle to the pump. 
 
 PURCHASE. A mechanical power whicn incre^es the force applied. 
 To purchase, is to raise hy a purchase. 
 
 QUARTER. The part of a vessel's side between the after part of the 
 main chains and the stern. The quarter of a yard is between 
 the slings and the yard-arm. 
 
 The wind is said to be quartering, when it blows in a line between 
 that of the keel and the beam and abaft the latter. 
 
 QUARTER-BLOCK. A block fitted under the quarters of a yard on each 
 side the slings, for the clewlines and sheets to reeve through. 
 
 QUARTER-DECK. That part of the upper deck abaft the main-mast. 
 
 QUARTER-MASTER. A petty officer in a man-of-war, who attends the 
 helm and binnacle at sea, and watches for signals, &c., when in 
 port. 
 
 QUICK-WORK. That part of a vessel's side which is above the chain- 
 wales and decks. So called in ship-building. 
 
 QUILTING. A coating about a vessel, outside, formed of ropes woven 
 together. 
 
 QUOIN. A wooden wedge for the breech of a gun to rest upon. 
 
 RACE. A strong, rippling tide. 
 
 RACK. To seize two ropes together, with cross-turns. Also, a fair- 
 
 leader for running rigging. 
 
 RACK-BLOCK. A course of blocks made from one piece of wood, for fair- 
 leaders. 
 
 RAKE. The inclination of a mast from the perpendicular. 
 RAMLINE. A line used in mast-making to get a straight middle line on 
 
 a spar. 
 RANGE OF CABLE. A quantity of cable, more or less, placed in order for 
 
 letting go the anchor or paying out. 
 RATLINES. (Pronounced rat-lins.) Lines running across the shrouds, 
 
 horizontally, like the rounds of a ladder, and used to step upon 
 
 in going aloft. 
 RATTLE DOWN RIGGING. To put ratlines upon rigging. It is still called 
 
 rattling down, though they are now rattled up ; beginning at the 
 
 lowest. (See page 23.) 
 
 RAZEE. A vessel of war which has had one deck cut down. 
 REEF. To reduce a sail by taking in upon its head, if a square sail, and 
 
 its foot, if a fore-and-aft sail. 
 REEF-BAND. A band of stout canvass sewed on the sail across, with 
 
 points in it, and earings at each end for reefing. 
 A reef is all of the sail that is comprehended between the head 
 
 of the sail and the first reef-band, or between two reef-bands. 
 REEF-TACKLE. A tackle used to haul the middle of each leech up 
 
 toward the yard, so that the sail may be easily reefed. 
 REEVE. To pass the end of a rope through a block, or any aperture. 
 RELIEVING TACKLE. A tackle hooked to the tiller in a gale of wind, to steer 
 
 by in case anything should happen to the wheel or tiller- ropes. 
 RENDER. To pass a rope through a place. A rope is said to render or 
 
 not, according as it goes freely through any place. 
 RIB-BANDS. Long, narrow, flexible pieces of timber nailed to the outside 
 
 of the ribs, so as to encompass the vessel lengthwise. 
 
DICTIONARY OF SEA TERMS. 119 
 
 RIBS. A figurative term for a vessel's timbers. 
 
 RIDE AT ANCHOR. To lie at anchor. Also, to bend or bear down by 
 
 main strength and weight ; as, to ride down the main tack. 
 RIDERS. 'Interior timbers placed occasionally opposite the principal ones, 
 
 to which they are bolted, reaching from the keelson to the beams 
 
 of the lower deck. Also, casks forming the second tier in a 
 
 vessel's hold. 
 RIGGING. The general term for all the ropes of a vessel. (See RUNNING, 
 
 STANDING.) Also, the common term for the shrouds with their 
 
 ratlines ; as, the main rigging, mizzen rigging, &c. 
 RIGHT. To right the helm, is to put it amidships. 
 RIM. The edge of a top. 
 RING. The iron ring at the upper end of an anchor, to which the cable 
 
 is bent. * 
 
 RING-BOLT. An eye-bolt with a ring through the eye. (See EYE-BOLT.) 
 RING-TAIL. A small sail, shaped like a jib, set abaft the spanker in light 
 
 winds. 
 ROACH. A curve in the foot of a square sail, by which the clews are 
 
 brought below the middle of the foot. The roach of a fore-and- 
 aft sail is in its forward leech. 
 
 ROAD, or ROADSTEAD. An anchorage at some distance from the shore. 
 ROBANDS. (See ROPE-BANDS.) 
 
 ROLLING TACKLE. Tackles used to steady the yards in a heavy sea. 
 ROMBOWLINE. Condemned canvass, rope, &c. 
 ROPE-BANDS, or ROBANDS. Small pieces of two or three yarn smmyarn 
 
 or marline, used to confine the head of the sail to the yard or gaff. 
 ROPE-YARN. A thread of hemp, or other stuff, of which a rope is made. 
 
 (See page 43.) 
 
 ROUGH-TREE. An unfinished spar. 
 
 ROUND IN. To haul in on a rope, especially a weather-brace. 
 ROUND UP. To haul up on a tackle. 
 
 ROUNDING. A service of rope, hove round a spar or larger rope. 
 ROWLOCKS, or ROLLOCKS. Places cut in the gunwale of a boat for the 
 
 oar to rest in while pulling. 
 
 ROYAL. A light sail next above a topgallant sail. (See PLATE 2.) 
 ROYAL YARD. The yard from which the royal is set. The fourth from 
 
 the deck. (See PLATE 1.) 
 RUBBER. A small instrument used to rub or flatten down the seams of a 
 
 sail in sail-making. 
 
 RUDDER. The machine by which a vessel or boat is steered. 
 RUN. The after part of a vessel's bottom, which rises and narrows in 
 
 approaching the stern-post. 
 By the run. To let go by the run, is to let go altogether, instead 
 
 of slacking off. 
 
 RUNG-HEADS. The upper ends of the floor-timbers. 
 RUNNER. A rope used to increase the power of a tackle. It is rove 
 
 through a single block which you wish to bring down, and a 
 
 tackle is hooked to each end, or to one end, the other being made 
 
 fast. 
 RUNNING RIGGING. The ropes that reeve through blocks, and are pulled 
 
 and hauled, such as braces, halyards, &c. ; in opposition to the 
 
 standing- rigging, the ends of which are securely seized, such 
 
 as stays, shrouds, &c. (See page 43.) 
 
 SADDLES. Pieces of wood hollowed put to fit on the yards to which they 
 are nailed, having a hollow in .the upper part for the boom to 
 rest in. 
 
120 DICTIONARY OF SEA TERMS. 
 
 SAG. To sag to leeward, is to drift off bodily to leeward. 
 
 SAILS are of two kinds : square sails, which hang from yards, their 
 
 foot lying across the line of the keel, as the courses, topsails, 
 
 &c. ; and fore-and-aft sails, which set upon gaffs, or on stays, 
 
 their foot running with the line of the keel, as jib, spanker, &c. 
 BAIL HO ! The cry used when a sail is first discovered at sea. 
 SAVE-ALL. A small sail sometimes set under the foot of a lower stud- 
 
 dingsail. (See WATER SAIL.) 
 SCANTLING. A term applied to any piece of timber, with regard to its 
 
 breadth and thickness, when reduced to the standard size. 
 SCARF. To join two pieces of timber at their ends by shaving them down 
 
 and placing them over-lapping. 
 
 SCHOONER. (See PLATE 4.) A sjqajl vessel with two^pasts and no tops. 
 A fore-and-aft schooner has only fore-and-aft sails. 
 A topsail schooner carries a square fore topsail, and frequently, 
 
 also, topgallant sail and royal. There are some schooners with 
 
 three masts. They also have no tops. 
 A main-topsail schooner is one that carries square topsails, fore 
 
 and aft. 
 
 SCORE. A groove in a block or dead-eye. 
 SCOTCHMAN. A large batten placed over the turnings-in of rigging. (See 
 
 BATTEN.) 
 SCRAPER. A small, triangular iron instrument, with a handle fitted to 
 
 its centre, and used for scraping decks and masts. 
 SCROWL. A piece of timber bolted to the knees of the head, in place of a 
 
 figure-head. 
 SCUD. To drive before a gale, with no sail, or only enough to keep the 
 
 vessel ahead of the sea. Also, low, thin clouds that fly swiftly 
 
 before the wind. 
 SCULL. A short oar. 
 
 To scull, is to impel a boat by one oar at the stern. 
 SCUPPERS. Holes cut in the water-ways for the water to run from the 
 
 decks. 
 SCUTTLE. A hole cut in a vessel's deck, as, a hatchway. Also, a hole 
 
 cut in any part of a vessel. 
 
 To scuttle, is to cut or bore holes in a vessel to make her sink. 
 SCUTTLE-BUTT. (See BUTT.) 
 
 SEAMS. The intervals between planks in a vessel's deck or side. 
 SEIZE. To fasten ropes together by turns of small stuff. 
 SEIZINGS. (See page 51.) The" fastenings of ropes that are seized 
 
 together. 
 SELVAGEE. A skein of rope-yarns or spunyarn, marled together. Used 
 
 as a neat strap. (See page 50.) 
 SEND. When a ship's head or stern pitches suddenly and violently into 
 
 the trough of the sea. 
 
 SENNIT, or SINNIT. (See page 52.) A braid, formed by plaiting rope- 
 yarns or spunyarn together. Straw, plaited in the same way for 
 
 hats, is called sennit. 
 SERVE. (See page 44.) To wind small stuff, as rope-yarns, spunyarn, 
 
 &c., round a rope, to keep it from chafing. It is wound and 
 
 hove round taut by a serving-board or mallet. 
 SERVICE, is the stuff so wound round. 
 SET. To set up rigging, is to tauten it by tackles. The seizings are 
 
 then put on afresh. 
 SHACKLES. Links in a chain cable which are fitted with a movable bolt 
 
 so that the chain can be separated. 
 
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 /. 
 
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 O/ 
 
 f9l*r- 
 
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DICTIONARY OF SEA TERMS. 121 
 
 SHAKES. The staves of hogsheads taken apart. 
 
 SHANK. The main piece in an anchor, at one end of which the stock is 
 
 made fast, and at the other the arms. 
 SHANK-PAINTER. A strong rope by which the lower part of the shank 
 
 of an anchor is secured to the ship's side. 
 
 SHARP UP. Said of yards when braced as near fore-and-aft as possible. 
 SHEATHING. A casing or covering on a vessel's bottom. 
 SHEARS. Two or more spars, raised at angles and lashed together near 
 
 their upper ends, used for taking in masts. (See page 52.) 
 SHEAR HULK. An old vessel fitted with shears, &c., and used for taking 
 
 out and putting in the masts of other vessels. 
 SHEAVE. The wheel in a block upon which the rope works. 
 
 S/ieave-hole, the place cut in a block for the ropes to reeve through. 
 SHEEP-SHANK. A kind of hitch or bend, used to shorten a rope tem- 
 porarily. (See PLATE 5 and page 50.) 
 SHEER, or SHEER-STRAKE. The line of plank on a vessel's side, running 
 
 fore-and-aft under the gunwale. Also, a vessel's position when 
 
 riding by a single anchor. 
 SHEET. A rope used in setting a sail, to keep the clew down to its place. 
 
 With square sails, the sheets run through each yard-arm. With 
 
 boom sails, they haul the boom over one way and another. 
 
 They keep down the inner clew of a studdingsail and the after 
 
 clew of a jib. (See HOME.) 
 
 SHEET ANCHOR. A vessel's largest anchor : not carried at the bow. 
 SHELL. The case of a block. 
 
 SHINGLE. (See BALLAST.) CA 
 
 SHIP. A vessel with threejnasts, with tops and yards to each. (See PLATE 
 
 4.) To enter onboard a vessel. To fix anything in its place. 
 SHIVER. To shake the wind out of a sail by bracing it so that the wind 
 
 strikes upon the leech. 
 SHOE. A piece of wood used for the bill of an anchor to rest upon, to 
 
 save the vessel's side. Also, for the heels of shears, &c. 
 SHOE-BLOCK. A block with two sheaves, one above the other, the one 
 
 horizontal and the other perpendicular. 
 
 SHORE. A prop or stanchion, placed under a beam. To shore, to prop up. 
 SHROUDS. A set of ropes reaching from the mast-heads to the vessel's 
 
 sides, to support the masts, 
 SILLS. Pieces of timber put in horizontally between the frames to form 
 
 and secure any opening ; as, for ports. 
 SISTER BLOCK. A long piece of wood with two sheaves in it, one above 
 
 the other, with a score between them for a seizing, and a groove 
 
 around the block, lengthwise. 
 SKIDS. Pieces of timber placed up and down a vessel's side, to bear any 
 
 articles off clear that are hoisted in. 
 SKIN. The part of a sail which is outside and covers the rest when it is 
 
 furled. Also, familiarly, the sides of the hold ; as, an article is 
 
 said to be stowed next the skin. 
 
 SKYSAIL. A light sail next above the royal. (See PLATE 2.) 
 SKY-SCRAPER. A name given to a skysail when it is triangular. 
 SLABLINE. A small line used to haul up the foot of a course. 
 SLACK. The part of a rope or sail that hangs down loose. 
 
 Slack in stays, said of a vessel when she works slowly in tacking. 
 SLEEPERS. The knees that connect the transoms to the after timbers on 
 
 the ship's quarter. 
 SLING. To set a cask, spar, gun, or other article, in ropes, so as to put 
 
 on a tackle and noist or lower it. 
 SLINGS. The ropes used for securing the centre of a yard to the mast. 
 
 11 
 
122 DICTIONARY OF SEA TERMS. 
 
 Yard-slings are now made of iron. Also, a large rope fitted 
 
 so as to go round any article which is to be hoisted or lowered. 
 SLIP. To let a cable go and stand out to sea. (See page 90.) 
 SLIP-ROPE. A rope bent to the cable just outside the hawse-hole, and 
 
 brought in on the weather quarter, for slipping. (See page 90.) 
 SLOOP. A small vessel with one mast. (See PLATE 4.) 
 SLOOP OF WAR. A vessel of any rig, mounting between 18 and 32 guns. 
 SLUE. To turn anything round or over. 
 SMALL STUFF. The term for spunyarn, marline, and the smallest kinds 
 
 of rope, such as ratline-stuff, &c. 
 SNAKE. To pass small stuff across a seizing, with marling hitches at 
 
 the outer turns. 
 SNATCH-BLOCK. A single block, with an opening in its side below the 
 
 sheave, or at the bottom, to receive the bight of a rope. 
 SNOTTER. A rope going over a yard-arm, with an eye, used to bend a 
 
 tripping-line to in sending down topgallant and royal yards in 
 
 vessels of war. 
 
 SNOW. A kind of brig, formerly used. 
 SNUB. To check a rope suddenly. 
 SNYING. A term for a circular plank edgewise, to work in the bows of a 
 
 vessel. 
 So ! An order to 'vast hauling upon anything when it has come to its 
 
 right position. 
 SOLE. A piece of timber fastened to the foot of the rudder, to make it 
 
 level with the false keel. 
 SOUND. To get the depth of water by a lead and line. (See page 85.) 
 
 The pumps are sounded by an iron sounding rod, marked with 
 
 a scale of feet and inches. 
 SPAN. A rope with both ends made fast, for a purchase to be hooked to 
 
 its bight. 
 SPANKER. The after sail of a ship or bark. It is a fore-and-aft sail, 
 
 setting with a boom and gaff. (See PLATE 2.) 
 SPAR. The general term for all masts, yards, booms, gaffs, &c. 
 SPELL. The common term for a portion of time given to any work. 
 To spell, is to relieve another at his work. 
 
 Spell ho ! An exclamation used as an order or request to be reliev- 
 ed at work by another. 
 SPENCER. A fore-and-aft sail, set with a gaff and no boom, and hoisting 
 
 from a small mast called a spencer-mast , just abaft the fore and 
 
 main masts. (See PLATES 2 and 4.) 
 SPILL. To shake the wind out of a sail by bracing it so that the wind 
 
 may strike its leech and shiver it. 
 
 SPILLING LINE. A rope used for spilling a sail. Rove in bad weather. 
 SPINDLE. An iron pin upon which the capstan moves. Also, a piece of 
 
 timber forming the diameter of a made mast. Also, any long 
 
 pin or bar upon which anything revolves. 
 
 SPIRKETING. The planks from the water-ways to the port-sills. 
 SPLICE. (See PLATE 5 and page 44.) To join two ropes together by 
 
 interweaving their strands. 
 SPOON-DRIFT. Water swept from the tops of the waves by the violence 
 
 of the wind in a tempest, and driven along before it, covering 
 
 the surface of the sea. 
 SPRAY. An occasional sprinkling dashed from the top of a wave by the 
 
 wind, or by its striking an object. 
 SPRING. To crack or split a mast. 
 
 To spring a leak, is to begin to leak. 
 
 To spring a luff", is to force a vessel close to the wind, in sailing. 
 SPRING-STAY. A preventer-stay, to assist the regular one. (See STAY.) 
 
DICTIONARY OF SEA TERMS. 123 
 
 SPRING TIDES. The highest and lowest course of tides, occurring every 
 new and full moon. 
 
 SPRIT. A small boom or gaff, used with some sails in small boats. The 
 lower end rests in a becket or snotter by the foot of the mast, 
 and the other end spreads and raises the outer upper corner of 
 the sail, crossing it diagonally. A sail so rigged in a boat 
 is called a sprit-sail. 
 
 SPRIT-SAIL-YARD. (See PLATE 1.) A yard lashed across the bowsprit 
 or knight-heads, and used to spread the guys of the jib and flying 
 jib-boom. There was formerly a sail bent to it called a sprit-sail. 
 
 SPUNYARN. (See page 44.) A cord formed by twisting together two 
 or three rope-yarns. 
 
 SPURLING LINE. A line communicating between the tiller and tell-tale. 
 
 SPURS. Pieces of timber fixed on the bilge-ways, their upper ends being 
 bolted to the vessel's sides above the water. Also, curved 
 pieces of timber, serving as half beams, to support the decks 
 where whole beams cannot be placed. 
 
 SPUR-SHOES. Large pieces of timber that come abaft the pump-well. 
 
 SQ.UARE. Yards are squared when they are horizontal and at right 
 angles with the Keel. Squaring by the lifts makes them horizon- 
 tal ; and by the braces, makes them at right angles with the 
 vessel's line. Also, the proper term for the length of yards. A 
 vessel has square yards when her yards are unusually long. A sail 
 is said to be very square on the head when it is long on the head. 
 To square a yard, in working ship, means to bring it in square by 
 the braces. 
 
 SQUARE-SAIL. A temporary sail, set at the fore-mast of a schooner or 
 sloop when going before the wind. (See SAIL.) 
 
 STABBER. A PRICKER. 
 
 STAFF. A pole or mast, used to hoist flags upon. 
 
 STANCHIONS. (See PLATE 3.) Upright posts of wood or iron, placed 
 so as to support the beams of a vessel. Also, upright pieces of 
 timber, placed at intervals along the sides of a vessel, to support 
 the bulwarks and rail, and reaching down to the bends, by the 
 side of the timbers, to which they are bolted. Also, any fixed, 
 upright support; as to an awning, or for the man-ropes. 
 
 STAND BY ! An order to be prepared. 
 
 STANDARD. An inverted knee, placed above the deck instead of beneath 
 it ; as, bitt- standard, &c. 
 
 STANDING. The standing part of a. rope is that part which is fast, in 
 opposition to the part that is hauled upon ; or the main part, in 
 opposition to the end. 
 
 The standing part of a tackle is that part which is made fast to 
 the blocks and between that and the next sheave, in opposition 
 to the hauling and leading parts. 
 
 STANDING RIGGING. (See page 43.) That part of a vessel's rigging 
 which is made fast and not hauled upon. (See RUNNING.) 
 
 STARBOARD. The right side of a vessel, looking forward. 
 
 STARBOWLINES. The familiar term for the men in the starboard watch. 
 
 START. To start a cask, is to open it. 
 
 STAY. To tack a vessel, or put her about, so that the wind, from being on 
 one side, is brought upon the other, round the vessel's head. 
 (See TACK, WEAR.) 
 
 To stay a mast, is to incline it forward or aft, or to one side or the 
 other, by the stays and backstays. Thus, a mast is said to be 
 stayed too much forward or aft, or too much to port, &c. 
 
 STAYS. Large ropes, used to support masts, and leading from the head 
 of some mast down to some other mast, or to some part of ** 
 
124 DICTIONARY OF SEA TERMS. 
 
 vessel. Those which lead forward are called fore-and-aft stays ; 
 
 and those which lead down to the vessel's sides, backstays. 
 
 (See BACKSTAYS.) 
 In stays, or hove in stays, the situation of a vessel when she is 
 
 staying-, or going about from one tack to the other. 
 STAYSAIL. A sail which hoists upon a stay. 
 STEADY ! An order to keep the helm as it is. 
 STEERAGE. That part of the between-decks which is just forward of the 
 
 cabin. 
 STEEVE. A bowsprit steeves more or less, according as it is raised more 
 
 or less from the horizontal. 
 The sleeve is the angle it makes with the horizon. Also, a long, 
 
 heavy spar, with a place to fit a block at one end, and used in 
 
 stowing certain kinds of cargo, which need be driven in close. 
 STEM. (See PLATE 3.) A piece of timber reaching from the forward 
 
 end of the keel, to which it is scarfed, up to the bowsprit, and to 
 
 which the two sides of the vessel are united. 
 STEMSON. A piece of compass-timber, fixed on the after part of the 
 
 apron inside. The lower end is scarfed into the keelson, and 
 
 receives the scarf of the stem, through which it is bolted. 
 STEP. A block of wood secured to the keel, into which the heel of the 
 
 mast is placed. 
 
 To step a mast, is to put it in its step. 
 
 STERN. (See PLATE 3.) The after end of a vessel. (See BY THE STERN.) 
 STERN-BOARD. The motion of a vessel when going stern foremost. 
 STERN-FRAME. The frame composed of the stern-post transom and the 
 
 fashion-pieces. 
 STERN-POST. (See PLATE 3.) The aftermost timber in a ship, reaching 
 
 from the after end 01 the keel to the deck. The stem and stern- 
 post are the two extremes of a vessel's frame. 
 Inner stern-post. A post on the inside, corresponding to the stern- 
 post. 
 STERN-SHEETS. The after part of a boat, abaft the rowers, where the 
 
 passengers sit. 
 STIFF. The quality of a vessel which enables it to carry a great deal of 
 
 sail without lying over much on her side. The opposite to crank. 
 STIRRUPS. Ropes with thimbles at their ends, through which the foot- 
 ropes are rove, and by which they are kept up toward the yards. 
 STOCK. A beam of wood, or a bar of iron, secured to the upper end of 
 
 the shank of an anchor, at right angles with the arms. An iron 
 
 stock usually goes with a key, and unships. 
 STOCKS. The frame upon which a vessel is built. 
 STOOLS. Small channels for the dead-eyes of the backstays. 
 STOPPER. A stout rope with a knot at one end, and sometimes a hook at 
 
 the other, used for various purposes about decks ; as, making fast 
 
 a cable, so as to overhaul. (See CAT STOPPER, DECK STOPPER.) 
 STOPPER BOLTS. Ring-bolts to which the deck stoppers are secured. 
 STOP. A fastening of small stuff. Also, small projections on the outside 
 
 of the cheeks of a lower mast, at the upper parts of the hounds. 
 STRAND. (See page 43.) A number of rope-yarns twisted together. 
 
 Three, four or nine strands twisted together form a rope. 
 A rope is stranded when one of its strands is parted or broken by 
 
 chafing or by a strain. 
 
 A vessel is stranded when she is driven on shore. 
 STRAP. A piece of rope spliced round a block to keep its parts well 
 
 together. Some blocks have iron straps, in which case they are 
 
 called iron bound. 
 

 DICTIONARY OF SEA TERMS. 125 
 
 STREAK, or STRAKE. A range of planks running fore and aft on a 
 
 vessel's side. 
 STREAM. The stream anchor is one used for warping, &c., and sometimes 
 
 as a lighter anchor to moor by, with a hawser. It is smaller 
 
 than the bowers, and larger than the hedges. 
 To stream a buoy, is to drop it into the water. 
 STRETCHERS. Pieces of wood placed across a boat's bottom, inside, for 
 
 the oarsmen to press their feet against, in rowing. Also, cross 
 
 pieces placed between a boat's sides to keep them apart when 
 
 noisted up and griped. 
 STRIKE. To lower a sail or colors. 
 STUDDINGSAILS. (See PLATE 2.) Light sails set outside the square sails, 
 
 on booms rigged out for that purpose. They are only carried 
 
 with a fair wind and in moderate weather. 
 SUED, or SEWED. The condition of a ship when she is high and dry OR 
 
 shore. If the water leaves her two feet, she sues, or is sued, 
 
 two feet. 
 
 SUPPORTERS. The knee-timbers under the cat-heads. 
 SURF. The breaking of the sea upon the shore. 
 SURGE. A large, swelling wave. 
 
 To surge a rope or cable, is to slack it up suddenly where it ren- 
 ders round a pin, or round the windlass or capstan. 
 Surge ho ! The notice given when a cable is to be surged. 
 SWAB. A mop, formed of old rope, used for cleaning and drying decks. 
 SWEEP. To drag the bottom for an anchor. Also, large oars, used in 
 
 small vessels to force them ahead. 
 
 SWIFT. To bring two shrouds or stays close together by ropes. 
 SWIFTER. The forward shroud to a lower-mast. Also, ropes used to 
 
 confine the capstan bars to their places when shipped. 
 SWIG. A term used by sailors for the mode of hauling on upon the bight 
 
 of a rope when its lower end is fast. 
 SWIVEL. A long link of iron, used in chain cables, made so as to turn 
 
 upon an axis and keep the turns out of a chain. 
 
 SYPHERING. Lapping the edges of planks over each other for a bulk- 
 head. 
 
 TABLING. Letting one beam-piece into another. (See SCARFING.) Also, 
 the broad hem on the borders of sails, to which the bolt-rope is 
 sewed. 
 
 TACK. To put a ship about, so that from having the wind on one side, 
 you bring it round on the other by the way of her head. The 
 opposite of wearing. 
 A vessel is on the starboard tack, or has her starboard tacks on 
 
 board, when she has the wind on her starboard side. 
 The rope or tackle by which the weather clew of a course is hauled 
 
 forward and down to the deck. 
 
 The tack of a fore-and-aft sail is the rope that keeps down the 
 
 lower forward clew ; and of a studdingsail, the lower outer clew. 
 
 The tack of the lower studdingsail is called the outhaul. 
 
 Also, that part of a sail to which the tack is attached. 
 
 TACKLE. (Pronounced tay-cle.) A purchase, formed by a rope rove 
 
 through one or more blocks. 
 
 TAFFRAIL, or TAFFEREL. The rail round a ship's stern. 
 TAIL. A rope spliced into the end of a block and used for making it fast 
 
 to rigging or spars. Such a block is called a tail-block. 
 A ship is said to tail up or down stream, when at anchor, according 
 as her stern swings up or down with the tide ; in opposition to 
 11* 
 
126 DICTIONARY OF SEA TERMS. 
 
 heading one way or another, which is said of a vessel when 
 under way. 
 
 TAIL-TACKLE. A watch-tackle. (See page 54.) 
 
 TAIL ON ! or TALLY ON ! An order given to take hold of a rope and 
 pull. 
 
 TANK. An iron vessel placed in the hold to contain the vessel's water. 
 
 TAR. A liquid gum, taken from pine and fir trees, and used for caulking, 
 and to put upon yarns in rope-making, and upon standing rig- 
 ging, to protect it from the weather. 
 
 TARPAULIN. A piece of canvass, covered with tar, used for covering 
 hatches, boats, &c. Also, the name commonly given to a sailor's 
 hat when made of tarred or painted cloth. 
 
 TAUT. Tight. 
 
 TAUNT. High or tall. Commonly applied to a vessel's masts. 
 
 All-a-taunt-o. Said of a vessel when she has all her light and 
 tall masts and spars aloft. 
 
 TELL-TALE. A compass hanging from the beams of the cabin, by which 
 the heading of a vessel may be known at any time. Also, an 
 instrument connected with me barrel of the wheel, and travers- 
 ing so that the officer may see the position of the tiller. 
 
 TEND. To watch a vessel at anchor at the turn of tides, and cast her by 
 the helm, and some sail if necessary, so as to keep turns out of 
 her cables. 
 
 TENON. The heel of a mast, made to fit into the step. 
 
 THICK-AND-THIN BLOCK. A block having one sheave larger than the 
 other. Sometimes used for quarter-blocks. 
 
 THIMBLE. An iron ring, having its rim concave on the outside for a rope 
 or strap to fit snugly round. 
 
 THOLE-PINS. Pins in the gunwale of a boat, between which an oar rests 
 when pulling, instead of a rowlock. 
 
 THROAT. The inner end of a gaff, where it widens and hollows in to fit 
 
 the mast. (See JAWS.) Also, the hollow part of a knee. 
 The throat brails, halyards, &c., are those that hoist or haul up 
 the gaff or sail near the throat. Also, the angle where the arm 
 of an anchor is joined to the shank. 
 
 THRUM. To stick short strands of yarn through a mat or piece of can- 
 vass, to make a rough surface. 
 
 THWARTS. The seats going across a boat, upon which the oarsmen sit. 
 
 THWARTSHIPS. (See ATHWARTSHIPS.) 
 
 TIDE. To tide up or down a river or harbor, is to work up or down with 
 a fair tide and head wind or calm, coming to anchor when the 
 tide turns. 
 
 TIDE-RODE. The situation of a vessel, at anchor, when she swings by 
 the force of the tide. In opposition to wind-rode. 
 
 TIER. A range of casks. Also, the range of the fakes of a cable or 
 
 hawser. 
 
 The cable tier is the place in a hold or between decks where the 
 cables are stowed. 
 
 TILLER. A bar of wood or iron, put into the head of the rudder, by which 
 the rudder is moved. 
 
 TILLER-ROPES. Ropes leading from the tiller- head round the barrel 
 of the wheel, by which a vessel is steered. 
 
 TIMBER. A general term for all large pieces of wood used in ship-build- 
 ing. Also, more particularly, long pieces of wood in a curved 
 form, bending outward, and running from the keel up, on each 
 side, forming the ribs of a vessel. The keel, stem, stern-posts 
 and timbers form a vessel's outer frame. (See PLATE 3.) 
 
DICTIONARY OF SEA TERMS. 127 
 
 TIMBER-HEADS. (See PLATE 3.) The ends of the timbers that come 
 
 above the decks. Used for belaying hawsers and large ropes. 
 TIMENOGUY. A rope carried taut between different parts of the vessel, 
 
 to prevent the sheet or tack of a course from getting foul, in 
 
 working ship. 
 TOGGLE. A pin placed through the bight or eye of a rope, block- strap, 
 
 or bolt, to keep it in its place, or to put the bight or eye of 
 
 another rope upon, and thus to secure them both together. 
 TOMPION. A bung or plug placed in the mouth of a cannon. 
 TOP. A platform, placed over the head of a lower mast, resting on the 
 
 trestle-trees, to spread the rigging, and for the convenience of 
 
 men aloft. (See PLATE 1.) 
 To top up a yard or boom, is to raise up one end of it by hoisting 
 
 on the lift. 
 TOP-BLOCK. A large iron-bound block, hooked into a bolt under the 
 
 lower cap, and used for the top-rope to reeve through in sending 
 
 up and down topmasts. 
 
 TOP-LIGHT. A signal lantern carried in the top. 
 TOP-LINING. A lining on the after part of sails, to prevent them from 
 
 chafing against the top-rim. 
 TOPMAST. (See PLATE 1.) The second mast above the deck. Next 
 
 above the lower mast. 
 
 TOPGALLANT MAST. (See PLATE 1.) The third mast above the deck. 
 TOP-ROPE. The rope used for sending topmasts up and down. 
 TOPSAIL. (See PLATE 2.) The second sail above the deck. 
 TOPGALLANT SAIL. (See PLATE 2.) The third sail above the deck. 
 TOPPING-LIFT. (See PLATE 1 .) A lift used for topping up the end of a 
 
 boom. 
 TOP TIMBERS. The highest timbers on a vessel's side, being above the 
 
 futtocks. (See PLATE 3.) 
 Toss. To throw an oar out of the rowlock, and raise it perpendicularly 
 
 on its end, and lay it down in the boat, with its blade forward. 
 TOUCH. A sail is said to touch, when the wind strikes the leech so as 
 
 to shake it a little. 
 Luff and touch her ! The order to bring the vessel up and see 
 
 now near she will go to the wind. 
 Tow. To draw a vessel along by means of a rope. 
 TRAIN-TACKLE. The tackle used for running guns in and out. 
 TRANSOMS. (See PLATE 3.) Pieces of timber going acros the stern-post, 
 
 to which they are bolted. 
 
 TRANSOM-KNEES. Knees bolted to the transoms and after timbers. 
 TRAVELLER. An iron ring, fitted so as to slip up and down a rope. 
 TREENAILS, or TRUNNELS. Long wooden pins, used for nailing a plank 
 
 to a timber. 
 
 TREND. The lower end of the shank of an anchor, being the same dis- 
 tance on the shank from the throat that the arm measures from 
 
 the throat to the bill. 
 TRESTLE-TREES. Two strong pieces of timber, placed horizontally and 
 
 fore-and-aft on opposite sides of a mast-head, to support the 
 
 cross-trees and top, and for the fid of the mast above to rest 
 
 upon. 
 TRIATIC STAY. A rope secured at each end to the heads of the fore and 
 
 main masts, with thimbles spliced into its bight, to hook the 
 
 stay tackles to. 
 
 TRICE. To haul up by means of a rope. 
 THICK. The time allotted to a man to stand at the helm. 
 
128 DICTIONARY OF SEA TERMS. 
 
 TRIM. The condition of a vessel, with reference to her cargo and ballast. 
 
 A vessel is trimmed by the head or by the stern. 
 In ballast trim, is when she has only ballast on board. 
 Also, to arrange the sails by the braces with reference to the 
 wind. 
 
 TRIP. To raise an anchor clear of the bottom. 
 
 TRIPPING LINE. A line used for tripping a topgallant or royal yard 
 in sending it down. 
 
 TRUCK. A circular piece of wood, placed at the head of the highest 
 mast on a ship. It has small holes or sheaves in it for signal 
 halyards to be rove through. Also, the wheel of a gun-carriage. 
 
 TRUNNIONS. The arms on each side of a cannon by which it rests upon 
 the carriage, and on which, as an axis, it is elevated or depressed. 
 
 TRUSS. The rope by which the centre of a lower yard is kept in toward 
 the mast. 
 
 TRYSAIL. A fore-and-aft sail, set with a boom and gaff, and hoisting on 
 a small mast abaft the lower mast, called a trysail-mast. This 
 name is generally confined to the sail so carried at the main- 
 mast of a full-rigged brig ; those carried at the foremast and at 
 the mainmast of a ship or bark being called spencers, and those 
 that are at the rnizzenmast of a ship or bark, spankers. 
 
 TUMBLING HOME. Said of a ship's sides when they fall in above the 
 bends. The opposite of wall- sided. 
 
 TURN. Passing a rope once or twice round a pin or kevel, to keep it fast. 
 
 Also, two crosses in a cable. 
 To turn in or turn out, nautical terms for going to rest in a berth 
 
 or hammock, and getting up from them. 
 
 Turn up ! The order given to send the men up frorn between 
 decks. 
 
 TYB. A rope connected with a yard, to the other end of which a tackle is 
 attached for hoisting. 
 
 UNBEND. To cast off or untie. (See BEND.) 
 
 UNION. The upper inner corner of an ensign. The rest of the flag is 
 
 called mejly. The union of the U. S. ensign is a blue field 
 
 with white stars, and the Jly is composed of alternate white and 
 
 red stripes. 
 Union-down. The situation of a flag when it is hoisted upside 
 
 down, bringing the union down instead of up. Used as a signal 
 
 of distress. 
 Union-jack. A small flag, containing only the union, without the 
 
 fly, usually hoisted at the bowsprit-cap. 
 UNMOOR. To heave up one anchor so that the vessel may ride at a 
 
 single anchor. (See MOOR.) 
 UNSHIP. (See SHIP.) 
 UVROU. (See EUVROU.) 
 
 VANE. A fly worn at the mast-head, made of feathers or buntine, trav- 
 ersing on a spindle, to show the direction of the wind. (See 
 DOG VANE.) 
 
 VANG. (See PLATE 1.) A rope leading from the peak of the gaff of a 
 fore-and-aft sail to the rail on each side, and used for steadying 
 the gaff. 
 
 'VAST. (See AVAST.) 
 
 VEER. SAID of the wind when it changes. Also, to slack a cable and 
 let it run out. (See PAY.) 
 
DICTIONARY OF SEA TERMS. 129 
 
 To veer and haul, is to haul and slack alternately on a rope, as in 
 
 warping, until the vessel or boat gets headway. 
 
 VIOL, or VOYAL. A larger messenger sometimes used in weighing ail 
 anchor by a capstan. Also, the block through which the mes- 
 senger passes. 
 
 WAIST. That part of the upper deck between the quarter-deck and 
 
 forecastle. 
 
 Waisters. Green hands, or broken-down seamen, placed in the 
 waist of a man-of-war. 
 
 WAKE. The track or path a ship leaves behind her in the water. 
 
 WALES. Strong planks in a vessel's sides, running her whole length 
 fore and aft. 
 
 WALL. A knot put on the end of a rope. (See PLATE 5 and page 46.) 
 
 WALL-SIDED. A vessel is wall-sided when her sides run up perpendicu- 
 larly from the bends. In opposition to tumbling home or jlaring 
 out. 
 
 WARD-ROOM. The room in a vessel of war in which the commissioned 
 officers live. 
 
 WARE, or WEAR. To turn a vessel round, so that, from having the wind 
 on one side, you bring it upon the other, carrying her stern round 
 by the wind. In tacking, the same result is produced by carry- 
 ing a vessel's head round by the wind. 
 
 WARP. To move a vessel from one place to another by means of a rope 
 
 made fast to some fixed object, or to a kedge. 
 A warp is a rope used for warping. If the warp is bent to a kedge 
 which is let go, and the vessel is hove ahead by the capstan or 
 windlass, it would be called hedging. 
 
 WASH-BOARDS. Light pieces of board placed above the gunwale of a boat. 
 
 WATCH. (See page 167.) A division of time on board ship. There 
 are seven watches in a day, reckoning from 12 M. round through 
 the 24 hours, five of them being of four hours each, and the two 
 others, called dog watches, of two hours each, viz., from 4 to 6, 
 and from 6 to 8, P. M. (See DOG WATCH.) Also, a certain 
 portion of a ship's company, appointed to stand a given length 
 of time. In the merchant service all hands are divided into two 
 watches, larboard and starboard, with a mate to command each. 
 A buoy is said to watch when it floats on the surface. . 
 
 WATCH-AND-WATCH. The arrangement by which the watches are alter- 
 nated every other four hours. In distinction from keeping all 
 hands during one or more watches. (See page 167 ) 
 Anchor watch, a small watch of one or two men, kept while in port. 
 
 WATCH HO ! WATCH ! The cry of the man that heaves the deep-sea- 
 lead. 
 
 WATCH-TACKLE. (See page 54.) A small luff purchase with a short 
 fall, the double block having a tail to it, and the single one a 
 hook. Used for various purposes about decks. 
 
 WATER SAIL. A save-all, set under the swinging-boom. 
 
 WATER-WAYS. Long pieces of timber, running fore and aft on both 
 sides, connecting the deck with the vessel's sides. The scuppers 
 are made through them to let the water off. (See PLATE 3.) 
 
 WEAR. (See WARE.) 
 
 WEATHER. In the direction from which the wind blows. (See WIND- 
 WARD, LEE.) 
 
 A ship carries a weather helm when she tends to come up into the 
 wind, requiring you to put the helm up. 
 
130 DICTIONARY OF SEA TERMS. 
 
 Weather gage. A vessel has the weather gage of another when 
 
 she is to windward of her. 
 A weatherly ship, is one that works well to windward, making but 
 
 little leeway. 
 WEATHER-BITT. To take an additional turn with a cable round the 
 
 windlass-end. 
 
 WEATHER ROLL. The roll which a ship makes to windward. 
 WEIGH. To lift up ; as, to weigh an anchor or a mast. 
 WHEEL. The instrument by which a ship is steered ; being a barrel, 
 
 (round which the tiller-ropes go,) and a wheel with spokes. 
 WHIP. (See page 54.) A purchase formed by a rope rove through a 
 
 single block. 
 To ichip, is to hoist by a whip. Also, to secure the end of a rope 
 
 from fagging by a seizing of twine. 
 
 Whip-upon-whip. One whip applied to the fall of another. 
 WINCH. A purchase formed by a horizontal spindle or shaft with a 
 
 wheel or crank at the end. A small one with a wheel is used 
 
 for making ropes or spunyarn. 
 
 WINDLASS. The machine used in merchant vessels to weigh the an- 
 chor by. 
 WIND-RODE. The situation of a vessel at anchor when she swings and 
 
 rides by the force of the wind, instead of the tide or current. 
 
 (See TIDE-RODE.) 
 
 WING. That part of the hold or between-decks which is next the side. 
 WINGERS. Casks stowed in the wings of a vessel. 
 WING-AND-WING. The situation of a fore-and-aft vessel when she is 
 
 going dead before the wind, with her foresail hauled over on 
 
 one side and her mainsail on the other. 
 WITHE, or WYTHE. An iron instrument fitted on the end of a boom or 
 
 mast, with a ring to it, through which another boom or mast is 
 
 rigged out and secured. 
 
 WOOLD. To wind a piece of rope round a spar, or other thing. 
 WORK UP. To draw the yarns from old rigging and make them into 
 
 spunyarn, foxes, sennit, &c. Also, a phrase for keeping a crew 
 
 constantly at work upon needless matters, and in all weathers, 
 
 and beyond their usual hours, for punishment. 
 WORM. (See page 44.) To fill up between the lays of a rope with 
 
 small stuff wound round spirally. Stuff so wound round is 
 
 called worming. 
 
 WRING. To bend or strain a mast by setting the rigging up too taut. 
 WRING-BOLTS. Bolts that secure the planks to the timbers. 
 WRING-STAVES. Strong pieces of plank used with the wring-bolts. 
 
 YACHT. (Pronounced yot.) A vessel of pleasure or state. 
 
 YARD. (See PLATE l.J A long piece of timber, tapering slightly toward 
 the ends, and hung by me centre to a mast, to spread the square 
 sails upon. 
 
 YARD-ARM. The extremities of a yard. 
 
 YARD-ARM AND YARD-ARM. The situation of two vessels, lying along- 
 side one another, so near that their yard-arms cross or touch. 
 
 YARN. (See ROPE-YARN.) 
 
 YAW. The motion of a vessel when she goes off from her course. 
 
 YEOMAN. A man employed in a vessel of war to take charge of a store- 
 room ; as, boatswain's yeoman, the man that has charge of the 
 stores, of rigging, &c. 
 
 YOKE. A piece of wood placed across the head of a boat's rudder, with 
 a rope attached to each end, by which the boat is steered. 
 

PART II, 
 
 CHAPTER I. 
 
 THE MASTER. 
 
 Beginning of the voyage. Shipping the crew. Outfit. Provisions. 
 Watches. Navigation. Log-book. Observations. Working ship. 
 Day's work. Discipline. 
 
 IN the third part of this work, it will be seen that the ship- 
 master is a person to whom, both by the general marine law 
 of all commercial nations and by the special statutes of the 
 United States, great powers are confided, and upon whom 
 heavy responsibilities rest. The shipmaster will find there 
 what are his legal rights, duties and remedies as to owner, 
 ship and crew, and the various requirements as to the papers 
 with which he is to furnish his ship, and the observances of 
 revenue and other regulations. 
 
 It is proposed to give here, rather more, perhaps, for the in- 
 formation of others than of the master himself, the ordinary 
 and every-day duties of his office, and the customs which long 
 usage has made almost as binding as laws. 
 
 There is a great difference in different ports, and among the 
 various owners, as to the part the master is to take in sup- 
 plying and manning the vessel. In many cases, the owner 
 puts on board all the stores for the ship's use and for the 
 crew, and gives the master particular directions, sometimes 
 in writing, as to the manner in which he is to dispense 
 them. These directions are more or less liberal, according 
 to the character of the owner ; and, in some cases, the dis- 
 pensing of the stores is left to the master's discretion. In 
 other instances, the master makes out an inventory of all 
 the stores he thinks it expedient to have put on board, and 
 they are accordingly supplied by the owner's order. 
 
132 THE MASTER. 
 
 In the manner of shipping the crew, there is as great a dif- 
 ference as in that of providing the stores. Usually, the whole 
 thing is left to shipping-masters, who are paid so much a 
 head for each of the crew, and are responsible for their ap- 
 pearance on board at the time of sailing. When this plan 
 is adopted, neither the master nor owner, except by accident, 
 knows anything of the crew before the vessel goes to sea. 
 The shipping-master opens the articles at his office, procures 
 the men, sees that they sign in due form, pays them their ad- 
 vance, takes care that they, or others in their place, are on 
 board at the time of sailing, and sends in a bill for the whole 
 to the owner. In other cases, the master selects his crew, 
 and occasionally the owner does it, if he has been at sea him- 
 self and understands seamen ; though a shipping-master is 
 still employed, to see them on board, and for other purposes. 
 In the ordinary course of short voyages, where crews are 
 shipped frequently, and there is not much motive for making 
 a selection, the procuring a crew may be left entirely to the 
 agency of a faithful shipping-master ; but upon long voyages, 
 the comfort and success of which may depend much upon the 
 character of a crew, the master or owner should interest 
 himself to select able-bodied and respectable men, to explain 
 to them the nature and length of the voyage they are going 
 upon, what clothing they will want, and the work that will 
 be required of them, and should see that they have proper 
 and sufficient accommodations and provisions for their com- 
 fort. The master or owner should also, though this duty is 
 often neglected, go to the forecastle and see that it is cleaned 
 oat, whitewashed, or painted, put in a proper habitable 
 condition, and furnished with every reasonable conveni- 
 ence. It would seem best that the master should have 
 something to do with the selection of the provisions for his 
 men, as he will usually be more interested in securing their 
 good-will and comfort than the owner would be. 
 
 By the master or owner's thus interesting himself for the 
 crew, a great deal of misunderstanding, complaint, and ill- 
 will maybe avoided, and the beginning, at least, of the voyage 
 be made under good auspices. 
 
 Unless the master is also supercargo, his duties, before sail- 
 
THE MASTER. 
 
 133 
 
 ing, are mostly confined to looking after the outfit of the ves- 
 sel, and seeing that she is in sea order. 
 
 Everything being in readiness, the customhouse and other 
 regulations complied with, and the crew on board, the vessel is 
 put under the charge of the pilot to be carried out clear of the 
 land. While the pilot is onboard, the master has little else to 
 do than to see that everything is in order, and that the com- 
 mands of the pilot are executed. As soon as the pilot leaves 
 *the ship, the entire control and responsibility is thrown upon 
 the master. When the vessel is well clear of the land, and 
 things are put into some order, it is usual for the master to 
 call all hands aft, and say something to them about the voy- 
 age upon which they have entered. After this, the crew are 
 divided into watches. The watches are the divisions of the 
 crew into two equal portions. The periods of time occupied by 
 each part of the crew, while on duty, are also called watches. 
 
 There are two watches, the larboard, commanded by the 
 chief mate, and the starboard, by the second mate. The mas- 
 ter himself stands no watch, but comes and goes at all times, 
 as he chooses. The starboard is sometimes called the captain's 
 watch, probably from the fact that in the early days of the 
 service, when vessels were smaller, there was usually but one 
 mate, and the master stood his own watch ; and now, in ves- 
 sels which have no second mate, the master keeps the star- 
 board watch. In dividing into watches, the master usually 
 allows the officers to choose the men, one by one, alternately; 
 but sometimes makes the division himself, upon consult- 
 ing with his officers. The men are divided as equally as 
 possible, with reference to their qualities as able seamen, or- 
 dinary seamen, or boys, (as all green hands are called, what- 
 ever their age may be ;) but if the number is unequal, the 
 larboard watch has the odd one, since the chief mate does not 
 go aloft and do other duty in his watch, as the second mate 
 does in his. The cook always musters with the larboard 
 watch, and the steward with the starboard. If there is a car- 
 penter, and the larboard watch is the largest, he generally 
 goes aloft with the starboard watch ; otherwise, with the lar- 
 Jboard. 
 
 As soon as the division is made, if the day's work is over, 
 12 
 
134 THE MASTER. 
 
 one watch is set, and the other is sent below. Among the 
 numerous customs of the ocean, which can hardly be accounted 
 for, it is one that on the first night of the outward passage the 
 starboard watch should take the first four hours on deck, and on 
 the first night of the homeward passage the larboard should 
 do the same. The sailors explain this by the old phrase, that 
 the master takes the ship out and the mate takes her home. 
 
 The master takes the bearing and distance of the last point 
 ot departure upon the land, and from that point the ship's* 
 reckoning begins, and is regularly kept in the log-book. The 
 chief mate keeps the log-book, but the master examines and 
 corrects the reckoning every day. The master also attends 
 to the chronometer, and takes all the observations, with the 
 assistance of his officers, if necessary. Every day, a few 
 minutes before noon, if there is any prospect of being able to 
 get the sun, the master comes upon deck with his quadrant or 
 sextant, and the chief mate also usually takes his. The 
 second mate does not, except upon a Sunday, or when there is 
 no work going forward. As soon as the sun crosses the meri- 
 dian, eight bells are struck, and a new sea day begins. The 
 reckoning is then corrected by the observation, under the 
 master's superintendence. 
 
 The master also takes the lunar observations, usually with 
 the assistance of both his officers ; in which case, the mas- 
 ter takes the angle of the moon with the star or sun, the 
 chief mate takes the altitude of the sun or star, and the second 
 mate the altitude of the moon. 
 
 In regulating the hours of duty and sleep, the meal times, 
 the food, &c., the master has absolute power; yet the cus- 
 toms are very nearly the same in all vessels. The hour of 
 breakfast is seven bells in the morning, (half after seven,) 
 dinner at noon, and supper whenever the day's work is over. 
 If the voyage is a long one, the crew are usually put upon an 
 allowance of bread, beef, and water. The dispensing of the 
 stores and regulating of the allowance lies, of course, with 
 the master, though the duty of opening the casks, weighing, 
 measuring, &c., falls upon the second mate. The chief mate 
 enters in the log-book every barrel or cask of provisions that* 
 is broached. The steward takes charge of all the provisions 
 
THE MASTER. 135 
 
 for the use of the cabin, and keeps them in the pantry, over 
 which he has the direct control. The average of allowance, 
 in merchant vessels, is six pounds of bread a week, and three 
 quarts of water, and one pound and a half of beef, or one 
 and a quarter of pork, a day, to each man. 
 
 The entire control of the navigation and working of the 
 ship lies with the master. He gives the course and general 
 directions to the officer of the watch, who enters upon a slate, 
 at the end of the watch, the course made, and the number of 
 knots, together with any other observations. The officer of the 
 watch is at liberty to trim the yards, to make alterations in 
 the upper sails, to take in and set royals, topgallant sails, 
 &c. ; but no important alteration can be made, as, for in- 
 stance, reefing a topsail, without the special order of the mas- 
 ter, who, in such cases, always comes upon deck and takes 
 command in person. "When on deck, the weather side of the 
 quarter-deck belongs to him, and as soon as he appears, the 
 officer of the watch will always leave it, and go over to leeward, 
 or forward into the waist. If the alteration to be made is slight, 
 the master usually tells the officer to take in or set such a sail, 
 and leaves to him the particular ordering as to the braces, 
 sheets, &c., and the seeing all things put in place. The prin- 
 cipal manosuvres of the vessel, as tacking, wearing, reefing 
 topsails, getting under way, and coming to anchor, require all 
 hands. In these cases, the master takes command and gives 
 his orders in person, standing upon the quarter-deck. The 
 chief mate superintends the forward part of the vessel, under 
 the master, and the second mate assists in the waist. The 
 master never goes aloft, nor does any work with his hands, 
 unless for his own pleasure. If the officer of the watch thinks 
 it necessary to reef the topsails, he calls the master, who, up- 
 on coming on deck, takes command, and, if he thinks proper, 
 orders all hands to be called. The crew, officers and all, 
 then take their stations, and await the orders of the master, 
 who works the ship in person, giving all the commands, even 
 the most minute, and looks out for trimming the yards and 
 laying the ship for reefing. The chief mate commands upon 
 the forecastle, under the master, and does not go aloft. The 
 second mate goes aloft with the crew. 
 
136 THE MASTER 
 
 In tacking and wearing, the master gives all the orders, as 
 to trimming the yards, &c., though the chief mate is expected 
 to look out for the head yards. So, in getting under way, and 
 in coming to anchor, the master takes the entire personal con- 
 trol of everything, the officers acting under him in their several 
 stations. 
 
 In the ordinary day's work, however, which is carried on in 
 a vessel, the state of things is somewhat different. This the 
 master does not superintend personally; but gives general 
 instructions to the chief mate, whose duty it is to see to their 
 execution. To understand this distinction, the reader will bear 
 in mind that there are two great divisions of duty and labor on 
 shipboard. One, the working and navigating of the vessel : 
 that is, the keeping and ascertaining the ship's position, and 
 directing her course, the making and taking in sail, trim- 
 ming the sails to the wind, and the various nautical manoeuvres 
 and evolutions of a vessel. The other branch is, the work done 
 upon the hull and rigging, to keep it in order, such as the mak- 
 ing and fitting of new rigging, lepairing of old, &c. ; all which, 
 together with making of small stuffs to be used on board, con- 
 stitute the day's work and jobs of the crew. As to the latter, 
 the master usually converses with the chief mate upon the 
 state of the vessel and rigging, and tells him, more or less 
 particularly, what he wishes to have done. It then becomes 
 the duty of this officer to see the thing accomplished. If, for 
 instance, the master tells the chief mate to stay the topmasts 
 more forward, the chief mate goes upon the forecastle, sets the 
 men to work, one upon one thing and another upon another, 
 sees that the stays and backstays are come up with, has tackles 
 got upon the rigging, sights the mast, &c. If the master 
 sees anything which he disapproves of, and has any prefer- 
 ences in the modes of doing the work, he should call the offi- 
 cer aft and speak to him ; and if, instead of this, he were to go 
 forward and give orders to the men, it would be considered an 
 interference, and indeed an insult to the officer. So with any 
 other work doing upon the ship or rigging, as rattling down, 
 turning in and setting up rigging, bending and unbending 
 sails, and all the knotting, splicing, serving, &c., and the 
 making of small stuffs, which constitute the day's work and 
 
THE MASTER. 137 
 
 jobs of a vessel. If the chief officer is a competent man, the 
 master is not expected to trouble himself with the details of 
 any of these things ; and, indeed, if he were to do so to a great 
 extent, it would probably lead to difficulty. 
 
 Where there are passengers, as in regular line of packet 
 ships (or, as they are familiarly called, liners,) between New 
 York and Liverpool or Havre, for instance, the master has 
 even less to do with the day's work ; since the navigation and 
 working of the ship, with proper attention to his passengers, 
 is as much as can reasonably be required of him. 
 
 The master has the entire control of the cabin. The mates 
 usually live in a state room by themselves, or, if they live in 
 the cabin, they yet feel that the master is the head of the 
 house, and are unwilling to interfere with his hours and occu- 
 pations. The chief mate dines with the master, and the 
 second mate looks out for the ship while they are below, and 
 dines at the second table. In the liners y however, the mates 
 usually dine together ; the master looks out for the ship while 
 they are at dinner, and dines with his passengers at a later 
 hour. 
 
 As the master stands no watch, he comes and goes as he 
 pleases, and takes his own hours for rest. In fine weather, 
 he is not necessarily much on deck, but should IDC ready at all 
 times, especially in bad weather, to be up at a moment's 
 notice. 
 
 Everything of importance that occurs, as the seeing a sail or 
 land, or the like, must be immediately reported to the master, 
 And in heaving-to for speaking, the master takes the entire 
 charge of working the vessel, and speaks the other sail in 
 person. 
 
 As will be found in the third part of this book, the master 
 has the entire control of the discipline of the ship, and no 
 subordinate officer has authority to punish a seaman, or 
 to use force, without the master's order, except in cases of 
 necessity not admitting of delay. He has also the complete 
 direction of the internal arrangements and economy of the 
 vessel, and upon his character, and upon the course of conduct 
 he pursues, depend in a great measure the character of the 
 ship and the conduct of both officers and men. He has a 
 
138 THE CHIEF MATE. 
 
 power and influence, both direct and indirect, which may be 
 the means of much good or much evil. If he is profane, pas- 
 sionate, tyrannical, indecent, or intemperate, more or less of 
 the same qualities will spread themselves or break out among 
 officers and men, which, perhaps would have been checked, if 
 not in some degree removed, had the head of the ship been a 
 man of high personal character. He may make his ship almost 
 anything he chooses, and may render the lives and duties of 
 his officers and men pleasant and profitable to them, or may 
 introduce disagreements, discontent, tyranny, resistance, and, 
 in fact, make the situation of all on board as uncomfortable 
 as that in which any human beings can well be placed. 
 Every master of a vessel who will lay this to heart, and con- 
 sider his great responsibility, may not only be a benefactor 
 to the numbers whom the course of many years will bring 
 under his command, but may render a service to the whole 
 class, and do much to raise the character of the calling. 
 
 CHAPTER II. 
 
 THE CHIEF MATE. 
 
 Care of rigging and ship's furniture. Day's work. Working ship. 
 Coming to anchor. Getting under way. Reefing. Furling. Duties 
 in port. Account of cargo. Stowage. Station. Log-book. Navi- 
 gation. 
 
 THE chief mate, or, as he is familiarly called on board ship, 
 the mate, is the active superintending officer. In the previous 
 chapter, upon the duties of the master, it will be seen that, in 
 all matters relating to the care of and work done upon the 
 ship and rigging, the master gives general orders to the mate, 
 who attends personally to their execution in detail. Indeed, 
 in the day's work on board ship, the chief mate is the only 
 
 
THE CHIEF MATE. 139 
 
 officer who appears in command. The second mate works 
 like a common seaman, and the men seldom know what is to 
 be done until they receive their orders in detail from the chief 
 mate. It is his duty to carry on the work, to find every man 
 something to do, and to see that it is done. He appoints the 
 second mate his worlj, as well as the common seamen theirs ; 
 and if the master is dissatisfied with anything, or wishes a 
 change, he should speak to the chief mate, and let him make 
 the change, and not interfere with the men individually. It 
 is also the duty of this officer to examine all parts of the rig- 
 ging, report anything of importance to the master and take 
 his orders, or, if it be a small and common matter, he will 
 have the repairs or changes made at his own pleasure, as a 
 thing of course. He must also see that there is a supply of 
 small stuffs for the work, and have them made up when neces- 
 sary, and also that there are instruments ready for every 
 kind of labor, or for any emergency. In bad weather, he 
 must have spare rope, blocks, tackles, sennit, earings, &c., on 
 hand ; or rather, see that they are provided, the more immediate 
 care of these things, when provided, belonging to the second 
 mate. 
 
 From this description of a chief mate's duty, it will be seen 
 that he ought always to be not only a vigilant and active man, 
 but also well acquainted with all kinds of seaman's work, and 
 a good judge of rigging. 
 
 In the working of the ship, when all hands are called and 
 the master is on deck, the chief mate's place is on the fore- 
 castle, where, under the general direction of the master, who 
 never need leave the quarter-deck, he commands the forward 
 part of the vessel, and is the organ of communication with the 
 men aloft. In getting under way and coming to anchor, it is 
 his duty to attend to the ground tackle, and see everything 
 ready forward. The master, for instance, tells him to have 
 the ship ready for getting under way, and to heave short on 
 the cable. He then goes forward, orders all hands to be 
 called, sees everything secured about decks, tackles got up and 
 boats hoisted in and lashed, fish and cat tackles, pennant, 
 davit, &c., and spare hawsers and rope, in readiness, orders 
 the men to the windlass, (the second mate taking a handspike 
 
140 THE CHIEF MATE. 
 
 with the rest,) and stationing himself between the knight-heads, 
 looks out for the cable, ordering and encouraging the men. 
 When the cahle is hove short, he informs the master, and, at 
 the word from him, orders the men aloft to loose the sails, and 
 gives particular directions to them when aloft, as to the sails, 
 gaskets, overhauling rigging, &c. The sails being loosed, he 
 awaits the order from the master, which would be addressed 
 to him rather than to the men, and has the windlass manned 
 and the anchor hove up, giving notice to the master as soon 
 as it is a-weigh. When the vessel is under way, the master 
 begins to take more immediate control, ordering the yards to 
 be braced and filled, sail to be set, and the like. The chief 
 mate also sees to the catting and fishing of the anchors, to 
 baring the decks cleared up and everything secured. 
 
 In coming to anchor, very nearly the same duty falls upon 
 the chief officer. He must see the anchors and cables ready 
 for letting go, the master ordering how much chain is to be 
 overhauled. He must look out that the boats are ready for 
 lowering, the rigging clear for letting go, hauling and clewing, 
 and that spare hawsers, kedges, warps, &c., are at hand. If 
 anything goes wrong forward, he alone is looked to for an 
 explanation. As the vessel draws in toward her anchoring 
 ground, the master gives all the orders as to trimming the 
 yards and taking in sail; and at all times, when on deck, has 
 the entire charge of the man at the helm, it being the mate's 
 duty only to see that a good seaman is there, and that the 
 helm is relieved. As to the sails, the master will, for in- 
 stance, order "Clew up the fore and main topsails!" The 
 chief mate then gives the particular orders as to lowering and 
 letting go the halyards, clewing down and up, overhauling 
 rigging, &c. If both topsails were taken in at once, the 
 second mate would attend to the main, unless the master 
 should choose to look out for it himself. All being ready for 
 letting go, the master gives the order " Let go the anchor ! " 
 and the chief mate sees that it is done, has the chain payed 
 out, reports how much is out, sees that the buoys watch, 
 and the like. In furling the sails, the whole superintendence 
 comes upon the mate, as the master would probably only 
 tell him to have them furled. He has the rigging hauled taut, 
 
 i 
 
THE CHIEF MATE. 141 
 
 sends the men aloft, and, remaining on deck and forward, he 
 gives his orders to them while on the yards, as to the manner 
 of furling, and has the ropes hauled taut or let go on deck, 
 as may be necessary. 
 
 These instances may serve to show the distinctions be- 
 tween the duties of master and mate in the principal evolu- 
 tions of a vessel. While in port, the chief mate has much 
 more the control of the vessel than when at sea. As there 
 is no navigating or working of the vessel to be done, the 
 master has little to engage him, except transactions with 
 merchants and others on shore, arid the necessary general 
 directions to the mate, as to the care of the ship. Beside the 
 work upon the ship and rigging while in port, the chief mate 
 has the charge of receiving, discharging, stowing and break- 
 ing out the cargo. In this he has the entire control, under 
 the general directions of the master. It is his duty to keep an 
 account of all tile cargo, as it goes in and comes out of the 
 vessel, and, as he generally gives receipts, he is bound to great 
 care and accuracy. When cargo is coming in and going out, 
 the chief mate will stand in the gangway, to keep an account, 
 and the second mate will be down in the hold with some of 
 the crew, breaking out, or stowing. The stowage, however, 
 should still be somewhat under the chief mate's directions. 
 While the master is on shore, the chief mate is necessarily 
 commander of the ship, for the time, and though the law will 
 extend his power proportionably for cases of necessity, yet, 
 except in instances which will not admit of delay, he must 
 not attempt to exercise any unusual powers, but should refer 
 everything to the master's decision. It will be seen, by the 
 laws, that the mate has no right to punish a man during the 
 master's absence, unless it be a case in which delay would 
 lead to serious consequences. 
 
 While in port, the chief mate stands no watch at night, but 
 he should always be the first to be called in the morning, .and 
 should be up early and order the calling of all hands. In 
 cleaning the ship, as washing down decks, &c., which is 
 done the first thing in the morning, each mate, while at sea, 
 takes charge of it in his watch, in turn, as one or the other 
 has the morning watch ; but in port, the second mate over- 
 
142 THE CHIEF MATE. 
 
 sees the washing down of the decks, under the chief mate's 
 general orders. 
 
 "While at sea, in tacking, wearing, reefing topsails, &c., and 
 in every kind of " all hands work," when the master is on 
 deck, the chief mate's place, as I have said, is forward. To 
 give a further notion of the manner of dividing the command, 
 I will describe the evolution of tacking ship. The master 
 finds that the ship will not lay her course, and tells the chief 
 mate to ' see all clear for stays,' or ' ready about.' Upon this, 
 the chief mate goes forward, sends all hands to their stations, 
 and sees everything clear and ready on the forecastle. The 
 master asks, " All ready forward ? " and being answered, 
 "Ay, ay, sir ! " motions the man at the helm to put the wheel 
 down, and calls out, " Helm 's a-lee ! " The mate, answering 
 immediately, " Helm 's a-lee," to let the master know he is 
 heard and understood, sees that the head sheets are let go. At 
 "Raise tacks and sheets !" from the master, the mate, and the 
 men with him, let go the fore tack, while he looks after the over- 
 hauling of the other tack and sheet. He also sees to letting 
 go the bo\vlines for " Let go and haul," and to getting down the 
 head sheets when the ship is about, and trims the head yards, 
 calling out to the men at the braces the usual orders, " Well 
 the fore yard !" " Topsail yard, a small pull ! " " Topgallant 
 yard, well ! " &c. The master usually trims the after yards. 
 
 In reefing topsails, the chief mate should not go aloft, but 
 should keep his place forward, and look out for the men on the 
 yards. I am aware that it has been the custom in some classes 
 of vessels, as in the New York liners, for the chief mate to take 
 the weather earing of a course, especially if a topsail or the 
 other course were reefing at the same time ; yet this practice 
 has never generally prevailed, and is now going out of date. 
 I think I may say it is the opinion of all, masters, officers, 
 and men, that it is better for the chief mate to remain on 
 deck. There is always a good deal to be looked after, ropes 
 to be let go or hauled, rigging to be cleared, and the like, 
 beside the importance of having some one to oversee the men 
 on the different yards ; which the mate, standing at a little 
 distance, can easily do. He is also the organ of communica- 
 tion between the yards and the deck, and can look after the 
 
THE CHIEF MATE. 143 
 
 reefing to more advantage than the master can upon the quar- 
 ter-deck, where he must* stay to watch the helm and sails. 
 
 The chief mate is not required to work with his hands, like 
 the second mate and the seamen. He will, of course, let go 
 and belay ropes, and occasionally pull and haul with the men 
 when working ship ; but if there is much work to be done, his 
 time and attention are sufficiently taken up with superintend- 
 ing and giving orders. 
 
 As to his duties as a watch-officer, it will be necessary to 
 repeat the explanations partly given in the chapter upon the 
 master's duties. The crew are divided equally into two watch- 
 es, the larboard and starboard ; the larboard commanded by 
 the chief mate, and the starboard by the second mate. These 
 watches divide the day between them, being on and off duty 
 every other four hours. This is the theory of the time, but in 
 fact, in nearly all merchant vessels, all hands are kept on 
 deck and at work throughout the afternoon, from one o'clock 
 until sundown ; and sometimes, if there is a great deal to be 
 done, as immediately before making port, or after an accident, 
 all hands may be kept throughout the day. This is, however, 
 justly considered hard usage, if long continued, since it gives 
 the men but little time for sleep, and none for reading, or taking 
 care of their clothes. Although all hands may be on deck and at 
 work during a day or a half day, yet the division of time is 
 still kept up. For instance, if it is the mate's watch from 8 
 A. M. to 12; although all hands should be up from 12 to 5 or 
 6, yet from 12 to 4 the starboard watch would be considered as 
 ' the watch on deck,' and the larboard again after 4 ; and so 
 on ; and during those hours the wheel will always be taken 
 by men belonging to the watch on deck, and if any particular 
 duty is ordered to be done by ' the watch,' that watch which 
 has a man at the helm, and which would have been the only 
 one on deck had not all hands been kept, would do the duty. 
 But though this division is kept up as to the crew and the 
 helmsman, it is not so as to the officers; for when all 
 hands are on deck, the chief mate is always the officer in 
 command, to whichever watch the hour may properly belong. 
 He accordingly looks out for the ship, takes in and makes sail, 
 and trims the yards, when all hands are on deck at work, 
 
144 THE CHIEF MATE. 
 
 as much in the hours of one watch as in those of the other, 
 and he generally calls upon the men of either watch indiffer- 
 ently to pull and haul. But if only the starboard watch is 
 on deck, though the chief mate should be on deck also, yet he 
 will not interfere with the duties of that watch, but would 
 leave the command of the vessel, and the weather side of the 
 quarter-deck, to the second mate. Of course, whenever the 
 master comes on deck, as I have said, in whosever watch it 
 may be, or if all hands are up, he takes the weather side of 
 the quarter-deck, and is considered as having charge of the 
 ship ; and the officer of the watch would then give no order 
 with reference to the helm, trimming the yards, making sail, 
 or the like, without a direction from the master. 
 
 It will be necessary to make some explanations as to the 
 stations of the chief and second mate. I have said that when 
 all hands are called, the chief mate's place is the forecastle, 
 and the second mate's amidships, or at the braces on the 
 quarter-deck. This is only in working ship with all hands ; 
 that is, in tacking, wearing, reefing, coming to anchor, getting 
 under way, &c. "Whenever the work is done, and the ne- 
 cessity for the officers' presence at these parts of the vessel 
 ceases, they return to their proper places on the quarter-deck. 
 In a man-of-war there is always a lieutenant of the watch on 
 the weather side of the quarter-deck, whatever work may be 
 going forward, except in the single case of all hands being 
 called to work ship ; but it is not so in the merchant service. 
 When the ordinary day's work is going forward, the mates 
 must be about the decks or aloft, like the petty officers of a 
 man-of-war ; and it is only while no work is going forward, 
 as in bad weather, on Sundays, or at night, that the officer of 
 the watch keeps the quarter-deck. At these times he does so, 
 and, if the master is not on deck, does not leave it, except for a 
 short time, and for some necessary duty forward. 
 
 It will be seen in the third part of this book, 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 men. He is 
 considered a confidential person, to whom the owners, ship- 
 pers and insurers look, in some measure, for special duties 
 and qualifications. The master, therefore, cannot remove him 
 

THE CHIEF MATE. 145 
 
 from office, except under very peculiar circumstances, and 
 then must be able to prove a justifiable cause. One of these 
 duties which the law throws upon him, is keeping the log- 
 book. This is a very important trust, as the log-book is the 
 depository of the evidence of everything that may occur during 
 the voyage ; an4 the position of the ship, the sail she was 
 under, the wind, &c., at any one moment, may become matters 
 of great consequence to all concerned. So it is with reference 
 to anything that may occur between the master or officers and 
 the crew. As to the manner of keeping the log, it is the cus- 
 tom for each officer at the end of his watch to enter upon the 
 log-slate, which usually lies on the cabin table, the courses, 
 distances, wind and weather during his watch, and anything 
 worthy of note that may have occurred. Once in twenty-four 
 hours the mate copies from this slate into the log-book ; the 
 master, however, first seeing the slate, examining it, and 
 making any corrections or observations he may choose. This 
 practice of copying from the slate, which is first submitted to 
 the master, has led, in too many instances, to the mate's be- 
 coming the mere clerk of the master, to enter on the log-book 
 whatever the latter may dictate. This is wrong. It is very 
 proper that the master should examine the slate, and suggest 
 alterations as to the ship's reckoning, &c., if necessary, but it 
 is important to all concerned, both to the owners, shippers and 
 insurers, on shore, and the crew of the vessel, that the inde- 
 pendence of the mate, as the journalist of the voyage, should 
 be preserved. The master, from the power of his office, can 
 at all times make the situation of a mate who has displeased 
 him extremely disagreeable, and from this cause has great 
 indirect influence over him ; the law and the custom should 
 therefore be strictly adhered to which rightly make the chief 
 officer, in this respect, in a manner the umpire between the 
 master and the crew, as well as between all on board and the 
 parties interested on shore. 
 
 The law also makes the chief mate the successor to the 
 aaster, in case the latter should die, or be unable to perform 
 the duties of his office ; and this without any action on the part 
 of the crew. It is always important, therefore, that, to the 
 practical seamanship and activity necessary for the discharge 
 13 
 
146 THE SECOND MATE. 
 
 of the proper duties of his office, the mate should add a suffi- 
 cient knowledge of navigation to be ahle to carry the ship on 
 her voyage in case anything should happen to the master. In- 
 deed, it has been doubted whether a vessel of the largest class, 
 upon a long voyage, would be seaworthy with no navigator on 
 board but the master. 
 
 Both the chief and second mates are always addressed by 
 their surnames, with Mr. prefixed, and are answered with the 
 addition of Sir. This is a requirement of ship's duty, and an 
 intentional omission of it is an offence against the rules and 
 understanding of the service. 
 
 CHAPTER III. 
 
 SECOND AND THIRD MATES. 
 
 SECOND MATE. Navigation. Station. Watch duties. Day's work. 
 
 Working ship. Reefing. Furling. Duties aloft. Care of ship's 
 
 furniture. Stores. Duties in port. 
 
 THIRD MATE. Working ship. Pay's work. Duties aloft in port. 
 
 Boating. Stores. 
 
 THE duties of the second mate are, to command the star- 
 board watch when the master is not on deck, and to lead the 
 crew in their work. It is not necessary that he should be a 
 navigator, or even be able to keep a journal, though he should 
 know enough of navigation to keep the courses and distances 
 during his watch, and to report them correctly on the slate. 
 There are also many advantages in his being acquainted with 
 navigation and able to keep the log, as, in case of the chief mate's 
 meeting with any accident, or being removed from office. The 
 second mate, however, does not, by law, necessarily succeed to 
 the office of chief mate, as the chief mate does to that of master ; 
 but it lies with the master for the time being to appoint whom 
 he chooses to the office of chief mate : yet, if the second mate 
 

THE SECOND MATE. 147 
 
 is capable of performing the duties of the office, he would 
 ordinarily be appointed, as a matter of course. 
 
 When the starboard watch alone is on deck, and the master 
 is below, the second mate has charge of the ship. When both 
 watches are on deck, the chief mate is officer of the deck, to 
 whichever watch the time may belong, according to the divi- 
 sion of the hours. When the master is on deck, he commands, 
 in one watch as well as in the other. But the second mate 
 does not give up the charge of the vessel to the chief mate, if 
 he should happen to be on deck during the starboard watch, 
 unless all hands are up. While he has charge of the vessel in 
 his watch, his duties are the common ones of a watch officer ; 
 that is, to have an eye to the helm, watch the weather, keep 
 a general lookout round the horizon, see to the trimming of 
 the yards and making and taking in of the light sails, give the 
 master notice of anything important that occurs, heave the 
 log and keep an account of the winds, courses, rate of sailing, 
 &c., and enter the same on the slate at the end of the watch. 
 In these things the c&ef mate has no right to interfere, when 
 it is not his watch on deck. But in all matters connected 
 with the day's work and jobs, the second mate acts under the 
 chief mate in his own watch, as that department belongs pe- 
 culiarly to the chief mate. In working days, when the crew 
 are employed about the ship and rigging, it is usual for the 
 chief mate to tell the second mate what to do in his watch, 
 and sometimes he remains on deck a few minutes to see to the 
 commencement of the work. And while day's work is going for- 
 ward, during the time that the chief mate has a watch below, as 
 the second mate is expected to do jobs like a common seaman, 
 it is the custom for the master to be on deck a good deal in the 
 starboard watch and look after the vessel. While work is 
 going forward, the second mate is about decks and aloft ; but 
 at other times, as at night, or on Sunday, or during bad 
 weather, when day's work cannot be kept up, his place is on 
 the quarter-deck ; though still, he leaves it whenever anything 
 is to be done forward or aloft which requires the presence of a 
 whole watch, as, setting or taking in a lower or topmast stud- 
 ding-sail, or any of the heavy sails. 
 
 When all hands are called to work ship, as in reefing, tack- 
 
148 THE SECOND MATE. 
 
 ing, wearing, getting under way, coming to anchor, &c., the 
 second mate's place is aft, at the fore and main braces and 
 main and mizzen rigging ; and generally, in all ship's duty, 
 the chief mate and larboard watch belong forward, and the 
 second mate and starboard watch aft. In tacking ship, the 
 second mate looks out for the lee fore and main braces, sees them 
 belayed to one pin and clear for letting go, lets go the main 
 braces at " Mainsail haul ! " and the fore at " Let go and haul ! " 
 He also steadies the weather braces as the yards come up. He 
 then sees to getting down the main tack, hauling out the main 
 and mizzen bowlines, hauling aft the main sheet, and, in 
 short, has charge of all the duty to be done upon the quarter- 
 deck and in the waist. 
 
 In getting under way, the second mate takes a handspike at 
 the windlass with the men, the place which custom has 
 assigned him being the windlass-end. If anything is to be 
 done with the braces while the men are heaving at the 
 windlass, it is his duty to attend to it, as the chief mate 
 must be looking out for the ground tackle. 
 
 In reefing, the second mate goes aloft with the men, and 
 takes his place at the weather earing. This is his proper 
 duty, and he will never give it up, unless he is a youngster, 
 and not strong enough or sufficiently experienced to lead the 
 men on the yard. As soon as the order is given to clew down 
 for reefing, and the halyards are let go, if there are hands 
 enough to haul out the reef-tackles, he should go aloft, see that 
 the yard is well down by the lifts, and then lay out to the 
 weather yard-arm, and get his earing rove by the time the men 
 are upon the yard. He then hauls it out and makes fast. If 
 both topsails are reefed at once, he goes to the main ; but if one 
 sail is reefed at a time, he goes with the men from one to the 
 other, taking the weather earing of each. He also goes aloft 
 to reef a course, and takes the weather earing of that, in the 
 same manner. He is not expected to go upon the mizzen top- 
 sail yard, as the mizzen topsail is a small sail, and can be 
 reefed by a few men, or by the light hands. 
 
 In furling sails, the second mate goes aloft to the topsails 
 and courses, and takes the bunt, as that is the most important 
 place in that duty. He is not expected to go upon the mizzen 
 
THE SECOND MATE. 149 
 
 topsail yard for any service, and though in bad weather, and in 
 case of necessity, he would do so, yet it would be out of the 
 usual course. He might also, in heavy weather, assist in fur- 
 ling a large jib, or in taking the bonnet off; but he never furls a 
 topgallantsail, royal, or flying jib. In short, the fore or main 
 topsail and the courses are the only sails which the second mate 
 is expected to handle, either in reefing or furling. .And, as I 
 said before, if the sails are reefed or furled by the watch, he 
 leads the starboard watch on the main and maintopsail yards, 
 and the best man in the larboard watch leads them at the 
 fore. 
 
 Although the proper place for the second mate on a yard, is 
 the bunt in furling, and the weather earing in reefing, and it is 
 the custom to give him a chance at them at first, yet he can- 
 not retain them by virtue of his office ; and if he has not the 
 necessary strength or skill for the stations, it is no breach of 
 duty in a seaman to take them from him ; on the .contrary, he 
 must always expect, in such a case, to give them up to a smarter 
 man. If the second mate is a youngster, as is sometimes 
 the case, being put forward early for the sake of promotion, or 
 if he is not active and ambitious, he will not attempt to take 
 the bunt or weather earing. 
 
 In the ordinary day's work done on shipboard, the second 
 mate works with his hands like a common seaman. Indeed, 
 he ought to be the best workman on board, and to be able to 
 take upon himself the nicest and most difficult jobs, or to 
 show the men how to do them. Among the various pieces of 
 work constantly going forward on the vessel and rigging, there 
 are some that require more skill and are less disagreeable 
 than others. The assignment of all the work belongs to the 
 chief mate, and if the second mate is a good seaman, (by which 
 sailors generally understand a good workman upon rigging,) 
 he will have the best and most important of these allotted to 
 him; as, for instance, fitting, turning in and setting up rig- 
 ging, rattling down, and making the neater straps, coverings, 
 graftings, pointings, &c. ; but if he is not a good workman, he 
 will have to employ himself upon the inferior jobs, such as are 
 usually assigned to ordinary seamen and boys. Whatever 
 may be his capacity, however, he * carries on the work,' when 
 13* 
 
150 THE SECOND MATE. 
 
 his watch alone is on deck, under directions previously re- 
 ceived from the chief mate. 
 
 It is a common saying among seamen that a man does not 
 get his hands out of the tar bucket by becoming second mate. 
 The meaning of this is, that as a great deal of tar is used in 
 working upon rigging, and it is always put on by hand, the 
 second mate is expected to put his hands to it as the others do. 
 If the chief mate were to take hold upon a piece of work, and 
 it should be necessary to put any tar on it, he might call 
 some one to tar it for him, as all labor by hand is voluntary 
 with him ; but the second mate would be expected to do it for 
 himself, as a part of his work. These matters, small in them- 
 selves, serve to show the different lights in which the duties of 
 the officers are regarded by all sea-faring men. There are, 
 however, some inferior services, such as slushing down masts, 
 sweeping decks, &c., which the second mate takes no part in ; 
 and if he were ordered to do so, it would be considered as pun- 
 ishment, and might lead to a difficulty. 
 
 In working ship, making and taking in sail, &c., the second 
 mate pulls and hauls about decks with the rest of the men. 
 Indeed, in all the work he is expected to join in, he should be 
 the first man to take hold, both leading the men and working 
 himself. In one thing, however, he differs from the seamen ; 
 that is, he never takes the helm. Neither master nor mates 
 ever take the wheel, but it is left to the men, who steer the 
 vessel under the direction of the master or officer of the deck. 
 He is also not expected to go aloft to reeve and unreeve rig- 
 ging, or rig in and out booms, when making or taking in 
 sail, if there are men enough ; but, as I have said, under ordi- 
 nary circumstances, only goes aloft to reef or furl a topsail 
 or course. In case, however, of any accident, as carrying 
 away a mast or yard, or if any unusual work is going on aloft, 
 as the sending up or down of topmasts or topsail yards, or get- 
 ting rigging over the mast-head, sending down or bending a 
 heavy sail in a gale of wind, or the like, then the second mate 
 should be aloft to take charge of the work there, and to be the 
 organ of communication between the men aloft and the chief 
 mate, who should remain on deck, since he must superintend 
 everything fore and aft, as well as a-low and aloft. Sending 
 
THE SECOND MATE 151 
 
 up or down royal and topgallant yards, oeing light work and 
 done by one or two hands, does not call the second mate aloft ; 
 but if the topgallant masts are to be sent down, or a jib-boom 
 rigged in in bad weather, or any other work going on aloft of 
 unusual importance or difficulty, the second mate should be 
 there with the men, leading them in the work, and communi- 
 cating with, and receiving the orders from the deck. 
 
 During his own watch, if the master is not on deck, the 
 second mate commands the ship, gives his orders and sees to 
 their execution, precisely as the chief mate does in his ; but, 
 at the same time, he is expected to lend a hand at every " all- 
 hands rope." 
 
 There is another important part of the duties of a second 
 mate ; which is, the care of the spare rigging, blocks, sails, and 
 small stuffs, and of the instruments for working upon rigging, 
 as, marlinspikes, heavers, serving-boards, &c. It is the duty 
 of the chief mate, as superintendent of the work, to see that 
 these are on board, and to provide a constant supply of such 
 as are made at sea ; but when provided, it is the second mate's 
 duty to look after them, to see them properly stowed away, 
 and to have them at hand whenever they are called for. If, 
 for instance, the chief mate orders a man to do a piece of work 
 with certain instruments and certain kinds of stuff, the man 
 will go to the second mate for them, and he must supply him. 
 If there is no sailmaker on board, the second mate must also 
 attend to the stowing away of the spare sails, and whenever 
 one is called for, it is his duty to go below and find it. So 
 with blocks, spare rigging, strands of yarns, and any part of 
 a vessel's furniture, which an accident or emergency, as well 
 as the ordinary course of duty, may bring into play. 
 
 So, also, with the stores. It is his duty to see to the stow- 
 ing away of the water, bread, beef, pork, and all the provisions 
 of the vessel ; and whenever a new cask or barrel of water or 
 provisions is to be opened, the second mate must do it. In- 
 deed, the crew should never be sent into the hold or steerage, 
 or to any part where there is cargo or stores, without an officer. 
 He also measures out the allowance to the men, at the rate 
 ordered by the master. These latter duties, of getting out 
 the stores and weighing or measuring the allowance, fall 
 
152 THIRD MATE. 
 
 upon the third mate, if there is one, which is seldom the case 
 in merchant vessels. 
 
 While in port, when cargo is taking in or discharging, the 
 second mate's place is in the hold ; the chief mate standing at 
 the gangway, to keep account, and to have a general supervi- 
 sion. If the vessel is lying at anchor, so that the cargo has to 
 be brought on or off in boats, then the boating duty falls upon 
 the second mate, who goes and comes in the boats, and looks 
 after the landing and taking off of the goods. The chief mate 
 seldom leaves the vessel when in port. The master is neces- 
 sarily on shore a good deal, and the second mate must come 
 and go in the boats, so that the chief mate is considered as 
 the ship-keeper. So, if a warp or kedge is to be carried out, 
 or a boat is lowered at sea, as in boarding another vessel, or 
 when a man has fallen overboard, in all such cases the second 
 mate should take charge of the boat. 
 
 When in port, the second mate stands no anchor watch, but 
 is expected to be on deck until eight o'clock, which is the hour 
 at which the watch is usually set. If, however, the ship is 
 short-handed, he would stand his watch ; in which case it 
 would probably be either the first or the morning watch. 
 
 The second mate lives aft, sleeping in the cabin, if there are 
 no passengers, or else in a state room in the steerage. He 
 also eats in the cabin, but at a second table, taking charge of 
 the vessel while the master and chief mate are at their meals. 
 In packet ships the two mates generally eat together, by 
 themselves, at an earlier hour than the master and passengers. 
 
 THIRD MATE. Merchant vessels bound on long voyages, 
 upon which there are many vicissitudes to be anticipated, some- 
 times carry a third mate ; but this is unusual ; so much so, 
 that his duties have hardly become settled by custom. He 
 does not command a watch, but belongs to the larboard watch, 
 and assists the chief mate in his duties. He goes aloft with 
 the larboard watch to reef and furl, as the second mate does 
 with the starboard, and performs very nearly the same duties 
 aloft and about decks. If he is a good seaman, he will take 
 the earing and bunt on the head yards, as the second mate 
 does on the after yards ; and in the allotment of work he will 
 be favored with the most important jobs, if a good workman, 
 
THIRD MATE. CARPENTER. 153 
 
 otherwise, he will be put upon the work of an ordinary sea- 
 man. He is not expected to handle the light sails. He stands 
 no helm, lives aft, and will look out for the vessel at meal- 
 times, if the second mate dines with the master and chief 
 mate. While in port, he will be in the hold or in the boats, 
 as he may be needed, thus dividing the labor with the second 
 mate. Perhaps his place would more properly be in the 
 boats, as that is considered more in the light of fatigue duty. 
 He also relieves the second mate of the charge of the stores, 
 and sees to the weighing and measuring of the allowances ; 
 and in his watch on deck, he relieves the chief mate of the in- 
 ferior parts of his duty, such as washing decks in the morning, 
 and looking after the boys in clearing up the decks at night. 
 
 CHAPTER IV. 
 
 CARPENTER, COOK, STEWARD, &C. 
 
 CARPENTER. Working ship. Seaman's work. Helm. Duty aloft. 
 Work at his trade. Station. Berth and mess. Standing watch. 
 
 SAILMAKER. Seaman's work. Work at trade. Duty aloft. Standing 
 watch. Berth and mess. Station. 
 
 STEWARD. Duty in passenger-ships. Care of cabin-table passengers. 
 In other vessels 1 Master mate. Aloft. About decks. Working ship. 
 
 SOOK. Berth. Standing watch. Care of galley and furniture. Work- 
 ing ship. Duty aloft. 
 
 CARPENTER. Almost every merchant vessel of a large 
 class, or bound upon a long voyage, carries a carpenter. His 
 duty is to work at his trade under the direction of the master, 
 nd to assist in all-hands work according to his ability. He 
 is stationed with the larboard or starboard watch, as he may 
 be needed, though, if there is no third mate, usually with the 
 larboard. In working ship, if he is an able seaman, (as well 
 as carpenter,) he will be put in some more important place, as 
 looking after the main tack and bowlines, or working the 
 forecastle with the mate ; and if capable of leading his watch 
 
154 CARPENTER. 
 
 aloft, he would naturally take the bunt or an earing. He is 
 not expected to handle the light sails, nor to go above the topsail 
 yards, except upon the work of his trade. If he ships for an 
 able seaman as well as carpenter, he must be capable of doing 
 seaman's work upon the rigging and taking his turn at the 
 wheel, if called upon ; though he would not be required to do 
 it except in bad weather, or in case the vessel should be short- 
 handed. If he does not expressly ship for seaman as well as 
 carpenter, no nautical skill can be required of him; but he 
 must still, when all hands are called, or if ordered by the mas- 
 ter, pull and haul about decks, and go aloft in the work usual 
 on such occasions, as reefing and furling. But the inferior 
 duties of the crew, as sweeping decks, slushing, tarring, &c., 
 would not be put upon him, nor would he be required to do 
 any strictly seaman's work, except taking a helm in case of 
 necessity, or such work as all hands join in. 
 
 The carpenter is not an officer, has no command, and can- 
 not give an order even to the smallest boy ; yet he is a privi- 
 leged person. He lives in the steerage, with the steward, 
 has charge of the ship's chest of tools, and in all things con- 
 nected with his trade, is under the sole direction of the master. 
 The chief mate has no authority over him, in his trade, unless 
 it be in case of the master's absence or disability. In all 
 things pertaining to the working of the vessel, however, and 
 as far as he acts in the capacity of a seaman, he must obey 
 the orders of the officers as implicitly as any of the crew 
 would ; though, perhaps, an order from the second mate would 
 come somewhat in the form of a request. Yet there is no 
 doubt that he must obey the second mate in his proper place, 
 as much as he would the master in his. Although he lives in 
 the steerage, he gets his food from the galley, from the same 
 mess with the men in the forecastle, having no better or dif- 
 ferent fare in any respect ; and he has no right on the quarter- 
 deck, but must take his place on the forecastle with the 
 common seamen. 
 
 In many vessels, during fine weather, upon long voyages, 
 the carpenter stands no watch, but " sleeps in" at night, is 
 called at daylight, and works all day at his trade. But in this 
 case, whenever all hands are called, he must come up with 
 
SAILMAKER. 155 
 
 the rest. In bad weather, when he cannot well work at his 
 trade, or if the vessel becomes short-handed, he is put in a 
 watch, and does duty on deck, turning in and out with the 
 rest. In many vessels, especially those bound on short voy- 
 ages, the carpenter stands his watch, and, while on deck, 
 works at his trade in the day-time, if the weather will permit, 
 and at night, or in bad weather, does watch duty according to 
 his ability. 
 
 SAILMAKER. Some ships of the largest class carry a sail- 
 maker, though usually the older seamen are sufficiently skilled 
 in the trade to make and mend sails, and the master or chief 
 mate should know how to cut them out. As to the sailmaker's 
 duty on board, the same remarks will apply to him that were 
 made upon the carpenter. If he ships for seaman as well as 
 sailmaker, he must do an able seaman's duty, if called upon ; 
 and if he does not so ship, he will still be required to assist in 
 all-hands work, such as working ship, taking in and making 
 sail, &c., according to his ability; and in bad weather, or a 
 case of necessity, he may be put with a watch and required to 
 do ship's duty with the rest. In all-hands work he is mustered 
 with either watch, according to circumstances, and the station 
 allotted to him will depend upon his qualities as a seaman ; 
 and, as with the carpenter, if he is a good seaman, he would 
 naturally have some more important post assigned to him. 
 He is not expected to .handle the light sails, nor to go above the 
 topsail yards. Nor would the inferior duties of the crew, such 
 as tarring, slushing, and sweeping decks, be put upon him. 
 In bad weather, or in case of necessity, he may be mustered 
 in a watch, and must do duty as one of the crew, according 
 to his ability. Sometimes he stands no watch, and works at 
 his trade all day, and at others he stands his watch, and when 
 on deck in the day time, and during good weather, works at 
 his trade, and at night, or in bad weather, does duty with the 
 watch. He usually lives in the steerage with the carpenter, and 
 always takes his food from the galley. He has no command, 
 and when on deck, belongs on the forecastle with the rest of 
 the crew. In the work of his trade, he is under the sole direc- 
 tion of the master, or of the chief mate in the master's 
 
156 STEWARD. 
 
 absence ; but in ship's work he is as strictly under the com- 
 mand of the mates, as a common seaman is. 
 
 STEWARD. The duties of the steward are very different in 
 packet ships, carrying a large number of passengers, from those 
 which are required of him in other vessels. In the New York 
 liners, for instance, he has waiters or under-stewards, who do 
 most of the labor, he himself having the general superinten- 
 dence of the department. It is his duty to see that the cabin 
 and state-rooms are kept in order ; to see to the laying and 
 clearing of the tables ; to take care of the dishes, and other 
 furniture belonging to them ; to provide the meals, under the 
 master's direction, preparing the nicer dishes himself; to keep 
 the general charge of the pantry and stores for the cabin ; to 
 look after the cook in his department ; and, lastly, which is as 
 important a part of his duty as any other, to attend to the 
 comfort and convenience of the passengers. These duties, 
 where there are many passengers, require all his time and 
 attention, and he is not called upon for any ship's duty. 
 
 In vessels which are not passenger-ships, he does the work 
 which falls to the under-stewards of the large packets : cleans 
 the cabin and state rooms, sets, tends and clears away the table, 
 provides everything for the cook, and has charge of the pantry, 
 where all the table furniture and the small stores are kept. 
 He is also the body servant of the master. His relation to the 
 chief mate is somewhat doubtful ; but the general understand- 
 ing is, that, although he waits upon him when at table and 
 must obey him in all matters relating to the ship's work, yet 
 he is not in any respect his servant. If the mate wishes any 
 personal service done, he would ask it, or make some com- 
 pensation. 
 
 In these vessels, the steward must come on deck whenever 
 all hands are called, and in working ship, pulls and hauls 
 about decks with the men. The main sheet is called the 
 steward's rope, and this he lets go and hauls aft in tacking 
 and wearing. In reefing and furling, he is expected to go 
 upon the lower and topsail yards, and especially the mizzen 
 topsail yard of a ship. No seamanship is expected of him, 
 and he stands no watch, sleeping in at night and turning out 
 
COOK. 
 
 157 
 
 at daylight ; 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 sail. In these things he must obey the mates in the 
 same way that a common seaman would, and is punishable 
 for disobedience. The amount of ship's duty required of him 
 depends, as I have said, upon the number of passengers. 
 
 COOK. The cook almost always lives in the forecastle, 
 though sometimes in the steerage with the steward. He 
 stands no watch, sleeping in at night, and working at his 
 business throughout the day. He spends his time mostly in 
 the cook-house, which is called the * galley,' where he cooks 
 both for the cabin and forecastle. This, with keeping the 
 galley, boilers, pans, kids, &c., clean and in order, occupies 
 him during the day. He is called with all hands, and in tack- 
 ing and wearing, works the fore sheet. He is also expected 
 to pull and haul about decks in all-hands work, and is occa- 
 sionally called from his galley to give a pull at a tackle or 
 halyards. No seamanship can be required of him, but he is 
 usually expected to go upon a lower or topsail yard in reefing 
 or furling, and to assist according to his ability in working 
 ship. In regular passenger-ships, however, as he is more 
 exclusively employed in cooking, he is not required to do any 
 duty about decks, except in a case of necessity or of common 
 danger. In some other vessels, too, if strongly manned, 
 neither the cook nor steward are sent upon the yards. Yet it 
 can, without doubt, be required of them, by the custom and 
 understanding of the service, to go upon a lower or topsail 
 yard to reef or furl. 
 
 If there are on board armorers, coopers, or persons follow- 
 ing any other trades, they take the same place and follow the 
 same rules as to duty that govern the carpenter and sail- 
 maker. In the merchant service, when l all hands' are called, 
 it literally calls every one on board but the passengers ; ex- 
 cepting, as I have said, in the case of the cook and steward of 
 strictly passenger-ships. Those persons of whom any duty 
 can be required, who do not stand a watch, but sleep in at 
 night and work during the day, are called idlers. Beside 
 turning out with 'all hands,' the idlers are sometimes called 
 up at night to help the watch on deck in any heavy or difficult 
 14 
 
158 ABLE SEAMEN. 
 
 duty, when it is not desirable to call the other watch, who 
 may have had severe service. This is allowable, if practised 
 only in cases of necessity, and not carried to an extreme. 
 
 CHAPTER V. 
 
 ABLE SEAMEN. 
 
 Grades of sea-faring persons. Able seamen. Ordinary seamen. Boys. 
 Shipping and rating. Over-rating. Requisites of an able seaman. 
 Hand, reef and steer. Work upon rigging. Sailmaking. Day's 
 work. Working ship. Reefing and furling. Watch duty. Coasters 
 and small vessels. 
 
 SEA-FARING persons before the mast are divided into three 
 classes, able seamen, ordinary seamen, and boys or green 
 hands. And it may be remarked here that all green hands in 
 the merchant service are termed boys, and rated as such, what- 
 ever may be their age or size. In the United States navy, an 
 able seaman receives twelve dollars per month, an ordinary 
 seaman ten, and the boys, or green hands, from four to eight, 
 according to their strength and experience. In the merchant 
 service, wages are about the same on long voyages ; but on 
 voyages to Europe, the West Indies, and the southern ports, 
 they are considerably higher, and very fluctuating. Still, the 
 same proportion between the classes is preserved, an ordinary 
 seaman getting about two dollars less than an able seaman, 
 and the boys, from nothing up to two dollars less than ordi- 
 nary seamen, according to circumstances. A full-grown man 
 must ship for boy's wages upon his first voyage. It is not 
 unusual to see a man receiving boy's wages and rated as a 
 boy, who is older and larger than many of the able seamen. 
 
 The crews are not rated by the officers after they get to sea, 
 but, both in the merchant service and in the navy, each man 
 
I 
 
 ABLE SEAMEN. 159 
 
 rates himself when he ships. The shipping articles, in the 
 merchant service, are prepared for so many of each class, and 
 a man puts his name down and contracts for the wages and 
 duty of a seaman, ordinary seaman, or boy, at his pleasure. 
 Notwithstanding this license, there are very few instances of 
 its being abused ; for every man knows that if he is found 
 incompetent to perform the duty he contracts for, his wages 
 can not only be reduced to the grade for which he is fitted, but 
 that something additional will be deducted for the deception 
 practised upon all concerned, and for the loss of service and 
 the numerous difficulties incurred, in case the fraud is not dis- 
 covered until the vessel has got to sea. But, still more than 
 this, the rest of the crew consider it a fraud upon themselves; 
 as they are thus deprived of a man of the class the vessel re- 
 quired, which makes her short-handed for the voyage, and 
 increases the duty put upon themselves. If, for instance, the 
 articles provide for six able seamen, the men expect as many, 
 and if one of the six turns out not to be a seaman, and is put 
 upon inferior work, the duties which would commonly be done 
 by seamen will fall upon the five. The difficulty is felt still 
 more in the watches ; as, in the case I have supposed, there 
 would be in one watch only two able seamen instead of three, 
 and if the delinquent was not a capable helmsman, the in- 
 creased duty at the wheel alone would be, of itself, a serious 
 evil. The officers also feel at liberty to punish a man who 
 has so imposed upon all hands, and accordingly every kind of 
 inferior and disagreeable duty is put upon him ; and, as he finds 
 no sympathy from the crew, his situation on board is made 
 very unpleasant. Indeed, there is nothing a man can be guilty 
 of, short of a felony, to which so little mercy is shown on 
 board ship; for it is a deliberate act of deception, and one 
 to which there is no temptation, except the gain of a few 
 dollars. 
 
 The common saying that to hand, reef and steer makes a 
 sailor, is a mistake. It is true that no man is a sailor until 
 he can do these things; yet to ship for an able seaman he 
 must, in addition to these, be a good workman upon rigging. 
 The rigging of a ship requires constant mending, covering 
 and working upon in a multitude of ways ; and whenever 
 
160 ABLE SEAMEN. 
 
 
 
 any of the ropes or yards are chafing or wearing upon it, it 
 must be protected by ' chafing gear.' This chafing gear con- 
 sists of worming, parcelling, serving, rounding, &c. ; which 
 requires a constant supply of small stuffs, such as foxes, sen- 
 nit, spunyarn, marline, and the like, all which is made on 
 board from condemned rigging and old junk. There is also a 
 great deal of new rigging to be cut and fitted, on board, which 
 requires neat knots, splices, seizings, coverings, and turnings in. 
 It is also frequently necessary to set up the rigging in one part 
 of the vessel or another ; in which case it must be seized or 
 turned in afresh. 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 board. A man's skill in this work is the 
 chief test of his seamanship ; a competent knowledge of steer- 
 ing, reefing, furling, and the like, being taken for granted, and 
 being no more than is expected of an ordinary seaman. To 
 put a marlinspike in a man's hand and set him to work upon 
 a piece of rigging, is considered a fair trial of his qualities as 
 an able seaman. 
 
 There is, of course, a great deal of difference in the skill 
 and neatness of the work of different men ; but I believe I am 
 safe in saying that no man will pass for an able seaman in a 
 square-rigged vessel, who cannot make a long and short splice 
 in a large rope, fit a block-strap, pass seizings to lower rig- 
 ging, and make the ordinary knots, in a fair, workmanlike 
 manner. This working upon rigging is the last thing to 
 which a lad training up to the sea is put, and always sup- 
 poses a competent acquaintance with all those kinds of work 
 that are required of an ordinary seaman or boy. A seaman is 
 generally expected to be able to sew upon a sail, and few men 
 ship for seamen who cannot do it ; yet, if he is competent in 
 other respects, no fault can be found with an able seaman for 
 want of skill in sailmaking. 
 
 In allotting the jobs among the crew, reference is always had 
 to a man's rate and capacity ; and it is considered a decided 
 imputation upon a man to put him upon inferior work. The 
 most difficult jobs, and those requiring the neatest work, will 
 be given to the older and more experienced among the sea- 
 men ', and of this none will complain ; but to single out an able 
 
ABLE SEAMEN. 161 
 
 seaman and keep him at turning the spunyarn winch, knotting 
 yarns or picking oakum, while there are boys on board, and 
 other properly seaman's work going forward at the same 
 time, would be looked upon as punishment, unless it were 
 temporarily, or from necessity, or while other seaman were 
 employed in the same manner. Also, in consideration of the 
 superior grade of an able seaman, he is not required to sweep 
 down the decks at night, slush the masts, &c., if there are 
 boys on board and at hand. Not that a seaman is not obliged 
 to do these things. There is no question but that he is, just as 
 much as to do any other ship's work ; and if there are no boys 
 on board or at hand at the time, or from any other cause it is 
 reasonably required of him, no good seaman would object, and 
 it would be a refusal of duty to do so, yet if an officer were 
 deliberately, and without necessity for it, when there were 
 boys about decks at the time, who could do the work as well, 
 to order an able seaman to leave his work and sweep down 
 the decks, or slush a mast, it would be considered as pun- 
 ishment . 
 
 In working ship, the able seamen are stationed variously ; 
 though, for the most part, upon the forecastle, at the main tack 
 or fore and main lower and topsail braces ; the light hands 
 being placed at the cross-jack and fore and main topgallant 
 and royal braces. In taking in and making sail, and in 
 all things connected with the working of a ship, there is no 
 duty which may not be required of an able seaman ; yet there 
 are certain things requiring more skill or strength, to which he 
 is always put, and others which are as invariably assigned to 
 ordinary seamen and boys. In reefing, the men go out to the 
 yard-arms, and the light hands stand in toward the slings; 
 while in furling, the bunt and quarters belong to the able 
 seamen, and the yard-arms to the boys. The light hands are 
 expected to loose and furl the light sails, as royals, flying jib 
 and mizzen topgallant sail, and the men seldom go above the 
 cross-trees, except to work upon the rigging, or to send a mast 
 or yard up or down. The fore and main topgallant sails, and 
 sometimes the flying jib of large vessels, require one or more 
 able seamen for furling, but are loosed by light hands. In 
 short, as to everything connected with working ship, making 
 
162 ABLE SEAMEN. 
 
 and taking in sail, &c., one general rule may be laid down. 
 A seaman is obliged to obey the order of the master or officer, 
 asking no questions and making no objection, whether the 
 duty to which he is ordered be that which properly belongs to 
 an able seaman or not ; yet as able seamen alone can do the 
 more nice and difficult work, the light hands, in their turn, are 
 expected to do that which requires less skill and strength. In 
 the watch on deck at night, for instance, the able and ordinary 
 seamen steer the ship, and are depended upon in case of any 
 accident, or if heavy sails are to be taken in or set, or ropes 
 to be knotted or spliced; and in consideration of this, if 
 there is light work to be done, as coiling up rigging about 
 decks, holding the log-reel, loosing or furling a light sail, or 
 the like, the boys are expected to do it, and should properly be 
 called upon by the officer, unless from some circumstance it 
 should be necessary to call upon a man. Yet, as I have said 
 before, if ordered, the seaman must do the thing, under any 
 circumstances, and a refusal would be a refusal of his duty. 
 
 No man is entitled to the rate or wages of an able 
 seaman, who is not a good helmsman. There is always a 
 difference in a ship's company as to this duty, some men 
 being more steady, careful, and expert helmsmen than others ; 
 and the best quality cannot be required of every able seaman; 
 yet if, upon fair trial, in bad weather, a man is found incapa- 
 ble of steering the ship, under circumstances not extraordinary, 
 he would be considered by all on board to have failed of his 
 duty. It should be remembered, however, that there are times 
 when the very best helmsman is hardly able to steer a ship, 
 and if a vessel is out of trim or slow in her motions, no skill 
 can keep her close to her course. 
 
 An able seaman is also expected to do all the work neces- 
 sary for reefing, furling, and setting sail, to be able to take a 
 bunt or earing, to send yards and masts up and down, to rig 
 in and out booms, to know how to reeve all the running rig- 
 ging of a ship, and to steer, or pull an oar in a boat. 
 
 The standard of seamanship, however, is not so high in 
 coasting vessels and those of a smaller class bound upon short 
 voyages, in which all the work that is necessary upon the 
 vessel or rigging is usually done when in port by people hired 
 
ORDINARY SEAMEN. 163 
 
 from on shore. In such vessels many men ship for able 
 seamen, and are considered, upon the whole, competent, if 
 they are able-bodied, and can hand, reef, and steer, who per- 
 haps would only have shipped for ordinary seamen in vessels 
 bound upon long voyages. In all large class vessels, and in 
 vessels of almost any class bound upon long voyages, the 
 standard of seamanship is very nearly what I have before 
 described. 
 
 CHAPTER VI. 
 
 ORDINARY SEAMEN. 
 
 Requisites. Hand, reef, and steer. Loose, furl, and set sails. Reeve 
 rigging. Work upon rigging. Watch duty. 
 
 AN ordinary seaman is one who, from not being of sufficient 
 age and strength, or from want of sufficient experience, is not 
 quite competent to perform all the duties of an able seaman, 
 and accordingly receives a little less than full wages, and does 
 not contract for the complete qualities of an able seaman. 
 There is a large proportion of ordinary seamen in the navy. 
 This is probably because the power of the officers is so great 
 upon their long cruises to detect and punish any deficiency, 
 and because, if a man can by any means be made to appear 
 wanting in capacity for the duty he has shipped to perform, it 
 will justify a great deal of hard usage. Men, therefore, prefer 
 rather to underrate than to run any risk of overrating them- 
 selves. 
 
 An ordinary seaman is expected to hand, reef, and steer, 
 under common circumstances, (which includes * boxing the 
 compass ;') to be well acquainted with all the running and 
 standing rigging of a ship ; to be able to reeve all the studding- 
 sail gear, and set a topgallant or royal studdingsail out of the 
 top ; to loose and furl a royal, and a small topgallant sail or 
 flying jib; and perhaps, also, to send down or cross a royal 
 yard. An ordinary seaman need not be a complete helms- 
 
164 ORDINARY SEAMEN. 
 
 man, and if an able seaman should be put in his place at the 
 wheel in very bad weather, or when the ship steered with 
 difficulty, it would be no imputation upon him, provided he 
 could steer his trick creditably under ordinary circumstances. 
 In reefing or furling the courses and topsails, an ordinary sea- 
 man would not take the bunt or an earing, if there were able 
 seamen on the yard ; and perhaps, in the largest sized vessels, 
 it would not be expected of him to pass an earing, or make up 
 the bunt of a fore or main topsail or course in bad weather, yet 
 he should know how to do both, and should be able to take a 
 bunt or earing on the mizzen topsail yard, and on any topsail 
 or lower yard of a small vessel. 
 
 It is commonly understood that an ordinary seaman need 
 not be a workman upon rigging. Yet there are probably few 
 men capable of performing the duties of an ordinary seaman, 
 as above detailed, who would not be somewhat acquainted 
 with work upon rigging, and who could not do the simpler 
 parts of it, such as, serving and splicing small ropes, passing a 
 common seizing, or the like ; and it is always expected that 
 an ordinary seaman shall be able to make all the hitches, 
 bends, and knots in common use : such as, two half-hitches, 
 a rolling hitch, timber hitch, clove hitch, common bend, and 
 bowline knot. He would also be thought deficient if he could 
 not draw, knot, and ball up yarns, and make spunyarn, foxes, 
 and common sennit. Yet it is said that if he can steer his 
 trick, and do his duty creditably in working ship 4 and taking 
 in and making sail, he is entitled to the rate and wages of an 
 ordinary seaman, though he cannot handle a marlinspike or 
 serving-board. 
 
 The duty upon which an ordinary seaman is put, depends a 
 good deal upon whether there are boys or green hands on 
 board or not. If there are, he has a preference over them, as 
 an able seaman has over him, in the light work ; and since he 
 stands his helm regularly and is occasionally set to work upon 
 rigging with the men, he will be favored accordingly in the 
 watch and in common duty about decks. Yet the distinction 
 between ordinary seamen and boys is not very carefully 
 observed in the merchant service, and an ordinary seaman is 
 frequently called upon for boy's duty, though there are boys 
 
ORDINARY SEAMEN. BOYS. 165 
 
 on board and at hand. If an officer wished for some one to 
 loose a royal, take a broom and sweep the decks, hold the log- 
 reel, coil up a rope, or the like, he would probably first call 
 upon a boy, if at hand; if not, upon an ordinary seaman; 
 but upon either of them indifferently, before an able seamen. 
 
 If there are no boys on board, the ordinary seamen do boy's 
 duty; the only difference being, that if they take their trick at 
 the wheel, and do other ordinary seaman's work, the able sea- 
 men are not so much preferred over them, as over mere boys 
 and green hands. 
 
 CHAPTER VII. 
 
 BOYS. 
 
 Requisites. Wages. Watch. Day's work. Working ship. Helm. 
 Duties aloft and about decks. 
 
 BOY is the term, as I have said before, for all green hands, 
 whatever may be their size or age ; and also for boys, who, 
 though they have been at sea before, are not large and strong 
 enough for ordinary seamen. It is the common saying, that 
 a boy does not ship to know anything. Accordingly, if any 
 person ships as a boy, and upon boy's wages, no fault can be 
 found with him, though he should not know the name of a 
 rope in the ship, or even the stem from the stern. In the 
 navy, the boys are divided into three classes, according to 
 their size and experience, and different duties are put upon 
 them. In the merchant service, all except able and ordinary 
 seamen are generally upon the same wages, though boys' 
 wages vary in different voyages. Sometimes they get nothing, 
 being considered as apprentices ; and from that they rise to 
 three, five, and sometimes eight dollars per month. What- 
 ever boys' wages may be, a person who ships for them for 
 that voyage, whether more or less, is rated as boy, and his 
 duty is according to his rate. ., 
 
166 
 
 BOYS. 
 
 In the ordinary day's work, the boys are taught to draw 
 and knot yarns, make spunyarn, foxes, sennit, &c., and are 
 employed in passing a ball or otherwise assisting the able 
 seamen in their jobs. Slushing masts, sweeping and clearing 
 up decks, holding the log-reel, coiling up rigging, and loosing 
 and furling the light sails, are duties that are invariably put 
 upon the boys or green hands. They stand their watches like 
 the rest, are called with all hands, go aloft to reef and furl, 
 and work whenever and wherever the men do, the only differ- 
 ence being in the kind of work upon which they are put. Tn 
 reefing, the boys lay in toward the slings of the yard, and in 
 furling, they go out to the yard-arms. They are sent aloft 
 immediately, as soon as they get to sea, to accustom them to 
 the motion of a vessel, and to moving about in the rigging 
 and on the yards. Loosing and furling the royals, setting 
 topgallant studdingsails and reeving the gear, shaking out 
 reefs, learning the names and uses of all the ropes, and to 
 make the common hitches, bends, and knots, reeving all the 
 studdingsail gear, and rigging in and out booms, and the like, 
 is the knowledge first instilled into beginners. There is a 
 good deal of difference in the manner in which boys are put 
 forward in different vessels. Sometimes, in large vessels, 
 where there are plenty of men, the boys never take the wheel 
 at all, and are seldom put upon any but the most simple and 
 inferior duties. In others, they are allowed to take the wheel 
 in light winds, and gradually, if they are of sufficient age and 
 strength, become regular helmsmen. So, also, in their duties 
 aloft; if they are favored, they may be kept at the royals and 
 topgallant sails, and gradually come to the earing of a mizzen 
 topsail. In work upon rigging, however, a green hand makes 
 but little progress beyond ropeyarns and spunyarn, during his 
 first voyage; since there are men enough to do the jobs, and 
 he can be employed to more advantage in the inferior work, 
 and in making and taking in light sails, steering in light 
 winds, &c. ; a competent knowledge of which duty is sufficient 
 to enable him to ship for an ordinary seaman upon the next 
 voyage. It is generally while in the grade of ordinary sea- 
 man that the use of the marlinspike is learned. Whatever 
 knowledge a boy may have acquired, or whatever may be his 
 
MISCELLANEOUS. 167 
 
 age or strength, so long as he is rated as a boy, (and the rates 
 are not changed during a voyage unless a person changes his 
 ship,) he must do the inferior duties of a boy. If decks are to 
 be cleared up or swept, rigging to be coiled up, a man is to be 
 helped in his job, or any duty to be done aloft or about decks 
 which does not require the strength or skill of a seaman, a boy 
 is always expected to start first and do it, though not called 
 upon by name. 
 
 CHAPTER VIII. 
 
 MISCELLANEOUS. 
 
 Watches. Calling the watch. Bells. Helm. Answering. Stations. 
 Food. Sleep. 
 
 WATCHES. A watch is a term both for a division of the 
 crew, and for the period of time allotted to such division. The 
 crew are divided into two watches, larboard and starboard; 
 the larboard commanded by the chief mate, and the starboard 
 by the second mate. These watches divide the time between 
 them, being on and off duty, or, as it is termed, on deck and 
 below, every other four hours. If, for instance, the chief mate 
 with the larboard watch have the first night watch, from eight 
 to twelve, at the end of the four hours the starboard watch is 
 called, and the second mate takes the deck, while the larboard 
 watch and the chief mate go below until four in the morn- 
 ing. At four they come on deck again, and remain until eight ; 
 having what is called the ' morning watch.' As they will have 
 been on deck eight hours out of the twelve, while the starboard 
 watch, who had the middle watch, from twelve to four, will 
 only have been up four hours, they are entitled to the watch 
 below from eight till twelve, which is called the ' forenoon 
 watch below.' Where this alternation of watches is kept up 
 throughout the twenty-four hours, four hours up and four be- 
 low it is called having " watch and watch." This is always 
 given in bad weather, and when day's work cannot be carried 
 
168 MISCELLANEOUS. 
 
 on ; but in most merchant vessels, it is the custom to keep all 
 hands from one P. M. until sundown, or until four o'clock. 
 In extreme cases, also, all hands are kept throughout the day ; 
 hut the watch which has had eight hours on deck at night 
 should always be allowed a forenoon watch below, if possible. 
 
 The watch from four to eight, P. M., is divided into two half- 
 watches of two hours each, called dog-watches. The object of 
 this is to make an uneven number of watches, seven instead 
 of six; otherwise the same watch would stand during the 
 same hours for the whole voyage, and those who had two 
 watches on deck the first night would have the same through- 
 out the trip. But the uneven number shifts the watches. The 
 dog-watches coming about sundown, or twilight, and between 
 the end of a day's work and the setting of the night watch, are 
 usually the time given for recreation, for smoking, telling 
 yarns, &., on the forecastle ; things which are not allowed 
 during the day. 
 
 CALLING THE WATCH. As soon as eight bells are struck, 
 the officer of the watch gives orders to call the watch, and one 
 of the crew goes to the scuttle, knocks three times, and calls 
 out in a loud voice, " All the starboard (or larboard) watch, 
 ahoy ! " or, " All starbowlines, ahoy ! " or something of the 
 kind, and adds, " Eight bells," or the hour ; usually, also, a 
 question, to know whether he is heard, as, " Do you hear the 
 news there, sleepers ? " Some one of the watch below must 
 answer, " Ay, ay ! " to show that the call has been heard. The 
 watch below is entitled to be called in a loud and audible 
 voice, and in the usual manner ; and unless called, they can- 
 not be expected to come up. They must also turn out at once 
 and come on deck as soon as they are called, in order that the 
 other watch may go below, especially as they are never called 
 until the hour has expired, and since some minutes are allowed 
 for turning out, dressing, and getting on deck. The man 
 whose turn it is to take the helm goes immediately aft, and 
 ought to be the first on deck, as the two hours' duty at the 
 helm at night is tedious, and entitles a man to be speedily re- 
 lieved. It is considered a bad trait in a man to be slack in 
 relieving the helm. The relieving the helm is also the sign 
 that the watch is changed, and no man is permitted to go 
 

MISCELLANEOUS. 169 
 
 below until that has been done. It is a man's watch on deck 
 so long as one of his watch is at the wheel. 
 
 BELLS. The time at sea is marked by bells. At noon, eight 
 bells are struck, that is, eight strokes are made upon the bell ; 
 and from that time it is struck every half-hour throughout 
 the twenty-four, beginning at one stroke and going as high 
 as eight, adding one at each half-hour. For instance, twelve 
 o'clock is eight bells, half past twelve is one bell, one o'clock 
 is two bells, half past one three bells, and so on until four 
 o'clock, which will be eight bells. The watch is then out, and 
 for half past four you strike one bell again. A watch of four 
 hours therefore runs out the bells. It will be observed, also, 
 that even bells come at the full hours, and the odd bells at the 
 half-hours. For instance, eight bells is always twelve, four, 
 or eight o'clock ; and seven bells always half past three, half 
 past seven, or half past eleven. 
 
 The bells are sounded by two strokes following one another 
 quickly, and then a short interval ; after which, two more ; 
 and so on. If it is an odd number, the odd one is struck alone, 
 after the interval. This is to make the counting more sure 
 and easy ; and, by this means, you can, at least, tell whether 
 it is an hour or a half-hour. 
 
 HELM. Neither the master nor mates of a merchant vessel 
 ever take the helm. The proper helmsmen are the able and 
 ordinary seamen. Sometimes the carpenter, sailmaker, &c., 
 if they are seamen, are put at the helm ; also the boys, in 
 light winds, for practice. Each watch steers the ship in its 
 turn, and the watch on deck must supply the helmsman, even 
 when all hands are called. Each man stands at the helm two 
 hours, which is called his trick. Thus, there are two tricks in 
 a watch. Sometimes, in very cold weather, the tricks are 
 reduced to one hour ; and, if the ship steers badly, in a gale ol 
 wind, two men are sent to the wheel at once. In this case, 
 the man who stands on the weather side of the wheel is the 
 responsible helmsman, the man at the lee wheel merely as- 
 sisting him by heaving the wheel when necessary. 
 
 The men in the watch usually arrange their tricks among 
 themselves, the officers being satisfied if there is always a 
 man ready to take the wheel at the proper time. In steering, 
 15 
 
 
170 MISCELLANEOUS. 
 
 the helmsman stands on the weather side of a wheel and on the 
 lee side of^a tiller. But when steering by tiller-ropes with no 
 hitch round the tiller-head, or with a tackle, as in a heavy 
 gale and bad sea, when it is necessary to ease the helm a good 
 deal, it is better to stand up to windward and steer by the 
 parts of the tackle or tiller-ropes. 
 
 In relieving the wheel, the man should come aft on the lee 
 side of the quarter-deck, (as indeed he always should unless 
 his duty lies to windward,) go to the wheel behind the helms- 
 man and take hold of the spokes, so as to have the wheel in 
 command when the other lets go. Before letting go, the 
 helmsman should give the course to the man that relieves 
 him in an audible voice, and the new man should repeat it 
 aloud just as it was given, so as to make it sure that he has 
 heard correctly. This is especially necessary, since the points 
 and half points are so much alike that a mistake might easily 
 be made. It is the duty of the officer of the watch to be pres- 
 ent when the wheel is relieved, in order to see that the course 
 is correctly reported and understood ; which is another reason 
 why the course should be spoken by both in a loud tone. It is 
 unseamanlike and reprehensible to answer, " Ay, ay ! " or, " I 
 understand," or the like, instead of repeating the course. 
 
 If a vessel is sailing close-hauled and does not lay her course, 
 the order is, "Full and by!" which means, by the wind, yet 
 all full. If a vessel lays her course, the order then is her 
 course, as N. W. by W., E. by S., and the like. 
 
 When a man is at the wheel, he has nothing else to attend 
 to but steering the ship, and no conversation should be allowed 
 with him. If he wishes to be relieved during his trick, it 
 should not be done without the permission of the officer, and 
 the same form of giving and repeating the course should be 
 gone through, though he is to be absent from the helm but a 
 minute or two. 
 
 If an order is given to the man at the wheel as to his steering, 
 he should always repeat the order, distinctly, that the officer 
 may be sure he is understood. For instance, if the order is a 
 new course, or, " Keep her off a point ! " " Luff a little ! " " Ease 
 her ! " " Meet her ! " or the like, the man should answer by re- 
 peating the course or the order, as, "Luff a little, sir," "Meet 
 
MISCELLANEOUS. 171 
 
 her, sir," &c., and should not answer, " Ay, ay, sir! " or simply 
 execute the order as he understands it. This practice of re- 
 peating every, even the most minute order at the wheel, is 
 well understood among seamen, and a failure or refusal to do 
 so is an offence sometimes leading to disagreeable results. 
 
 If, when the watch is out and the other watch has been call- 
 ed, all hands are detained for any purpose, as, to reef a top- 
 sail, to set studdingsails, or the like, the helm should not be 
 relieved until the work is done and the watch ready to go 
 below. 
 
 ANSWERING. The rule has just been stated which requires 
 a man at the wheel to answer by repeating distinctly the order 
 given him. The same rule applies to some other parts of a 
 seaman's duty, though to none so strictly, perhaps, as to that. 
 In tacking, where the moment of letting go a rope or swinging 
 a yard is very important, the order of the master is always re- 
 peated by the officer on the forecastle. This enables the mas- 
 ter to know whether he is heard and understood, to repeat his 
 order if it is not answered at once, and to correct any mistake, 
 or obviate some of its consequences. The same may be said 
 generally of every order to the proper or instant execution of 
 which unusual importance is attached. If, for instance, a man 
 is stationed by a rope to let it go upon an order given, if an 
 order is addressed to him which he supposes to be for that 
 purpose, he should answer, " Let go, sir ! " and usually adds, 
 "All gone!" as soon as it is done. Green hands should bear 
 in mind that whenever an order is of a kind which ought to be 
 repeated, it must be so, without reference to a man's distance 
 from the officer who gives the order, but just as much if stand- 
 ing a few feet from him as if at the mast-head, since, upon 
 the whole, the chance of misapprehension is not much less in 
 one case than in the other. 
 
 The common run of orders, however, are sufficiently an- 
 swered by the usual reply of " Ay, ay, sir ! " which is the pro- 
 per seaman's answer, where the repetition of the order is not 
 necessary. But some answer or other should always be made to 
 an order. This is a rule difficult to impress upon beginners, 
 but the reasonableness of it is obvious, and it is well under- 
 stood among all seafaring persons ; and even though an offi- 
 
172 MISCELLANEOUS. 
 
 cer should see that the man was executing his order, he still 
 would require, and has a right to demand a reply. The rule 
 is as strictly observed by the master and officers between 
 themselves, as it is required by them of the men ; for the rea- 
 son is the same. It is almost unnecessary to say that the ad- 
 dition * Sir ' is always to be used in speaking to the master or 
 to either of the mates. The mates in their turn use it to the 
 master. 'Mr.' is always to be prefixed to the name of an 
 officer, whether chief or second mate. 
 
 In well-disciplined vessels, no conversation is allowed among 
 the men when they are employed at their work ; that is to 
 say, it is not allowed in the presence of an officer or of the 
 master; and although, when two or more men are together 
 aloft, or by themselves on deck, a little low conversation might 
 not be noticed, yet if it seemed to take off their attention, or 
 to attract the attention of others, it would be considered a 
 misdemeanor. In this respect the practice is different in dif- 
 ferent vessels. Coasters, fishermen, or small vessels on short 
 voyages, do not preserve the same rule ; but no seaman who 
 has been accustomed to first class ships will object to a strict- 
 ness as to conversations and laughing, while at day's work, 
 very nearly as great as is observed in a school. While the 
 crew are -below in the forecastle, great license is given them; 
 and the severest officer will never interfere with the noise and 
 sport of the forecastle, unless it is a serious inconvenience to 
 those who are on deck. In working ship, when the men are 
 at their stations, the same silence and decorum is observed. 
 But during the dog-watches, and when the men are together 
 on the forecastle at night, and no work is going forward, 
 smoking, singing, telling yarns, &c., are allowed; and, in 
 fact, a considerable degree of noise and skylarking is permitted, 
 unless it amounts to positive disorder and disturbance. 
 
 It is a good rule to enforce, that whenever a man aloft 
 wishes anything to be done on deck, he shall hail the officer 
 of the deck, and not call out, as is often done, to any one whom 
 he may see about decks, or generally to have a thing done by 
 whoever may happen to hear him. By enforcing this rule the 
 officer knows what is requested, and may order it and see that 
 it is done as he thinks fit ; whereas, otherwise, any one about 
 
MISCELLANEOUS. 173 
 
 decks, perhaps a green hand, may execute the order upon his 
 own judgment and after his own manner. 
 
 STATIONS. The proper place for the seamen when they are 
 on deck and there is no work going forward, is on the fore- 
 castle. By this is understood so much of the upper deck as is 
 forward of the after fore-shroud. The men do not leave this 
 to go aft or aloft unless ship's duty requires it of them. In 
 working ship, they are stationed variously, and go wherever 
 there is work to be done. The same is the case in working 
 upon rigging. But if a man goes aft to take the wheel, or for 
 any other purpose which does not require him to go to wind- 
 ward, he will go on the lee side of the quarter-deck. 
 
 FOOD, SLEEP, &c. The crew eat together in the forecastle, 
 or on deck, if they choose, in fine weather. Their food is 
 cooked at the galley, and they are expected to go to the galley 
 for it and take it below or upon the forecastle. The cook puts 
 the eatables into wooden tubs called " kids," and of these there 
 are more or less, according to the number of men. The tea 
 or coffee is served out to each man in his tin pot, which he 
 brings to the galley. There is no table, and no knives nor 
 forks to the forecastle ; but each man helps himself, and fur- 
 nishes his own eating utensils. These are usually a tin pot 
 and pan, with an iron spoon. 
 
 The usual time for breakfast is seven bells, that is, half past 
 seven o'clock in the morning. Consequently, the watch below 
 is called at seven bells, that they may get breakfast and be 
 ready to take the deck at eight o'clock. Sometimes all hands 
 get breakfast together at seven bells ; but in bad weather, or if 
 watch and watch is given, it is usual for the watch below to 
 breakfast at seven bells, and the watch on deck at eight bells, 
 after they are relieved. The dinner hour is twelve o'clock, if 
 all hands get dinner together. If dinner is got ' by the watch,' 
 the watch below is called for dinner at seven bells (half past 
 eleven,) and the other watch dine when they go below, at 
 twelve. 
 
 If all hands are kept in the afternoon, or if both watches get 
 supper together, the usual hour is three bells, or half past five ; 
 but if supper is got by the watch, three bells is the time for 
 one watch and four for the other. 
 15* 
 
174 MISCELLANEOUS. 
 
 In bad weather, each watch takes its meals during the watch 
 below, as, otherwise, the men would be liable to be called up 
 from their meals at any moment. 
 
 As to the time allowed for SLEEP; it may be said, generally, 
 that a sailor's watch below is at his own disposal to do what 
 he chooses in, except, of course, when all hands are called. 
 The meal times, and time for washing, mending, reading, 
 writing, &c., must all come out of the watch below; since, 
 whether there is work going forward or not, a man is consid- 
 ered as belonging to the ship in his watch on deck. At night, 
 however, especially if watch and watch is not given, it is the 
 custom in most merchant vessels, in good weather, to allow 
 the watch to take naps about the decks, provided one of them 
 keeps a look-out, and the rest are so that they can be called 
 instantly. This privilege is rather a thing winked at than 
 expressly allowed, and if the man who has the look-out falls 
 asleep, or if the rest are slow in mustering at a call, they are 
 all obliged to keep awake. In bad weather, also, or if near 
 land, or in the track of other vessels, this privilege should not 
 be granted. The men in each watch usually arrange the 
 helms and look-outs among themselves, so that a man need 
 not have a helm and a look-out during the same watch. A 
 man should never go below during his watch on deck, without 
 permission ; and if he merely steps down into the forecastle 
 for an instant, as, to get his jacket, he should tell some one, 
 who may speak to him at once, if the watch is called upon. 
 
PART III. 
 
 LAWS RELATING TO THE PRACTICAL DUTIES OF MAS- 
 TER AND MARINERS. 
 
 CHAPTER I. 
 
 THE VESSEL. 
 
 Title. Bill of sale. Registry. Enrolment. License. Documents. 
 Certificate. Passport. Sea-letter. List of crew. Bill of health. 
 General clearance. Clearing manifest. Invoice. Bill of lading. 
 Charter-party. Log-book. Manifest. List of passengers and crew. 
 Remaining sea-stores. Medicine-chest. Provisions. 
 
 TITLE. The bill of sale is the proper evidence of title to 
 all vessels. It is the instrument of transfer which is used in 
 all maritime countries, which courts of law look to for proof 
 of title, and which is in most cases absolutely required. 1 
 
 Possession of the vessel should also accompany the bill of 
 sale, whenever it is practicable. If the bill of sale is trans- 
 ferred while the vessel is at sea, possession should be taken 
 immediately upon her arrival in port. The fact of the bill 
 of sale being with one person and the actual possession of the 
 vessel with another, after there has been an opportunity to 
 transfer it, will raise a presumption of fraud, and make the 
 parties liable to losses and difficulties in dealing with cred- 
 itors, and such as purchase in good faith. b 
 
 REGISTRY, ENROLMENT, AND LICENSE. The laws of the 
 United States have given many privileges to vessels built, 
 
 a 5 Rob. Ad. 155. 1 Mason, 139 ; 2 do. 435 ; 4 do. 390. 16 Mass. 336. 
 7 Johns. 308. But see 8 Pick. 89. 16 Mass. 663. 
 
 b 4 Mass. 663. 4 Mason, 183. 9 Pick. 4. 6 Mass. 422 ; 15 do. 477 ; 18 
 do. 389. 
 
176 THE VESSEL. 
 
 owned and commanded by our own citizens. Such vessels 
 are entitled to be registered, enrolled or licensed, according to 
 circumstances, and are thereupon considered " vessels of the 
 United States, entitled to the benefits and privileges apper- 
 taining to such ships." The only vessels entitled to a register 
 are those built in the United States and owned wholly by citi- 
 zens thereof; vessels captured in war by our citizens, and con- 
 demned as prizes; and vessels adjudged to be forfeited for 
 breach of the laws of the United States, being wholly owned 
 by such citizens. No owner is compelled to register his 
 vessel, but unless registered (with the exception of those 
 enrolled and licensed in the coasting and fishing trades) she 
 is not entitled to the privileges and benefits of a " vessel 
 of the United States," although she be built, owned and com- 
 manded by citizens thereof.* 
 
 Vessels employed wholly in the whale-fishery, owned by 
 an incorporated company, may be registered, so long as they 
 shall be wholly employed therein . b If not so owned and 
 registered, they must be enrolled and licensed. 
 
 The name of every registered vessel, and the port to which 
 she belongs, must be painted on her stern, on a black ground, 
 in white letters, of not less than three inches in length. And if 
 any registered vessel is found without her name and the name 
 of her port so painted, the owners thereof forfeit fifty dollars . d 
 
 In order to the obtaining of a register, oath must be made 
 that the master is a citizen of the United States. 6 If the mas- 
 ter of a registered vessel is changed, or if the vessel's name 
 is altered, such fact must be endorsed upon the register at the 
 custom-house, otherwise she will cease to be considered a 
 vessel of the United States/ 
 
 If any certificate of registry is fraudulently or knowingly 
 used for any ship or vessel not at the time entitled to it, such 
 ship or vessel, with her tackle, apparel and furniture, shall be 
 forfeited to the United States. s If an enrolled or licensed ves- 
 
 a Act 1792, ch. 45, 1. b Act 1831, ch. 350, 1. 
 
 c 3 Sumner, 342. 2 Law Rep. 146 contra. 
 
 d Act 1792, ch. 45, 3. e Do. 4, 12. 
 
 f Act 1792, ch. 45, 23. S Do. 27. 
 
THE VESSEL. 177 
 
 sel is about to proceed on a foreign voyage, she must surrender 
 her enrolment and license, and take out a register, or she, to- 
 gether with her cargo, will be liable to forfeiture.* In case of 
 the loss of a register, the master may make oath to the fact, 
 and obtain a new one. 
 
 All vessels engaged in the coasting and fishing trades, 
 above twenty tons' burden, in order to be entitled to the privi- 
 leges of vessels of the United States in those trades, must 
 be enrolled and licensed ; and if less than twenty tons, must be 
 licensed. 5 The same qualifications and requisites in all 
 respects are demanded in order to the enrolling and licensing 
 of a vessel, which are required for registering. The name 
 must be painted on the stern in the same manner, under 
 penalty of $20. d 
 
 If any vessel licensed for the fisheries engages in any other 
 business not expressly allowed by the license, she is for- 
 feited. 6 Vessels, however, licensed for the mackerel trade 
 are not forfeited in consequence of having been engaged in 
 catching cod, or other fish ; but they are not entitled to the 
 bounty allowed to vessels in the cod fisheries/ The officers 
 and at least three fourths of the crew of every fishing vessel 
 must be American citizens, or they can recover none of the 
 bounties.' 
 
 DOCUMENTS. Every registered vessel should have a cer- 
 tificate of registry. , h This is an abstract of the record of 
 registry, showing the names and residences of the owners, the 
 place where the vessel was built, with a particular description 
 of the vessel. This document shows the national character 
 of the vessel, and is important to prove neutrality in time 
 of war between other powers. For the same reasons, an 
 enrolled vessel should have a certificate of enrolment. 1 Ves- 
 sels bound to Europe should have passports. A passport is a 
 permission from the government for the vessel to go upon her 
 voyage, and contains a description of the vessel, crew, &c., 
 and the name of the master. Vessels bound round Cape 
 
 * Act 1793, ch. 52, 8. b Do. 1. c Do. 2. <* Do. 11. 
 
 Act 1793, ch. 52, 32. f Acts 1828, ch. 119,1, and 1836, ch. 55, 1. 
 e Act 1817, ch. 204, 3. * Act 1792, ch. 45 > Act 1793, ch. 52. 
 
178 THE VESSEL. 
 
 Horn or the Cape of Good Hope should have sea-letters. 
 These contain a description of the cargo, &c., and are written 
 in four languages English, French, Dutch and Spanish. 
 The two latter documents are rendered necessary or expedi- 
 ent by reason of treaties with foreign powers. Every vessel 
 should have a list of crew. This specifies the name, age, 
 place of birth and residence, &c., of each one of the ship's 
 company ; and is, of course, very useful when sailing among 
 belligerents. The other documents are the bill of health, 
 general clearance, clearing manifest, invoice and bill of lading 
 for the cargo, charter-party, if one has been given, and the 
 log-book. On entering at the custom-house, the papers 
 required in addition to these are the manifest, list of passengers 
 and crew, and of remaining sea-stores. 
 
 MEDICINE-CHEST. Every vessel belonging to citizens of the 
 United States, of the burden of one hundred and fifty tons or 
 upwards, navigated by ten or more persons in the whole, and 
 bound on a foreign voyage, must be provided with a medicine- 
 chest, put up by some apothecary of known reputation, and 
 accompanied by directions for using the same. This chest 
 must be examined and refitted by the same or some other 
 apothecary at least once in a year.* The same rule applies to 
 vessels of seventy-five tons and upwards, navigated by six 
 persons in the whole, and bound to the West Indies. b 
 
 NATIONAL CHARACTER OF CREW. In order to be placed 
 upon the most favorable footing as to duties, bounties, &c., it 
 is necessary that the master, officers, and two thirds of the 
 rest of the crew of vessels in the foreign trade, and officers 
 and three fourths of the crew of fishing and coasting vessels, 
 should be citizens, or "persons not the subjects of any foreign 
 prince or state." Nevertheless, while foreigners are em- 
 ployed in our vessels, they are under the protection of our 
 laws as " mariners and seamen of the United States. " d 
 
 PROVISIONS. Every vessel of the United States bound on 
 a voyage across the Atlantic, shall, at the time of leaving the 
 last port from which she sails, have on board, well secured 
 
 Act 1790, ch. 56, 8. b Act 1805, ch. 88, 1. 
 
 Act 1817, ch. 204, 3, 5, 6. d 3 Sumner, 115. 
 
MASTER'S RELATION TO VESSEL AND CARGO. 179 
 
 under deck, at least sixty gallons of water, one hundred pounds 
 of salted beef, and one hundred pounds of wholesome ship 
 bread, for every person on board, (over and above any stores 
 that the master or passengers may have put on board ;) and 
 in like proportions for shorter or longer voyages. If any 
 vessel is not so provided, and the crew are put upon short 
 allowance of bread, flesh or water, they can recover an ad- 
 ditional day's wages for every day they are so allowanced . a 
 
 PASSENGERS. The same provision, with the addition of 
 one gallon of vinegar, must be made for every passenger; 
 and if, in default of these, the passengers are put on short 
 allowance, each* passenger can recover three dollars for every 
 day he is so allowanced. 13 
 
 If any vessel takes on board a greater number of passengers 
 than two for every five tons, custom-house measurement, the 
 master forfeits $150 for every such passenger; and if the 
 number by which they exceed two for every five tons shall 
 amount to twenty, the vessel becomes forfeited. 
 
 CHAPTER II. 
 
 THE MASTER'S RELATION TO VESSEL AND CARGO. 
 
 Revenue duties and obligations. List of crew. Certificate. Sea letter. 
 Passport. List of passengers. Manifest. Sea stores. Unloading. 
 Post-office. Report. Citizenship. Coasting license. Power to sell 
 and hypothecate. Keeping and delivering cargo. Deviation. Col- 
 lision. Pilot. Wages and advances. 
 
 REVENUE DUTIES AND OBLIGATIONS. The master of every 
 vessel bound on a foreign voyage, before clearance, must give 
 to the collector of the customs a list of the crew, specifying 
 their names, places of birth and residence, and containing a 
 description of their persons ; whereupon he is entitled to a 
 
 a Act 1790, ch. 56, 9. b Act 1819, ch. 170, 3. c Do. 1, 2. 
 
 
180 MASTER'S RELATION TO 
 
 certified copy of the same from the collector. This copy he 
 must deliver, under a penalty of $400, to the first hoarding 
 officer upon his arrival in the United States, and produce the 
 persons named therein, unless the same have heen discharged 
 in a foreign country, with the consent of the consul or other 
 commercial agent thereto certified in writing under his hand 
 and official seal ; or hy showing that they have died or 
 absconded, or been impressed into foreign service.* The 
 duplicate list of the crew shall be a fair copy, in one uniform 
 handwriting, without erasure or interlineation. 5 
 
 The owners must also obtain from the collector of the cus- 
 toms a certified copy of the shipping articles. This must be 
 produced by the master before any consul or commercial agent 
 who may demand it, and all erasures in it or writings in a 
 different hand shall be deemed fraudulent, unless satisfactorily 
 explained. 
 
 The master of every vessel of the United States, on arriving 
 at a foreign port, must deposit with the consul, or other com- 
 mercial agent, his certificate of registry, sea letter, and pass- 
 port (if he have one,) under a penalty of $500. The consul 
 returns them to him, upon his obtaining a clearance . d 
 
 Upon arriving in the United States, the master must report 
 to the collector a list of passengers, specifying their names, 
 age, sex, occupation, the country of which they are citizens, 
 and that in which they intend to reside. This is under a 
 penalty of $500. e 
 
 Vessels arriving from foreign ports must unlade and deliver 
 their cargoes between sunrise and sunset, unless by special 
 permission of the collector of the port. 
 
 In making out manifests of cargoes, the master must 
 specify what articles are to be deemed sea stores, and declare 
 the same upon oath. If the collector deems the amount 
 excessive, he may charge them with a duty. If the cargo is 
 found to exceed the manifest, the excess is forfeited to the 
 government, and the master is liable to pay treble the 
 amount/ 
 
 a Act 1803, ch. 62, 1. b Act 1840, ch. 28, 1. cj) o . 
 
 d Act 1803, ch. 62, 2. e Act 1819, ch. 170, 4. f Act 1799. ch. 128, 45. 
 
VESSEL AND CARGO. 181 
 
 If the master land any of the sea stores, without first 
 obtaining a permit, such stores are forfeited, and the master 
 becomes liable to pay treble the value of them.* 
 
 The master subjects himself to a fine of $200 if the vessel 
 departs on a foreign voyage without a passport. 
 
 It is the duty of the master, coming from a foreign port, 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 coast . b Unless 
 this manifest is produced, no merchandise can be unloaded 
 from the vessel. The manifest shall specify the port where 
 the merchandise was received, the port to which it is 
 consigned, the name, build and description of the vessel, with 
 the name of the master and owner, the marks and numbers of 
 each package of goods, with the name of the consignee; 
 and also the names of the passengers with their baggage, and 
 the account of all remaining sea stores. 
 
 If any goods are unladed within four leagues of the coast, 
 or within the limits of any district, without authority from 
 the proper officer, except in case of accident or necessity 
 which must be strictly proved such goods are forfeited, and 
 the master and mate incur, respectively, a penalty of $1000 for 
 each offence . d 
 
 If the master refuses to exhibit his manifest and deliver a 
 copy of the same to the boarding officer, or to inform him of 
 the true destination of the vessel, he incurs a penalty of $500 
 for each offence. 6 
 
 The master must deposit all his letters in the post-office 
 before entering his cargo ; and if he shall break bulk before 
 depositing his letters, he forfeits $100 for each offence/ 
 
 If any merchandise is imported into the United States not 
 contained in the manifest, the master of the vessel forfeits 
 a sum equal to the value of such merchandise ; and if any- of 
 it belongs or is consigned to the master, or to any officer or 
 seaman on board, it becomes forfeited; unless it shall be 
 
 * Act 1799, ch. 128, 45. b Do. 23. c Act 1819, ch. 170, 4. 
 
 d Act 1799, ch. 128, 27. Do. 26. f Act 1825, ch. 275, 17. 
 
 16 
 
182 MASTER'S RELATION TO 
 
 made to appear that the omission occurred by accident or 
 mistake.* 
 
 The master of a vessel arriving from a foreign port must 
 report himself to the collector within twenty-four hours, and 
 within forty-eight hours he must make a further and more 
 particular report, in writing, under penalty of $100; and if 
 he shall attempt to leave the port without entry he forfeits 
 
 If any articles reported in the manifest are not found on 
 board, the master forfeits $500, unless it shall be made to 
 appear that the same was caused by accident or mistake. 
 
 The master of every vessel bound on a foreign voyage must 
 deliver a manifest of cargo to the collector, and obtain a clear- 
 ance, under penalty of $500. c 
 
 The master of every vessel enrolled and licensed in the 
 coasting trade must be a citizen of the United States ; and if 
 the vessel trades to any other than an adjoining state, three 
 fourths of the crew must be citizens. If the master of a 
 coasting vessel is changed, such change must be reported to 
 the collector of the port where the change is made. d 
 
 The master of every coasting vessel must deliver up his 
 license within three days after it expired, or, if the vessel was 
 then at sea, within three days after her first arrival thereafter, 
 under a penalty of $50. 
 
 The master of a coasting vessel departing from one great 
 district to another, must deliver to the collector duplicate 
 manifests of all the cargo on board, under penalty of $50 ; and 
 within forty-eight hours after his arrival at the port of delivery, 
 and before breaking bulk, he must deliver to the collector the 
 manifest certified to by the collector of the former port, under 
 penalty of $100. e If the vessel shall at any time be found 
 without a manifest on board, the master forfeits $20, and if 
 he refuses to inform the officer of his last port of departure, he 
 forfeits $100. f 
 
 POWER TO SELL AND HYPOTHECATE. The master has, in 
 certain cases, power to hypothecate the ship and cargo, and 
 
 a Act 1799, ch. 128, 24. b Do. 30. c Do. 3. 
 
 d Act 1793, ch. 52, 12. * Do. 17. f Do. 18. 
 
VESSEL AND CARGO. 183 
 
 also to sell a part of the cargo ; and in certain extreme cases a 
 sale of the ship and cargo, made from necessity, and in the 
 utmost good faith, will be upheld. His right to do any of 
 these acts is confined to cases of necessity, in distant ports, 
 where he cannot get the advice of the owner. The safest rule 
 for the ma'ster is, to bear in mind that his duty is to prosecute 
 the voyage, and that all his acts must be done for this purpose, 
 and in good faith. If a necessity arises in a foreign port for 
 the repairing or supplying of the ship, he must, in the first 
 instance, make use of any property of the owner he may have 
 under his control, other than cargo. a If, however, he has 
 money of the owner in his hands, put on board for the purpose 
 of procuring a cargo, he is not bound to apply this first ; but 
 must use his discretion, bearing in mind that all repairs have 
 for their sole object the prosecution of the voyage, which 
 might be defeated by making use of these funds. b His next 
 recourse should be to the personal credit of the owner, by 
 drawing bills, or otherwise. 
 
 If these means fail, he is next to hypothecate (that is, pledge) 
 the ship (bottomry,) or cargo (respondentia,) or freight, or sell 
 part of the cargo, according to circumstances. If the owner of 
 the ship is also owner of the cargo, the better opinion seems to 
 be, that the master may take whichever of these means can be 
 adopted with the least sacrifice of the owner's interest ; though, 
 probably, selling part of the cargo would in almost all cases be 
 the least favorable course for all the purposes of the voyage. d 
 If the owner of the ship is not owner of the cargo, the master 
 should bear in mind that he is agent of the former, and has 
 generally no further control over the cargo than for safe keep- 
 ing and transportation. 6 He should, therefore, first exhaust 
 the credit of the ship and freight by hypothecation ; and if 
 these means fail, he then becomes, by necessity, agent for the 
 owners of the cargo for the purposes of the voyage, and may 
 hypothecate the whole, or sell a part, according to circum- 
 stances. As to selling part, he should remember that his 
 duty is to carry forward the objects of the voyage, and that 
 
 3 Mason, 255. b Do. c 2 Wash. C. C. 226. 
 
 <J 2 Wash. C. C. 226. e P. 
 
184 MASTER'S RELATION TO 
 
 selling a large part would probably impair these objects more 
 than hypothecating the whole. a 
 
 In no case can any of the cargo be sold or hypothecated to 
 repair or supply the ship, unless these repairs and supplies are 
 to be for the benefit of the cargo. The strictest proof is always 
 required that the repairs were in the first place necessary, and, 
 in the next place, that they were for the benefit of the cargo, 
 and not merely for the good of the ship-owner . b 
 
 A further question arises, whether the master has ever, and 
 when, the right to sell the whole cargo and the ship itself. 
 If it should be impossible to repair the ship and send her on 
 the voyage by any of the means before mentioned, it then 
 becomes the master's duty to forward the cargo to the port of 
 destination by some other conveyance. If neither of these 
 things can be done, then he becomes, from necessity, agent of 
 the owner of the cargo, and must make the best disposition of 
 it in his power. If the goods are perishable, the owner can- 
 not be consulted within a reasonable time, and has no agent 
 in the port, and something must be done with the cargo, 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 owner. 
 He should take the advice of the commercial agent or other 
 suitable persons, should also use his own judgment and act 
 with good faith, and take care to preserve evidence that he 
 has so done. If all these requisites are not complied with, 
 he will incur the danger of having his acts set aside. 
 
 The rule as to the sale of the ship is very nearly the same, 
 except that it is, perhaps, still more strict. If all means for 
 repairing the vessel and sending her on her voyage have 
 failed, and a case of absolute necessity arises, the master may 
 make a sale of her. As a prudent man, he should have 
 the sale made, if possible, under the authority of the judicial 
 tribunals of the place. Even this will not, of itself, render the 
 sale valid, but will go far toward sustaining it. He should 
 consult the consul, or other suitable persons ; should have a 
 survey made ; should take care to have the sale conducted 
 
 a 3 Mason, 255. 1 Wash. C. C. 49 ; 2 Do. 226. 3 Rob. 240. 
 
 *> 2 Wash. 226. 3 Rob. 240. ' 2 Wash. C. C. 150. 3 Rob. 240. 
 

VESSEL AND CARGO. 185 
 
 publicly and with the best faith in all parties, and to preserve 
 evidence of the same. Although a person should buy in good 
 faith, yet the sale will be set aside unless it can be shown that 
 there was the strictest necessity for it. The master must not 
 become a purchaser himself, and even if he afterwards buys 
 of one who purchased at the sale, this transaction will be 
 very narrowly watched, and he will be bound to show the very 
 highest good faith in all parties/ 
 
 The strictness of these rules should not deter the master 
 from acting, where the interest of all requires it, but will show 
 him the risk that is run by acting otherwise than with pru- 
 dence and entire honesty. He should remember, too, that, 
 in taking command of a vessel, he not only covenants that 
 he will act honestly and with the best of his judgment, but 
 also holds himself out as having a reasonable degree of skill 
 and prudence. 13 
 
 As to the safe keeping, transportation, and delivery of the 
 cargo, the master's duties and obligations are those of a com- 
 mon carrier upon land. He is bound to the strictest diligence 
 in commencing and prosecuting the voyage, a high degree of 
 care both of vessel and goods, and is held liable for all losses 
 and injuries not occasioned by inevitable accident, or by the 
 acts of public enemies. He is answerable also for unneces- 
 sary delays and deviations, and for the wrongful or negligent 
 acts of all persons under his command. At the termination 
 of the voyage, he must deliver the goods to the consignee or 
 his agents. A landing upon the wharf is a sufficient delivery, 
 if due notice be given to the parties who are to receive them. 
 He is not, however, bound to deliver until the freight due is 
 paid or secured to his satisfaction, as he has a lien upon the 
 goods for his freight ; but the consignee can require the goods 
 to be taken from the hold, in order that he may examine them, 
 before paying freight. In such case they should not go out 
 of the possession of the master or his agents. 
 
 DEVIATION. The master must not deviate from the course 
 of the voyage. By a deviation is meant, technically, any 
 alteration of the risk insured against, without necessity or 
 
 * 5 Mason, 465. 2 Sumner, 206. Edwards, 117. b 1 Dallas, 184. 
 
 16* 
 
186 MASTER'S RELATION TO 
 
 reasonable cause. It may be by departing from the regular 
 and usual course of the voyage, or by any unusual and un- 
 necessary delay. A deviation renders the insurance void, 
 whether the loss of the vessel is caused by the deviation or 
 not. It is not a deviation to make a port for repairs or sup- 
 plies, if there be no unnecessary delay, nor to depart from the 
 course of the voyage in order to succor persons in distress, to 
 avoid an enemy, or the like. 
 
 It is the master's duty, within twenty-four hours after 
 arriving at his first port, to make a protest in case of any acci- 
 dent or loss happening to vessel or cargo. The log-book also 
 should be carefully kept, without interlineations or erasures. 
 The master must also enter a protest in case any American 
 seaman is impressed, and transmit a copy of the same to the 
 secretary of state, under a penalty of $>100. a 
 
 COLLISION. A vessel having the wind free must make way 
 for a vessel close-hauled. The general practice is, that when 
 two vessels approach each other, both having a free or fair 
 wind, the one with the starboard tacks aboard keeps on her 
 course, or, if any change is made, she luffs, so as to pass to 
 windward of the other; or, in other words, each vessel passes 
 to the right. This rule should also govern vessels sailing on 
 the wind and approaching each other, when it is doubtful 
 which is to windward. 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 side, abaft the beam, or near 
 the stern ; in such case, the vessel on the starboard tack must 
 give way, as she can do so with less loss of time and greater 
 facility than the other. These rules are particularly intended 
 to govern vessels approaching each other under circumstances 
 that prevent their course and movements being readily dis- 
 cerned with accuracy, as at night or in a fog. At other times, 
 circumstances may render it expedient to depart from them. 
 A steamer is considered as always sailing with a fair wind, 
 and is bound to do whatever would be required of a vessel 
 going free. b 
 
 * Act 1796, ch. 36, 5. 
 
 b Report of Benjamin Rich and others to District Court of Mass. 
 
PASSENGERS AND OFFICERS. 187 
 
 PILOT. The master must take a pilot when within the 
 usual limits of the pilot's employment.* If he neglects or 
 refuses so to do, he becomes liable to the owners, freighters, 
 and insurers. If no pilot is at hand, he must make signals, 
 and wait a reasonable time. The master is to be justified 
 in entering port without a pilot only by extreme necessity. 
 After the pilot is on board, the master has no more control 
 over the working of the ship until she is at anchor . b 
 
 WAGES, ADVANCES, &c. The master has no lien upon the 
 ship for his wages. He is supposed to look to the per- 
 sonal responsibility of the owner. He has a lien on freight 
 for wages, and also for his advances and necessary expenses 
 incurred for the benefit of the ship. d He can sue in admiralty 
 in personam, but not in rem ; that is, he can sue the owner 
 personally, but cannot hold the ship. 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 ves- 
 sel. 6 In case of sickness, the master's right to be cured at 
 the expense of the ship seems to be the same as that of the 
 seamen/ 
 
 CHAPTER III. 
 
 THE MASTER'S RELATION TO PASSENGERS AND OFFICERS. 
 
 Treatment of passengers. Removal of officers. 
 
 PASSENGERS. The contract of passengers with the master 
 is not for mere ship-room and personal existence on board, 
 but for reasonable food, comforts, necessaries, and kindness. 
 In respect to females, it extends still further, and includes an 
 implied stipulation against obscenity, immodesty, and a wan- 
 
 a 6 Rob. 316. 7 T. R. 160. b 2 B. & Ad. 380. 3 Kent's Com. 175 c. 
 * 3 Mason, 91. 11 Pet. R. 175. d Ware, 149. But see 5 Wend. 314. 
 e 3 Mason, 255. f 1 Sumner, 151. 
 
188 MASTER'S RELATION TO 
 
 ton disregard of the feelings. An improper course of conduct 
 in these particulars will be punished by the court, as much as 
 a personal assault would be. a 
 
 OFFICERS. The master may remove either of his officers 
 from duty for fraudulent or unfaithful conduct, for gross 
 negligence and disobedience, or for palpable incapacity. But 
 the causes of removal must be strong and evident ; b and much 
 more so in the case of the chief mate than of the second mate. 
 Any temporary appointments, made by the master, are held at 
 his pleasure, and stand upon a different footing from those of 
 persons who originally shipped in the character in question. 
 
 When a man ships in a particular capacity, as carpenter, 
 steward, or the like, he is not to be degraded for slight 
 causes. He stipulates for fair and reasonable knowledge and 
 due diligence, but not for extraordinary qualifications. d 
 
 The right of the master to compel an officer, who has been 
 removed, to do duty as a seaman before the mast, has never 
 been completely established; but the better opinion would 
 seem to be that he may do it in a case of necessity. Merchant 
 vessels have no supernumeraries, and if the master can show 
 that the officer was unfit for the duties he had undertaken, and 
 thus made it necessary to take some one from the forecastle 
 to fill his place, and that, by this means, the ship had become 
 short-handed, he may turn the officer forward, assuming the 
 responsibility for the act, as well as the risk of justification. 
 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 mate ; and probably this necessity for exact- 
 ing seaman's duty would be held to extend no further than an 
 arrival at the first port where other hands could be shipped. 
 
 Nothing but evident unfitness or gross and repeated mis- 
 conduct will justify the master in turning a person forward 
 who shipped in another capacity, as carpenter, cook, or stew- 
 ard. But in such cases, he undoubtedly may do so. Still, 
 when before the mast, he cannot require of them the duty of 
 able seamen, unless they are such in fact. 
 
 * 3 Mason, 242. b 4 Wash. 334. c Gilpin, 83. 
 
 * 4 Mason, 84. Abbott Shipp. 147 n. Ware, 109. 
 
THE CREW. 189 
 
 CHAPTER IV. 
 
 THE MASTER'S RELATION TO THE CREW. 
 
 Shipment. Shipping papers. Discharge. Imprisonment. Punishment. 
 
 SHIPMENT. The master of every vessel of the United States, 
 bound on a foreign voyage, and of all coasting vessels of fifty 
 tons burden, must make a contract in writing (shipping 
 articles) with each seaman, specifying the voyage, terms of 
 time, &c. ; and in default thereof shall forfeit $20 for every 
 case of omission, and shall be obliged to pay every such sea- 
 man the highest rate of wages that have been paid for such 
 voyages at the port of shipment within three months previ- 
 ous to the commencement of the voyage. a And when the 
 master ships a seaman in a foreign port, he must take the 
 list of crew and the duplicate of the shipping articles to the 
 consul or commercial agent, who shall make the proper 
 entries thereupon ; and then the bond originally given for the 
 return of the men shall embrace each person so shipped. All 
 shipments made contrary to this or any other act of Congress 
 shall be void, and the seaman may leave at any time, and 
 claim the highest rate of wages paid for any man who shipped 
 for the voyage, or the sum agreed to be given him at his ship- 
 ment. 13 
 
 At the foot of every such contract there shall be a memoran- 
 dum of writing of the day and hour on which such seaman 
 shall render himself on board. If this memorandum is made 
 and the seaman neglects to render himself on board at the 
 time specified, he shall forfeit one day's pay for every hour he 
 is so absent, provided the master or mate shall, on the same 
 day, have made an entry of the name of such seaman in the 
 log-book, specifying the time he was so absent. And if the 
 seaman shall wholly neglect to render himself on board, or, 
 after rendering, shall desert before sailing, so that the vessel 
 goes to sea without him, he then forfeits the amount of his 
 
 a Act 1790, ch. 56, 1. b Act 1840, ch. 23, 1. 
 
190 MASTER'S RELATION TO 
 
 advance and a further sum equal thereto, both of which may 
 be recovered from himself or his surety.* 
 
 There is no obligation upon the master to make these mem- 
 orandums and entries, other than that the forfeitures cannot be 
 inflicted upon the seamen unless they have been made literally 
 according to the form of the statute. 
 
 If any seaman who has signed the articles shall desert dur- 
 ing the voyage, the master may have him arrested and com- 
 mitted to jail until the vessel is ready to proceed, by applying 
 to a justice of the peace and proving the contract, and the 
 breach thereof by the seaman. b 
 
 Every vessel bound on a foreign voyage shall have on board 
 a duplicate list of the crew, and a true copy of the shipping- 
 articles, certified by the collector of the port, containing the 
 names of the crew, which shall be written in a uniform hand, 
 without erasures or interlineations. This copy- the master 
 must produce to any consul or commercial agent of the Uni- 
 ted States who shall require it; and it shall be deemed to 
 contain all the conditions of the contract. All erasures and 
 interlineations shall be deemed fraudulent unless proved to be 
 innocent and bona fide. Every master who shall go upon a 
 foreign voyage without these documents, or shall refuse to 
 produce them when required, shall forfeit one hundred dollars 
 for each offence, beside being liable in damages to any seaman 
 who may have been injured thereby. 
 
 DISCHARGE. If the master discharges any seaman in a for- 
 eign port, with his own consent, he shall pay to the consul 
 three months' wages for every such seaman, in addition to the 
 wages then due to him, two-thirds to go to the seaman upon 
 his taking passage for the United States, and the remainder 
 to be retained by the consul to make a fund for the relief of des- 
 titute seamen. d The master of every vessel bound to the Uni- 
 ted States shall, upon the request of the consul, take on board 
 any seaman and transport him to the United States, on terms 
 not exceeding ten dollars for each seaman, under penalty of 
 
 Act 1790, ch. 56, 2. b Do. 7. c Act 1840, ch. 23, 1. 
 
 d Act 1803, ch. 62, 3. See also Act 1840, ch. 23, 5. 
 
THE CREW. 191 
 
 one hundred dollars for every refusal. He is not, however, 
 bound to receive more than two men to every hundred tons. a 
 
 The whole policy of the United States discourages the dis- 
 charge of seamen in foreign ports. If the seaman is dis- 
 charged against his consent, and without justifiable cause, he 
 can recover his wages up to the time of the vessel's return, to- 
 gether with his own expenses. The certificate of the consul 
 will not, of itself, prove the sufficiency of the cause of dis- 
 charge. Though the seaman shall have made himself liable 
 to be discharged, yet if he repents and offers to return to duty, 
 the master must receive him, unless he can show a sufficient 
 cause of refusal. b If the master alleges, as a cause for dis- 
 charging a seaman, that he was a dangerous man, it must be 
 shown that the danger was such as would affect a man of ordi- 
 nary firmness. 
 
 In addition to the master's liability to the seaman, he is 
 criminally liable to the government for discharging a mariner 
 without cause. The statute enacts that if the master shall, 
 when abroad, force on shore or leave behind any officer or 
 seaman without justifiable cause, he shall be fined not exceed- 
 ing five hundred dollars, or imprisoned not exceeding six 
 months, according to the aggravation of the offence. d 
 
 Notwithstanding these liabilities, the master may discharge 
 a seaman for gross misconduct ; yet the right is very strictly 
 construed. 6 
 
 IMPRISONMENT. The master has the right to imprlfon a sea- 
 man in a foreign port, in a case of urgent necessity, but the 
 power has always been very closely watched by courts of law. 
 " The practice of imprisoning seamen in foreign jails is one 
 of doubtful legality, and is to be justified only by a strong case 
 of necessity. " f "The master is not authorized to punish a 
 seaman by imprisonment in a foreign jail unless in cases of 
 aggravated misconduct and insubordination."' If he does so 
 punish him, he is not permitted to deduct his wages during 
 the time of imprisonment, nor charge him with the expense 
 
 a Act 1803, ch. 62, 4. b Ware, 65. 4 Mason, 541, 84. 
 
 c Ware, 9. d Act 1825, ch. 276, 10. 
 
 e Abbott on Shi pp., 147, note. f Gilpin, 31. Ware, 19. 
 f Ware, 503. 
 
192 MASTER'S RELATION TO 
 
 of it. a If the imprisonment is without justifiable cause, the 
 master is not excused by showing that it was ordered by the 
 consul. b And, generally, the advice of a consul is no justifica- 
 tion of an illegal act. c 
 
 PUNISHMENT. The master may inflict moderate correction 
 on a seaman for sufficient cause ; but he must take care that 
 it is not disproportionate to the offence. If he exceeds the 
 bounds of moderation he is treated as a trespasser, and is lia- 
 ble in damages. d In respect to the mode of correction, it may 
 be by personal chastisement, or by confinement on board ship, 
 in irons, or otherwise. 6 But there must not be any cruelty or 
 unnecessary severity exercised. The mode, instruments or 
 extent of the punishment are not laid down by law. These 
 must depend upon circumstances. In cases of urgent neces- 
 sity, as of mutiny, weapons may be used which would be 
 unlawful at other times ; but even in these cases, they must be 
 used with the caution which the law requires in other cases of 
 self-defence and vindication of rightful authority/ 
 
 It is not necessary that the punishment should be inflicted 
 to suppress the offence at the time of its commission. It 
 may be inflicted for past offences, and to promote good disci- 
 pline on board. But the reference to by-gone acts should be 
 very clear and distinct, or they will be presumed to have been 
 forgiven.' In many cases prudence may require a postpone- 
 ment of the proper punishment. The authority of the master, 
 g iidks nature parental, must be exercised with a due re- 
 gard to the rights and interests of all parties. He has a large 
 discretion, but is held to answer strictly for every abuse of it. h 
 The law enjoins upon him a temperate demeanor and decent 
 conduct towards seamen. He risks the consequences if he 
 commences a dispute with illegal conduct and improper be- 
 havior. 1 In all his acts of correction, he must punish purely 
 for reformation and discipline, and never to gratify personal 
 feelings. k If a master generally permits or encourages disor- 
 
 a Ware, 9, 503. b Ware, 367. c Gilpin, 31. 
 
 d 1 Peters' Ad. 186, 172. 2 Do. 420. 1 Wash. 316. 
 
 e 1 Peters' Ad. 186, 163. 15 Mass. 365. f Same cases. 
 
 1 Hagg. 271. h 15 Mass. 365. 3 Day, 294. 
 
 i 4 Wash. 340. k 1 Pet. Ad. 168, 173, note. 
 
THE CREW. 193 
 
 derly behavior in his ship, he is less excusable for inflicting 
 unusual punishment on account of misconduct arising out of 
 that disorder.* If the case admits of delay, and the mas- 
 ter does not make proper inquiry before^ punishing, he takes 
 the consequences upon himself. 5 
 
 This power over the liberty and person of a fellow man, 
 being against common right, and intrusted to the master only 
 from public policy, regarding the necessities of the service, is 
 to be sparingly used, and a strict account will be required of/ 
 its exercise. The master is responsible for any punishment 
 inflicted on board the vessel, unless in his absence, or when 
 he is prevented by force from interfering. Neither will ab- 
 sence always be an excuse. If he had reason to suppose that 
 such a thing might be done, and did not take pains to be pres- 
 ent and interfere, he will be liable. Neither, (as is often sup- 
 posed,) will the advice, or even the personal superintendence 
 or orders of a consul, or any foreign authority, relieve the 
 master of his personal responsibility . d He may ask advice, 
 but he must act upon his own account, and is equally answer- 
 able for what he does himself, and what he permits to be done 
 on board his vessel by others. The seaman is entitled to be 
 dealt with by his own captain, under whom he shipped, and 
 whom he may hold responsible at the end of the voyage ; and 
 this responsibility^ not to be shaken off by calling in the aid 
 of others. In case of an open mutiny, or of imminent danger 
 to life and property, the master may make use of the local au- 
 thorities ; but then he is to remember that he can use them no 
 further than for the purpose of quelling the mutiny, or of 
 apprehending the felon. As soon as his authority is restored, 
 the parental character is again thrown upon him, and all acts 
 of punishment must be upon his own responsibility. He has 
 no right to punish criminally. He has no judicial power. 
 If a seaman has committed an offence further than against 
 the internal order and economy of the ship, and which mode- 
 rate correction is not sufficient to meet, the master must bring 
 him home, (in confinement, if necessary,) or send him imme- 
 
 * Bee, 239. b 1 Hagg. 271. 
 
 c 2 Sumner, 1. Ware, 219. d Ware, 367. Gilpin, 31. 
 
 17 
 
194 MASTER'S RELATION TO THE CREW. 
 
 diately by some other vessel, to be tried by the laws and by a 
 jury of his country.* 
 
 The practice of subjecting American seamen to foreign au- 
 thority, or to persons whom they cannot well hold answerable, 
 like that of foreign imprisonment, is an odious one, and 
 must be justified by an overpowering necessity. 
 
 A recent statute b makes it the duty of consuls to exert 
 themselves to reclaim deserters and discountenance insubordi- 
 nation, and authorizes them to employ the local authorities, 
 where it can usefully be done, for those purposes. But this 
 will unquestionably be restricted to the apprehension of the 
 deserter, and the quelling of the revolt or mutiny ; and as soon 
 as these ends are attained, the sole responsibility of the mas- 
 ter in dealing with the crew will re-attach. 
 
 If the master is present while the mate, or any subordinate 
 officer, inflicts punishment upon any of the crew, or if it is 
 inflicted under such circumstances as would raise a presump- 
 tion that the master was knowing of it, and he does not inter- 
 fere, he will be held to have adopted it as his own act, and 
 will be answerable accordingly. 
 
 In addition to the master's liability to the seamen in dama- 
 ges for abuse of power, he is also liable, as a criminal, to fine 
 and imprisonment. A recent statute enacts, that " if any mas- 
 ter, or other officer, of an American vessel, shall, from malice, 
 hatred, or revenge, and without justifiable cause, beat, wound, 
 or imprison any one or more of the crew of such vessel, or 
 withhold from them suitable food or nourishment, or inflict 
 on them any cruel or unusual punishment, every such person 
 so offending shall, on conviction thereof, be punished by fine 
 not exceeding one thousand dollars, or by imprisonment not 
 exceeding five years, or by both, according to the nature and 
 aggravation of the offence. " d It is held that the word crew,' 
 in this statute, includes officers ; and accordingly a master was 
 punished for unjustifiably confining and otherwise mal- treat- 
 ing his chief mate. 6 
 
 To constitute ' malice ' in the above statute, it is not neces- 
 
 1 Pet. Ad. 168. b Act 1840, ch. 23, 1. 
 
 c 2 Sumner, 1. d Act 1835, ch. 313, 3. 
 
 6 3 Sumner, 209. 
 
PASSENGERS. 195 
 
 sary to show malignity as it is commonly understood, or bru- 
 tality; but the term, in law, requires no more than a 'wilful 
 intention to do a wrongful act.' An offence is punishable un- 
 der this act, even although no bad passions came into play, 
 (as hatred, or revenge,) for the term ' malice,' in law, covers 
 all cases of intentional wrong, in their mildest form. a s 
 
 If a seaman desires to lay any complaint before a consul in 
 a foreign port, the master must permit him to land for that 
 purpose, or else inform the consul immediately of the fact, 
 stating his reasons in writing for not allowing the man to 
 land. If he refuses to do this, he forfeits one hundred dollars, 
 and is liable to the seaman in damages. b 
 
 CHAPTER V. 
 
 PASSENGERS. 
 Provisions. Treatment. Passage-money. Deportment. Services. 
 
 IN Chapter I. of the Third Part, under the title " Provisions," 
 it will be seen that the vessel must have on board, well se- 
 cured under deck, at least sixty gallons of water, one hundred 
 pounds of salted beef, one hundred pounds of wholesome ship 
 bread, and one gallon of vinegar for each passenger, on a voy- 
 age across the Atlantic, and in like proportion for shorter or 
 longer voyages. This, too, must be in addition to the private 
 stores of the master or passengers. 
 
 The master is also forbidden to take on board more than 
 two passengers for every five tons. d 
 
 The contract of passengers with the master is not for mere 
 ship-room and personal existence on board, but for reasonable 
 food, comforts, necessaries, and kindness. In respect to fe- 
 males it extends yet farther, and includes an implied stipula- 
 
 a 2 Simmer, 584. . b Act 1840, ch. 23, 1 . 
 
 c Act 1819, ch. 170. 3. d Do. 1. 
 
196 PASSENGERS. 
 
 tion against obscenity, immodesty, and a wanton disregard of 
 the feelings. A course of conduct oppressive and malicious in 
 these respects will be punished by the court, as well as a per- 
 sonal assault.* 
 
 No passage-money is due to a ship upon an engagement to 
 transport a passenger, before the arrival of the vessel at the 
 port of destination. Where the passenger has paid in advance, 
 he can reclaim his money if the voyage is not performed. If 
 a voyage is partially performed, no passage-money is due, 
 unless the expenses of the passenger, or the means of proceed- 
 ing to the place of destination, are paid or tendered to him ; 
 in which case, passage-money in proportion to the progress 
 in the voyage is payable. b 
 
 A passenger must submit to the reasonable rules and usages 
 of the ship. He has no right to interfere with its discipline and 
 internal regulations. Indeed, in a case of necessity, and for 
 the order and safety of the ship, the master may restrain a 
 passenger by force ; but the cause must be urgent, and the 
 manner reasonable and moderate. 
 
 In case of danger and distress, it is the duty as well as the 
 interest of the passenger to contribute his aid, according to 
 his ability, and he is entitled to no compensation therefor. 
 He is not, however, bound to remain on board in time of dan- 
 ger, but may leave the vessel if he can ; much less is he re- 
 quired to take upon himself any responsibility as to the con- 
 duct of the ship. If, therefore, he performs any extraordinary 
 services, he becomes entitled to salvage. 
 
 * 3 Mason, 342. b 1 Pet. Ad. 126. 
 
 c 2 B. and P. 612. 1 Pet. Ad. 70. 2 Hagg. 3. 
 
MATES AND SUBORDINATES. 197 
 
 CHAPTER VI. 
 
 MATES AND SUBORDINATES. 
 
 Mates included in the 'crew.' Removal. Succession. Log-book 
 Wages. Sickness. Punishment. Subordinates. Pilots. 
 
 IN all the statutes which entitle the l crew,' or the ' seamen,' 
 of a vessel to certain privileges as against the master or owner, 
 these words, ' crew ' and l seamen,' are construed to include the 
 mates ; as, for instance, the statute requiring a certain amount 
 of provisions to be on board ; the statute requiring a medicine- 
 chest, and that which punishes the master for illegal and cruel 
 treatment of any of the crew. In all these cases the mates 
 are entitled to the same privileges and protection with the 
 seamen. a 
 
 The chief mate is usually put on board by the owner, and is 
 a person who is looked to for extraordinary services and re- 
 sponsibility. Accordingly, he cannot be removed by the mas- 
 ter, unless for repeated and aggravated misconduct, or for pal- 
 pable incapacity. 5 He acts in the stead of the master in case 
 the latter dies, and whenever he is absent. He is then entrust- 
 ed with the care of the ship, and the government of the crew. 
 If he is appointed to act as mate by the master during the 
 voyage, he holds his office at the master's pleasure ; d but if he 
 originally shipped in that capacity, he cannot be removed 
 without proof of gross and flagrant misconduct, or of evident 
 unfitness. Nor will one or two single instances of intem- 
 perance, disobedience or negligence, be sufficient ; the miscon- 
 duct must be repeated, and the habit apparently incorrigible. 6 
 
 The second mate and other inferior officers do not stand 
 upon so firm a footing as the chief mate ; yet they cannot be 
 removed by the master, unless for gross and repeated acts of 
 disobedience, intemperance, dishonesty or negligence, or for 
 palpable incapacity. 
 
 a 1 Sumner, 151 ; 3 do. 209. 4 Mason, 104. 
 
 b 1 Pet. Ad. 244. 4 Wash. 338. c 4 Mason, 541 . 1 Sumner, 151. 
 
 dGilpin 3 33. 1 Pet. Ad. 244. 4 Wash. 338, 
 
 17* 
 
198 MATES AND SUBORDINATES. 
 
 In case of the death or absence of the master, the chief mate 
 becomes master by operation of law, but the second mate does 
 not necessarily become chief mate. It lies with the new mas- 
 ter to appoint whom he pleases to act as chief mate ; though, 
 in most cases, it should be the second mate, unless good reason 
 exists for the contrary course. The second mate cannot, how- 
 ever, be degraded by the new master for any other cause than 
 would have justified the former in so doing. 
 
 LOG-BOOK. It is the duty of the chief mate to keep the log- 
 book of the ship. This should be neatly and carefully kept, 
 and all interlineations and erasures should be avoided, as they 
 always raise suspicion. The entries should be made as -soon 
 as possible after each event takes place, and nothing should 
 be entered which the mate would not be willing to adhere to 
 in a court of justice. (See page 145.) 
 
 In Chapter III. of the Third Part, under the title, " Master's 
 relation to Officers," page 188, will be found a discussion of the 
 question, whether the master can compel an officer to do duty 
 before the mast. 
 
 In Chapters VIII., X., XI. and XII. of Part III., under the 
 titles, " Revolt," " Forfeiture," " Desertion," &c., will be found 
 the laws upon those subjects relating to seamen. And it may 
 be generally remarked, that all those laws apply as well to the 
 officers as to the foremast men. An officer forfeits his wages 
 by desertion, and is criminally liable for mutiny, revolt, &c., 
 like a common seaman. As to the questions what constitutes 
 a revolt, mutiny, &c., and when absence or leaving a vessel 
 is excusable, and when it works a forfeiture, and as to when 
 wages are due, I would refer the reader to those titles in Chap- 
 ters VIII., X., XI. and XII. of Part III., above referred to. 
 
 WAGES. Officers may sue in admiralty for their wages, 
 and may arrest the ship, into whoseever hands it may have 
 passed ; a which is not the case with the master, who is supposed 
 to look solely to the personal responsibility of the owners. 
 
 SICKNESS. The right of an officer to be cured at the ship's 
 expense is the same as that of a seaman. b The law upon 
 that subject will be found in Chapter IX., title " Sickness," 
 page 207. 
 
 a 1 Pet. Ad. 246. b 1 Sumner, 151. 
 
MATES AND SUBORDINATES. 199 
 
 PUNISHMENT. The laws of the United States provide that 
 if any master or officer shall unjustifiably beat, wound, or im- 
 prison any of the crew, or withhold from them suitable food 
 and nourishment, or inflict upon them any cruel and unusual 
 punishment, he shall be imprisoned not exceeding five years, 
 and fined not exceeding $1000 for each offence.* The officers, 
 as part of the ' crew,' are entitled to the protection of this stat- 
 ute, against the master's acts ; and, on the other hand, they 
 are liable under it for any abuse of a seaman. b 
 
 The law as to the officer's right to punish a seaman has 
 been clearly settled, and is very simple. The sole authority 
 to punish, for correction and discipline, resides with the mas- 
 ter. An officer has no right to use force with a seaman, 
 either by chastising or confining him, except in a single class 
 of cases ; that is, upon an emergency which admits of no delay, 
 and where the use of force is necessary for the safety of life 
 and property. If a seaman is about to do an act which may 
 endanger life or property, and instant action is required, the 
 officer may confine him, or use force necessary to prevent him. 
 So, if the immediate execution of an order is important, and a 
 seaman, by obstinacy or wilful negligence, prevents or im- 
 pedes the act, the officer may use force necessary to secure the 
 performance of the duty. In these cases there must be a 
 pressing necessity which will not admit of delay ; for if delay 
 is practicable, the officer must report to the master, and leave 
 the duty of correction with him. A mate can in no case pun- 
 ish a seaman for the general purposes of correction and disci- 
 pline, and still less for personal disrespect to himself. d If the 
 master is not on board, and cannot be called upon, the author- 
 ity of the officer is somewhat enlarged ; but, even in this case, 
 so far as a delay is practicable, he must leave the seaman to 
 be dealt with by the master when he returns. Except in the 
 cases and in the manner before mentioned, the officer is liable 
 as a trespasser for any force used with a seaman. 
 
 If the officer acts under the authority, express or implied, of 
 the master, he will not be held liable, even though the punish- 
 ment should be excessive and unjustifiable ; for he is, in such 
 
 Act 1835, ch. 313, 3. b 4 Mason, 104. 3 Sumner, 209. 
 
 c 2 Sumner, 584. d Do. 1. 584. 
 
200 MATES AND SUBORDINATES. 
 
 cases, only the agent of the master, who is responsible for 
 the act. a Yet, if the punishment be so excessive as to show 
 malice or wantonness on the part of the officer, or there be 
 anything in his conduct to imply the same, he will be liable in 
 some measure himself. 
 
 SUBORDINATES. There are a number of men, usually, in 
 merchant vessels, who are not in any respect officers, but who 
 differ from the common seamen in that they ship in particu- 
 lar capacities, and to perform certain duties. These are tins 
 carpenter, steward, cook, &c. Such persons are not to be de- 
 graded for slight causes, though the master unquestionably has 
 the power to do so, upon sufficient grounds. b He may also 
 require them to do duty, if necessary, before the mast. He 
 may require them to take the place of persons who have been 
 obliged to do their work, c but he cannot exact from them the 
 duty of able seamen, unless they are such in fact. Repeated 
 acts of disobedience, intemperance, and gross negligence, and 
 evident incapacity for the duties undertaken, are justifying 
 causes of removal. d In all other respects this class of persons 
 stands upon the same footing with common seamen. They 
 have the same privileges, and are under the same obligations 
 and penalties. 6 
 
 PILOTS. When a pilot, who is regularly appointed, is on 
 board, he has the absolute control of the navigation of the 
 vessel/ He is master for the time being, and is alone answer- 
 able for any damage occasioned by his own negligence or 
 default.* 
 
 A pilot may sue in admiralty for his wages. h 
 
 A pilot cannot claim salvage for any acts done within the 
 limits of his duty, however useful and meritorious they may 
 have been. 1 If towing is necessary, pilots are bound to per- 
 form it, having a claim for compensation for damages done to 
 their boats, or for extra labor . k If extraordinary pilot service 
 is performed, additional pilotage is the proper reward, and not 
 
 a Ware, 219. b 4 Mason, 84. Ware, 109. c Ware, 109. 
 
 d Ware, 109. e 2 Pet. Ad. 268. f 1 Johns. 305. 
 
 * 1 Pet. Ad. 223. 1 Mason, 508. h 1 Mason, 508. 
 
 i Gilpin, 60. 10 Peters R. 108. 2 Hagg. 176. k 2 Hagg. 176. 
 
SEAMEN. 201 
 
 salvage. 11 If, however, the acts done by the pilot are clearly 
 without and beyond his duty as pilot, he may claim sal 
 
 CHAPTER VII. 
 
 SEAMEN. SHIPPING CONTRACT. 
 
 Shipping contract how formed how signed. Erasures and interlinea- 
 tions. Unusual stipulations. 
 
 BY the law of the United States, in all foreign voyages, and 
 in all coasting voyages to other than an adjoining state, there 
 must be an agreement in writing, or in print, with every 
 seaman on board the ship, (excepting only apprentices and 
 servants of the master or owner,) declaring the voyage, and 
 term or terms of time, for which such seaman is hired. This 
 contract is called the shipping-articles, and all the crew, in- 
 cluding the master and officers, usually sign the same paper; 
 it not being requisite that there should be a separate paper for 
 each man. If there is not such a contract signed, each sea- 
 man could, by the old law, recover the highest rate of wages 
 that had been given on similar voyages, at the port where he 
 shipped, within three months next before the time of ship- 
 ment. d By the law of 1840, he may, in such case, leave the 
 vessel at any time, and demand the highest rate of wages 
 given to any seaman during the voyage, or the rate agreed 
 upon at the time of his shipment. 6 A seaman not signing 
 the articles, is not bound by any of the regulations, nor sub- 
 ject to the penalties of the statutes/ but he is, notwith- 
 standing, bound by the rules and liable to the forfeitures 
 imposed by the general maritime law.s 
 
 * 2 Hagg. 176. b 1 Rob. 106. Gilpin, 60. c Act 1790, ch. 56, 1. 
 
 * Act 1790, ch. 56, 1. Act 1840, ch. 23, 10. 
 f Act 1790, ch. 56, 1 . e 1 Pet. Ad. 212. 
 
202 SEAMEN. 
 
 These shipping-articles are legal evidence, and bind all 
 parties whose names are annexed to them, both as to wages, 
 the nature and length of the voyage, and the duties to be per- 
 formed.' 1 Accordingly, seamen have certain rights secured to 
 them with reference to these papers. In the first place, the 
 master must obtain a copy of the articles, certified to by the 
 collector of the port from which the vessel sails, to take with 
 him upon the voyage. This must be a fair and true copy, 
 without erasures or interlineations. If there are any such 
 erasures or interlineations, they will be presumed to be fraud- 
 ulent, and will be set aside, unless they are satisfactorily 
 explained in a manner consistent with innocent purposes, and 
 with the provisions of laws which guard the rights of man- 
 ners. These articles must be produced by the master before 
 any consul or commercial agent to whom a seaman may have 
 submitted a complaint. b 
 
 Every unusual clause introduced into the shipping-articles, 
 or anything which tends to deprive a seaman of what he 
 would be entitled to by the general law, will be suspiciously 
 regarded by the courts ; and if there is reason to suppose that 
 any advantage has been taken of him, or if the contract bears 
 unequally upon him, it will be set aside. In order to sus- 
 tain such a clause, the master or owner must show two 
 things : first, that the seaman's attention was directed toward 
 it, and its operation and effect explained to him; and, second- 
 ly, that he received some additional compensation or privilege 
 in consideration of the clause. Unless the court is satisfied 
 upon these two points, an unusual stipulation unfavorable to 
 a seaman will be set aside. For instance, seamen are en- 
 titled to have a medicine-chest on board, and in certain cases 
 to be cured at the ship's expense ; and the court set aside a 
 clause in the shipping-articles in which it was stipulated that 
 the seamen should bear all the expense, even though there 
 were no medicine-chest on board . d Another clause was set 
 aside, in which the voyage was described as from Baltimore 
 
 * 3 Mason, 161. Act 1840, ch. 23, 3. b Act 1840, ch. 23, 2, 19 
 
 c 2 Sumner, 443. 2 Mason, 541 . d 2 Mason, 541 . 
 
SEAMEN. 203 
 
 to St. Domingo and elsewhere, on the ground that seamen are 
 entitled to have their voyage accurately described. 11 
 
 Some clauses which are not such as to be set aside, will yet 
 be construed in favor of seamen, if their interpretation is at 
 all doubtful. b A clause providing that no wages should be 
 paid if the vessel should be taken or lost, or detained more 
 than thirty days, was set aside, seamen being entitled to 
 wages up to the last port of delivery. If the amount of 
 wages merely be omitted in the articles, there seems to be 
 some doubt as to the introduction of other evidence to show 
 the rate agreed upon, and as to the seaman's being entitled 
 by statute to the highest rate of wages current. d If a seaman 
 ships for a general coasting and trading voyage to different 
 ports in the United States, and the articles provide for no time 
 or place at which the voyage shall end, the seaman may leave 
 at any time, provided he does not do so under circumstances 
 peculiarly inconvenient to the other party. 6 
 
 If, however, the voyage is accurately described, and the 
 wages specified, the seaman cannot be admitted to show that 
 his contract was different from that contained in the ar- 
 ticles/ 
 
 It is no violation of the contract if the vessel departs 
 from the voyage described, by accident, necessity, or superior 
 force. g 
 
 a 1 Hall's Law Jour. 207. 2 Gall. 477, 526. 2 Dods. 504. Gilp. 219. 
 b 1 Pet. Ad. 186, 215. c 2 Simmer, 443. 
 
 d Gilpin, 452. Abb. on Shipp. 434, note. Act 1840, ch. 23, 10. 
 Ware, 437. f Gilpin, 305. e 2 Hagg. 243. 
 
204 SEAMEN. 
 
 CHAPTER VIII. 
 
 SE AMEN CONTINUE D. 
 
 Rendering on board. Refusal to proceed. Desertion or absence during 
 the voyage. Discharge. 
 
 RENDERING ON BOARD. If, after having signed the articles, 
 and after a time has been appointed for the seaman to render 
 himself on board, he neglects to appear, and an entry to that 
 effect is made in the log-book, he forfeits one day's pay for 
 every hour of absence ; and if the ship is obliged to proceed 
 without him, he forfeits a sum equal to double his ad- 
 vanced These forfeitures apply to the commencement of 
 the voyage, and cannot be exacted unless a memorandum is 
 made on the articles, and an entry in full in the log-book. A 
 justice of the peace may, upon complaint of the master, issue 
 a warrant to apprehend a deserting seaman, and commit him 
 to jail until the vessel is ready to proceed upon her voyage. 
 The master must, however, first show that the contract has 
 been signed, and that the seaman departed without leave, and 
 in violation of it. b 
 
 REFUSAL TO PROCEED. If, after the voyage has begun, and 
 before the vessel has left the land, the first officer and a ma- 
 jority of the crew shall agree that the vessel is unfit to proceed 
 on the voyage, either from fault or deficiency in hull, spars, 
 rigging, outfits, provisions, or crew, they may require the 
 master to make the nearest or most convenient port, and have 
 the matter inquired into by the district judge, or two justices 
 of the peace, taking two or more of the complainants before 
 the judge. Thereupon the judge orders a survey, and decides 
 whether the vessel is to proceed, or stop and be repaired and 
 supplied; and both master and crew are bound by this deci- 
 sion. If the seamen and mate shall have made this complaint 
 without reason, and from improper motives, they are liable to 
 be charged with the expenses attending it. c 
 
 a Act 1790, ch. 56, 2. b Do. 7. - ^o. 3. 
 

SEAMEN. 205 
 
 If, when the vessel is in a foreign port, the first or any 
 other officer and a majority of the crew shall make complaint, 
 in writing, to the consul, that the ship is unfit to proceed to 
 sea, for any of the above reasons, the consul shall order an 
 examination, in the same manner ; and the decision of the 
 consul shall bind all parties. If the consul shall decide that 
 the vessel was sent to sea in an unsuitable condition, by 
 neglect or design, the crew shall be entitled to their discharge 
 and three months' additional pay; but not if it was done by 
 accident or innocent mistake. a 
 
 It is no justification for refusing to do duty and proceed 
 upon the voyage, that a new master has been substituted in 
 place of the one under whom the seaman originally ship- 
 ped ; b and if a blank is left for the name of the master, the 
 seaman is supposed to ship under any who may be ap- 
 pointed. The same rule applies to the substitution or 
 appointment of any other officer of the ship during the 
 voyage. 
 
 DESERTION OR ABSENCE DURING THE VOYAGE. If, during 
 the voyage, the seaman absents himself "without leave, for less 
 than forty-eight hours, and an entry thereof is made in full 
 in the log-book, he forfeits three days' pay for each day's 
 absence. But if the absence exceeds forty-eight hours, he 
 forfeits all his wages then due, and all his goods and chattels 
 on boar^ the vessel at the time, and is liable to the owner in 
 damages for the expense of hiring another seaman . d If he 
 deserts within the limits of the United States, he is liable to 
 be arrested and committed to jail, until the vessel sails. 6 If 
 he deserts or absents himself in a foreign port, the consul is 
 empowered to make use of the authorities of the place to 
 reclaim him. If, however, the consul is satisfied that the 
 desertion was caused by unusual or cruel treatment, the sea- 
 man may be discharged, and shall receive three months' addi- 
 tional wages/ It is not a desertion for a seaman to leave his 
 vessel for the purpose of procuring necessary food, which has 
 
 * Act 1840, ch. 23, 1215. b 1 Mason, 443. Bee, 48. 2 Sum. 582. 
 6 Mass. 300. d Act 1790, ch. 56, 5. 
 
 Act 1790. ch. 56, 7. f Act 1840, ch. 23, 9. 
 
 18 
 
206 SEAMEN. 
 
 been refused on board ; nor is a seaman liable if the conduct 
 of the master has been such as to make it dangerous for him 
 to remain on board, a or if the shipping-articles have been 
 fraudulently altered. b Even in a clear case of desertion, if 
 the party repents, and seeks to return to his duty within a 
 reasonable time, he is entitled to be received on board again, 
 unless his previous conduct had been such as would justify his 
 discharge. 
 
 As to the effect of desertion upon wages, and what is deser- 
 tion in such cases, see the subject, "Wages affected by 
 Desertion," Chapter XL 
 
 DISCHARGE. By referring to Chapter IV., "Master's Rela- 
 tion to Crew," the seaman will find that, though the master 
 has power to discharge a seaman for gross and repeated 
 misconduct, yet that this right is closely watched, and any 
 abuse of it is severely punished. He will also find there a 
 statement of his own rights and privileges, with reference 
 to a discharge. It has been seen that he may demand his 
 discharge of the consul, if the vessel is not fit to proceed, and 
 is not repaired, or if he has been cruelly and unjustifiably 
 treated.* 1 
 
 If a vessel has been so much injured that it is doubtful 
 whether she can be repaired, or the repairs cannot be made 
 for a long time, during which it would be a great expense to 
 the owners to support the seamen in a foreign country, it is 
 held that the crew may be discharged, upon the owners' pay- 
 ing their passage home, and their wages up to the time of 
 their arrival at the place of shipment. 6 
 
 As to discharge at the end of the voyage, see "Wages 
 affected by Desertion," Chapter XI. 
 
 1 Hagg. 63. b Do. 182. c 1 Sumner, 373. 
 
 d Act 1840, ch. 23, 9, 14. * 2 Dodson, 403. 
 
SEAMEN. 
 
 207 
 
 CHAPTER IX. 
 
 SEAMEN CONTINUED. 
 
 Provisions. Sickness. Medicine-chest. Hospital money. Relief in 
 foreign ports. Protection. 
 
 PROVISIONS. For the benefit of seamen it has been enacted 
 that every vessel bound on a voyage across the Atlantic, shall 
 have on board, well secured under deck, at least sixty gallons 
 of water, one hundred pounds of wholesome ship bread, and 
 one hundred pounds of salted flesh meat, over and above the 
 stores of master or passengers, and the live stock. And if the 
 crew of any vessel not so provided shall be put upon short 
 allowance of water, flesh, or bread, such seaman shall recover 
 from the master double wages for every day he was so allow- 
 anced.* The same rule applies to other voyages than those 
 across the Atlantic, and the amount of provisions stowed 
 below must be in proportion to the length of the voyage, ' 
 compared with one across the Atlantic. 5 It also applies to 
 seamen shipped in foreign ports, as well as to those shipped 
 in the United States. It has been thought that if the articles 
 enumerated cannot be procured, the master may substitute 
 other wholesome provisions ; but it is doubtful whether even 
 this will free him from the penalty ; at least it will not unless 
 he can show that it was impossible to procure them at the 
 last port of departure. 41 
 
 Besides this special enactment, a seaman may always 
 recover damages of a master who unnecessarily and wan- 
 tonly deprives him of sufficient food and nourishment. 6 If, 
 however, the short allowance is caused by inevitable acci- 
 dent, without any fault of the master or owner, or is a matter 
 of fair discretion in a case of common danger, the master is 
 not liable. Another law of the United States provides that 
 
 Act 1790, ch. 56, 9. b Do. c 1 Pet. Ad. 223. 
 
 *<* 1 Pet. Ad. 229, 223. Bee, 80 Abb. 135, note. Ware, 454. 
 e 2 Pet. Ad. 409. 
 
208 SEAMEN. 
 
 if any master or other officer shall wilfully and without justi- 
 fiable cause withhold suitable food and nourishment from a 
 seaman, he shall be fined not exceeding $1000 and imprisoned 
 not exceeding five years. a The master may at any time, at 
 his discretion, put the crew upon an allowance of water and 
 eatables ; but if it is a short allowance, he must be able to 
 give a justifying reason. 
 
 SICKNESS. MEDICINE-CHEST. Every vessel of one hundred 
 and fifty tons or upwards, navigated by ten or more persons 
 in all, and bound on a voyage beyond the United States, and 
 every vessel of seventy-five tons or upwards, navigated by six 
 or more persons in the whole, and bound from the United 
 States to any port in the West Indies, is required to have a 
 chest of medicines, put up by an apothecary of known reputa- 
 tion, and accompanied by directions for administering the 
 same. The chest must also be examined at least once a year, 
 and supplied with fresh medicines. b 
 
 In case of dispute, the owner must prove the sufficiency of 
 the medicine-chest. It does not lie with the seaman to prove 
 its insufficiency. 
 
 If a vessel has a suitable medicine-chest on board, it would 
 seem that the ship is not to be charged with the medicines 
 and medical advice which a seaman may need. But the ship 
 is still liable for the expenses of his nursing, care, diet, and 
 lodging." 1 Accordingly, if a seaman is put on shore at a hos- 
 pital or elsewhere, for his cure, the ship is chargeable with so 
 much of the expense as is incurred for nursing, care, diet, and 
 lodging ; and unless the owner can specify the items of the 
 charge, and show how much was for medical advice, and how 
 much for other expenses, he must pay the whole. 6 The sea- 
 man is to be cured at the expense of the ship, of a sickness 
 or injury sustained in the ship's service ; f but if he contracts 
 a disease by his own fault or vices, the ship is not charge- 
 able. ff A sick seaman is entitled to proper nursing, lodging, 
 and diet. If these cannot be had, or are not furnished on 
 
 a Act 1835, ch. 313, 3. b Act 1790, ch. 56, 8 ; 1805, ch. 88, 1. 
 
 c 2 Mason, 541. d 2 Mason, 541. 1 Sumner, 151. 
 
 c 1 Pet. Ad. 256, note. f 1 Sumner, 195. 
 
 e Gilpin, 435. 1 Pet. Ad. 142, 152. 
 

SEAMEN. 209 
 
 board the vessel, he is entitled to be taken on shore to a hos- 
 pital, or to some place where these can be obtained. It is 
 often attempted to be shown that the seaman was put on shore 
 at his own request. This is no defence. He is entitled to be 
 put on shore if his disease requires it ; and it is seldom that 
 proper care can be taken of a seaman on board ship. 8 
 
 If a seaman requires further medicines and medical advice 
 than the chest and directions can give, and is not sent ashore, 
 it would seem that the ship ought to bear the expense ; but 
 this point has never been decided. b If the medicine-chest can 
 furnish all he needs, the ship is exempted. 6 
 
 HOSPITAL MONEY. Every seaman must pay twenty cents a 
 month, out of his wages, for hospital money. This goes to the 
 establishment and support of hospitals for sick and disabled 
 seamen. d 
 
 RELIEF IN FOREIGN PORTS. If a vessel is sold in a foreign 
 port and her crew discharged, or if a seaman is discharged 
 with his own consent, he can receive two months' extra wages 
 of the consul, who must obtain it of the master. 6 This 
 applies only to the voluntary sale of the vessel, and not when 
 the sale is rendered necessary by shipwreck. If, however, 
 after the disaster the vessel might have been repaired at a 
 reasonable expense and in a reasonable time, but the owner 
 chooses to sell, the two months' pay is due. To escape the 
 payment, the owner must show that he was obliged to sell. f 
 
 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 districts. The seamen must, if able, do 
 duty on board the vessel in which they are sent home, accord- 
 ing to their several abilities ." 
 
 The crew of every vessel shall have the fullest liberty to 
 lay their complaints before the consul or commercial agent in 
 any foreign port, and shall in no respect be restrained or 
 hindered therein by the master or any officer, unless sufficient 
 and valid objection exist against their landing. In which 
 
 1 Pet. Ad. 256, note. b Gilpin, 435. 1 Pet. Ad. 142, 152, 255. 
 
 c 2 Mason, 541. d Act 1798, ch. 94, 1. 
 
 c Act 1803, ch. 62, 3. f Ware, 485. Gilpin, 198. 
 e Act 1803, ch. 62, 4. 
 
210 SEAMEN. 
 
 case, if any seaman desire to see the consul, the master must 
 inform the consul of it forthwith; stating, in writing, the 
 reason why the seaman is not permitted to land, and that the 
 consul is desired to come on board. Whereupon the consul 
 must proceed on board and inquire into the causes of com- 
 plaint. 4 
 
 PROTECTION. Every American seaman, upon applying to 
 the collector of the port from which he departs, and producing 
 proof of his citizenship, is entitled to a letter of protection. 
 The collector may charge for this twenty-five cents. b 
 
 CHAPTER X. 
 
 SEAMEN CONTINUED. 
 
 Punishment. Revolt and mutiny. Embezzlement. Piracy. 
 
 PUNISHMENT. As to the right of the master to punish a sea- 
 man by corporal chastisement, imprisonment on shore, con- 
 finement on board, &c., and the extent of that right, and the 
 master's liability for exceeding it, the seaman is referred to 
 Chapter IV., " The Master's relation to the Crew," title, " Im- 
 prisonment " and " Punishment." He will there see that the 
 master possesses this right to a limited extent, and that he is 
 strictly answerable for the abuse of it. Disobedience of 
 orders, combinations to refuse duty, ^dishonest conduct, per- 
 sonal insolence, and habitual negligence and backwardness, 
 are all causes which justify punishment in a greater or less 
 degree. 
 
 The contract which a seaman makes with the master, is 
 not like that of a man who engages in any service on shore. 
 It is somewhat military in its nature. The master has great 
 responsibilities resting upon him, and is entitled to instant and 
 
 a Act 1840, ch. 23, 1. b Act 1796, ch. 36, 4. 
 
 Ware, 86. 3 Wash. 515. 
 
SEAMEN. 211 
 
 implicit obedience. To ensure this, regular and somewhat 
 strict discipline must be preserved. The master, also, cannot 
 obtain assistance when at sea, as any one can who is in 
 authority upon land. He must depend upon the habits of 
 faithful and respectful discharge of duty which his crew have 
 acquired, and if this fails, he may resort to force. He is 
 answerable for the safety of the ship, and for the safe keeping 
 and delivery of valuable cargoes, and in almost all cases he 
 is the first person to whom the owner of the vessel and cargo 
 will look for indemnity. Considering this, the seamen will feel 
 that it is not unreasonable that the master should have power 
 to protect himself and all for whom he acts, even by force if 
 necessary. 4 A good seaman, who is able and willing to do his 
 duty faithfully and at all times, and treats his officers respect- 
 fully, will seldom be abused; and if he is, the master is liable 
 to him personally in damages, and is also subject to be indicted 
 by the government and tried as a criminal. A seaman should 
 be warned against taking the law into his own hands. If the 
 treatment he receives is unjustifiable, he should still submit 
 to it, if possible, until the voyage is up, or until he arrives at 
 some port where he can make complaint. If he is conscious 
 that he is not to blame, and an assault is made upon him. 
 unjustifiably and with dangerous severity, he may defend 
 himself; but he should not attempt to punish the offender, or 
 to inflict anything in the way of retaliation. b 
 
 In Chapter VI., title, " Mates," the reader will see how far 
 any inferior officer of a vessel may use force with a seaman. 
 
 REVOLT AND MUTINY. If any one or more of the crew of 
 an American vessel shall by fraud or force, or by threats or 
 intimidations, take the command of the vessel from the master 
 or other commanding officer, or resist or prevent him in the 
 free and lawful exercise of his authority, or transfer the com- 
 mand to any other person not lawfully entitled to it ; every 
 person so offending, and his aiders and abbettors, shall be 
 deemed guilty of a revolt or mutiny and felony; and shall be 
 punished by fine not exceeding $2000, and by imprisonment 
 and confinement to hard labor not exceeding ten years, ac- 
 
 * Ware, 219. b Do. 3 Wash. 552. 
 
212 SEAMEN. 
 
 cording to the nature and aggravation of the offence.* And 
 if any seaman shall endeavor to commit a revolt or mutiny, 
 or shall combine with others on board to make a revolt or 
 mutiny, or shall solicit or incite any of the crew to disobey or 
 resist the lawful orders of the master or other officer, or to 
 refuse or neglect their proper duty on board, or shall assemble 
 with others in a riotous or mutinous manner, or shall unlaw- 
 fully confine the master or other commanding officer, every 
 person committing any one or more of these offences shall 
 be imprisoned not exceeding five years, or fined not exceeding 
 $1000, or both, according to the nature and aggravation of the 
 offence. b 
 
 It will be seen that the first of these laws applies only to 
 cases where seamen actually throw off all authority, deprive 
 the master of his command, and assume the control them- 
 selves, which is to make a revolt. The last is designed to 
 punish endeavors and combinations to make a revolt, which 
 are not fully carried out. 
 
 Every little instance of disobedience, or insolent conduct, 
 or even force used against the master or other officer, will not 
 be held a revolt or an endeavor to make a revolt. There 
 must be something showing an intention to subvert the lawful 
 authority of the master. It does not excuse seamen, how- 
 ever, from this offence, that they confined their refusal to one 
 particular portion of their duty. If that duty was lawfully 
 required of them, it is equally a subversion of authority as if 
 they had refused all duty. d 
 
 If the crew interfere by force or threats to prevent the inflic- 
 tion of punishment for a gross offence, it is an endeavor to 
 commit a revolt. 6 
 
 To constitute the offence of confining the master, it is not 
 necessary that he should be forcibly secured in any particular 
 place, or even that his body should be seized and held; any 
 act which deprives him of his personal liberty in going about 
 the ship, or prevents his doing his duty freely, (if done with 
 
 Act 1835, ch. 313, 1. *> Do. 2. c 4 Wash. 528. 1 Pet. Ad. 178. 
 d 4 Mason, 105. c 1 Sumner, 448. 
 
SEAMEN. 213 
 
 that mtention, a ) is a confinement. 5 So is a threat of immedi- 
 ate bodily injury, if made in such a manner as would reason- 
 ably intimidate a man of ordinary firmness. 
 
 In all these cases of revolt, mutiny, endeavors to commit the 
 same, and confinement of the master, it is to be remembered 
 that the acts are excusable if done from a sufficient justify- 
 ing cause. The master may so conduct himself as to justify 
 the officers and crew in placing restraints upon him, to prevent 
 his committing acts which might endanger the lives of all the 
 persons on board. But an excuse of this kind is received 
 with great caution, and the crew should be well assured of 
 the necessity of such a step, before taking it, since they run a 
 great risk in so interfering.* 1 
 
 EMBEZZLEMENT. If any of the crew steal, or appropriate, 
 or by gross negligence suffer to be stolen, any part of the 
 cargo, or anything belonging to the ship, they are responsible 
 for the value of everything stolen or appropriated. 
 
 It is necessary that the fraud, connivance, or negligence of 
 a seaman should be proved against him, before he can be 
 charged with anything lost or stolen ; and in no case is an 
 innocent man bound to contribute towards a loss occasioned by 
 the misconduct of another. If, however, it is clearly proved 
 that the whole crew were concerned, but one offender is not 
 known more than another, and the circumstances are such as 
 to affect all the crew, each man is to contribute to the loss, 
 unless he clears himself from the suspicion. 6 
 
 PIRACY. If the master or crew of a vessel shall, upon the 
 high seas, seize upon or rob the master or crew of another 
 vessel ; or if they shall run away with the vessel committed 
 to their charge, or any goods to the amount of $50 ; or volun- 
 tarily yield them up to pirates ; or if the crew shall prevent the 
 master by violence from fighting in the defence of vessel or 
 property; such conduct is piracy, and punishable with death/ 
 
 4 Wash. 428. 
 
 b 4 Mason, 105. 4 Wash. 548. 1 Simmer, 448. 3 Wash. 525. 
 
 c Pet. C. C. 213. d 4 Mason, 105. 1 Simmer, 448. Pet. C. C. 118. 
 
 1 Mason. 104. Gilpin, 461. 
 
 * Act 1790, ch. 36, 8; 1820, ch. 113, 3. 
 
214 SEAMEN'S WAGES. 
 
 It is also piracy, and punishable with death, to be engaged 
 in any foreign country in kidnapping any negro or mulatto, or 
 in decoying or receiving them on board a vessel with the 
 intention of making them slaves. 4 
 
 CHAPTER XI. 
 
 SEAMEN'S WAGES. 
 
 Affected by desertion or absence ; by misconduct ; by imprisonment ; by 
 capture ; by loss of vessel and interruption of voyage. Wages on an 
 illegal voyage. Wages affected by death or disability. 
 
 WAGES AFFECTED BY DESERTION OR ABSENCE. It has been 
 seen that if a seaman, at the commencement of the voyage, 
 neglects to render himself on board at the time appointed, and 
 an entry thereof is made in the log-book, he forfeits one day's 
 pay for every hour's absence ; and if he shall wholly absent 
 himself, so that the ship is obliged to go to sea without him, 
 he forfeits his advance and as much more. b And if at any 
 time during the voyage he absents himself without leave, and 
 returns within forty-eight hours, he forfeits three days' pay for 
 every day's absence ; but if he is absent more than forty-eight 
 hours, he forfeits all the wages then due him, and all his 
 clothes and goods on board at the time. These forfeitures 
 cannot be exacted against the seaman unless there is an entry 
 made in the log-book on the same day that he left, specifying 
 the name of the seaman, and that he was absent without 
 leave . d 
 
 But independently of these regulations, and without the 
 necessity of any entry, &c., a seaman forfeits his wages for 
 deserting the vessel, or absenting himself wrongfully and 
 without leave, by the general law of all commercial nations. 6 
 
 Act 1820, ch. 113, 4, 5. b Act 1790, ch. 56, 2. c Do. 4. 
 
 d Gilpin, 83, 140, 207. Ware, 309. e Ware, 309. 
 
SEAMEN'S WAGES. 216 
 
 If, however, the seaman is absent without fault of his own,* or 
 if he is obliged to desert by reason of cruel treatment, want 
 of food, or the like, he does not forfeit his wages. But in such 
 case, the seaman must prove that the treatment was such 
 that he could not remain without imminent danger to his life, 
 limbs, or health. b If the voyage for which he shipped has 
 been abandoned, or there has been a gross and unnecessary 
 deviation, he does not forfeit his wages for leaving the vessel ; 
 but then the change of voyage must have been actually deter- 
 mined upon and known to the seaman. 
 
 Even if the seaman shall have clearly deserted without 
 justifiable cause, or absented himself more than forty-eight 
 hours, yet, if he shall offer to return and do his duty, the master 
 must receive him, unless his previous conduct would justify a 
 discharge . d And if he is so received back, and does his duty 
 faithfully for the rest of the voyage, the forfeiture is considered 
 as remitted, and he is entitled to his wages for the whole 
 voyage. 6 If, however, the owner has suffered any special 
 damage from the wrongful absence of the seaman, as, if the 
 vessel has been detained, or a man hired in his place, all such 
 necessary expenses may be deducted from the wages/ 
 
 A mere leaving of the vessel, though a wrongful absence, is 
 not a desertion, unless it is done with the intention to desert.^ 
 A seaman is bound to load and unload cargo in the course of 
 the voyage if required of him, and a refusal to do so is a refu- 
 sal of duty. h If the voyage is at an end, according to the 
 articles, and the vessel is safely moored at the port of dis- 
 charge, the seamen are still bound to discharge the cargo if it 
 is required of them. If they do not, their refusal or neglect 
 does not, however, work a forfeiture of all their wages, but 
 only makes them liable to a deduction, as compensation to 
 the owner for any damage he may have suffered.' The cus- 
 
 * 1 Mason, 45. Bee, 134, 48. Gilpin, 225. 
 
 > 1 Pet. Ad. 186. Gilpin, 225. 2 Pet. Ad. 420, 428. Ware, 83, 91, 109. 
 
 c Gilpin, 150. 2 Pet. Ad. 415. d 1 Sumner, 373. 
 
 2 Wash. 272. Gilpin, 145. 1 Sumner, 373. 1 Pet. Ad. 160. 
 
 f Gilpin, 145, 298, 98. e I Sumner, 373. Ware, 309. 
 
 h 1 Pet. Ad. 253. 
 
 1 Sumner, 373. Gilpin, 208. Ware, 454. 2 Hagg. 40. 
 
216 SEAMEN'S WAGES. 
 
 torn in almost all sea-ports of the United States is, to discharge 
 the crew, and not to require them to unload cargo at the end 
 of the voyage. This custom is so strong that if the owner or 
 master wishes to retain the crew, he must give them notice to 
 that effect. Unless the crew are distinctly told that they must 
 remain and discharge cargo, they may leave the vessel as soon 
 as she is safely moored, or made fast. If they are required to 
 remain and discharge cargo, they make themselves liable to a 
 deduction from their wages for a neglect or refusal, but do not 
 forfeit them. a The seaman must bear in mind, however, that 
 this is only when the voyage is at an end, and the ship is at 
 the final port of discharge. If he refuses to load or unload 
 at any port in the course of the voyage, and before it is up, 
 according to the articles, he does so at the risk of forfeiting all 
 his wages. b 
 
 The master and owners of a vessel are allowed ten days 
 after the voyage is up, before a suit can be brought against 
 them for the wages of the crew. This is in order to give 
 them time to settle all accounts and discover delinquencies. 
 If the crew are retained to unload, then the ten days begin to 
 run from the time the vessel is completely unloaded. But if 
 the crew are not retained for this purpose, but are discharged 
 and allowed to leave the vessel, then the ten days begin to 
 run from the day they are discharged . d 
 
 WAGES AFFECTED BY MISCONDUCT. A seaman may forfeit 
 his wages by gross misconduct ; and if not forfeited, he may 
 be liable to have a deduction made from them, for any damage 
 caused to the owner by such misconduct. To create a forfeit- 
 ure, his misbehavior must be gross and aggravated. 6 A single 
 act of disobedience, or a single neglect of duty, will not deprive 
 him of his wages/ A refusal to do duty in a moment of high 
 excitement caused by punishment will not forfeit wages, un- 
 less followed by obstinate perseverance in such refusal.^ 
 Where drunkenness is habitual and gross, so as to create a 
 general incapacity to perform duty, it is a ground of forfeiture 
 
 * 1 Sumner, 373. Gilpin, 208. b 1 Pet. Ad. 253. 
 
 c Act 1790, ch. 56, 6. 
 
 d 1 Pet. Ad. 165, 210. Ware, 458. Dunl. Ad. Pr. 99. 
 
 e 4 Mason, 84. Bee, 148. f 4 Mason, 84. Do. 
 

 
SEAMEN'S WAGES 217 
 
 of wages. But occasional acts of drunkenness, if the seaman 
 in other respects performs his duty, will not deprive him of 
 his wages.* In this, as in all cases of neglect, disobedience, 
 or wilful misconduct, which do not create a forfeiture, a deduc 
 tion may be made if the owner has suffered any loss. b 
 
 In one instance a forfeiture of one half of a seaman's wages 
 was decreed, in consequence of his striking the master. He 
 did not forfeit the whole, because he had been otherwise pun- 
 ished. 
 
 If the seaman is imprisoned for misconduct, he does not for- 
 feit the wages that accrued during his confinement, nor, what 
 amounts to the same thing, is he bound to pay those of a 
 person hired in his place during his imprisonment. 11 
 
 If the crime of a seaman is against the laws of the United 
 States, and too great for the master's authority to punish, he 
 must be confined and brought home to trial. But this does 
 not forfeit his wages, though any loss or damage to the owner 
 may be deducted. 6 
 
 In all cases of forfeiture of wages for misconduct, it is only 
 the wages due at the time of the misconduct that are lost. 
 The wages subsequently earned are not affected by any pre- 
 vious misbehavior/ 
 
 If a seaman or officer is evidently incapable of doing the 
 duty he shipped for, he may be put upon other duty, and a 
 reasonable deduction may be made from his wages. 
 
 WAGES AFFECTED BY IMPRISONMENT. If a seaman is im- 
 prisoned by a warrant from a judge or justice of the peace, 
 within the limits of the United States, for desertion or refusal 
 to render himself on board, he is liable to pay the cost of his 
 commitment and support in jail, as well as the wages of any 
 person hired in his place. h So, if a seaman is imprisoned in 
 a foreign port by the authorities of the place for a breach of 
 their laws, the costs and loss to the owner may be deducted 
 from his wages; but not so if he is imprisoned at the request 
 
 2 Hajg. 2. 4 Mason, 541. 
 
 *4 Mason, 541. 1 Simmer, 384. Bee, 237. 2 Hagg. 420. Gilpin, 140. 
 1 Pet. Ad. 168. 
 
 c BM\ 184. <i Gilpin, 83, 140, 33. Ware, 9. e 1 Pet. Ad. 168. 
 
 f 4 MaMn, 84. e Waie, 109. h Gilpin, 223. 
 
 19 
 
218 SEAMEN'S WAGES. 
 
 of the master. a The right of the master to imprison at all is 
 a doubtful one, and dangerous of exercise ; and if he does 
 resort to it, he can never charge the expenses to the seamen, 
 nor deduct their wages during imprisonment. 13 
 
 WAGES AFFECTED BY CAPTURE. If a neutral ship is cap- 
 tured, it is the right and duty of the seamen to remain by the 
 vessel until the case is finally settled. If she is liberated, 
 they are then entitled to their wages for the whole voyage j 
 and if freight is decreed, they are entitled to their wages for a& 
 much of the voyage as freight is given. d And if at any future 
 time the owners recover the vessel, or her value, upon appeal 
 or by treaty, they are liable for wages. 6 In order to secure 
 his wages in these cases, the seaman must remain by the ves- 
 sel until her sale or condemnation, and the master cannot oblige 
 him to take his discharge/ The condemnation or sale of the 
 vessel puts an end to his contract. If he leaves before the 
 condemnation or sale, with the master's consent, he does not 
 lose his chance of recovering his wages.' Even if the vessel 
 is condemned, and the owner never recovers the vessel or its 
 value, yet the seaman is entitled to his wages up to the last 
 port of delivery, and for half the time she lay there. h 
 
 WAGES AFFECTED BY Loss OF VESSEL OR INTERRUPTION OP 
 VOYAGE. If a vessel meets with a disaster, it is the duty of 
 the crew to remain by her so long as they can do it with 
 safety, and to exert themselves to the utmost of their ability to 
 save as much as possible of the vessel and cargo. 1 If they 
 abandon the vessel unnecessarily, they forfeit all their wages; 
 and if their leaving was necessary and justifiable, yet they lose 
 their wages except up to the last port of delivery and for half 
 the time the vessel was lying there, or for so long as she was 
 engaged with the outward cargo. k This rule may seem hard, 
 but its object is to secure the services of the crew in case of 
 a disaster. If by their exertions any parts of the vessel or 
 cargo are saved, they are entitled to wages, and an extra sum 
 
 Gilpin, 223. *> Ware, 19, 503. Gilpin, 83, 233. 
 
 2 Sumner, 443. 1 Pet, Ad. 128. d 2 Gall. 178. 2 Sumner, 443. 
 
 3 Mason, 161. f 1 Mason, 45. 
 
 S 1 Mason, 45. h 1 Pet. Ad. 203. 
 
 Ware, 49. 1 Pet. 204. k Pet. C. C. 182. 3 Sumner, 286. 
 
SEAMEN'S WAGES. 219 
 
 fox salvage. 1 If the vessel is abandoned and nothing is saved, 
 they lose their wages, except up to the last port of delivery 
 and for half the time the vessel was lying there. b 
 
 The general rule is, that a seaman's wages are secure to 
 him whenever the vessel has earned any freight, whatever 
 may afterwards happen. And a vessel earns freight at every 
 port where she delivers any cargo. For the benefit of seamen 
 a vessel is held to earn freight whenever she goes to a port 
 under a contract for freight, though she go in ballast. A 
 seaman also secures his wages wherever the ship might have 
 earned freight but for the agreement or other act of the ,owner. d 
 If a vessel is on a trading voyage from port to port, and is lost 
 on the homeward passage, wages would probably be allowed 
 for the outward passage, and for half the time she was engaged 
 in trading with the old or new cargoes; the trading and 
 going from port to port being considered the same as though 
 she had been lying in port all the time, and discharging and 
 receiving cargo. Or else, wages would be given up to the last 
 port at which she took in any return cargo, and for half the time 
 she was lying there. 6 
 
 These rules apply only to cases where the voyage is broken 
 up by inevitable accidents, as by perils of the seas, capture, 
 war or superior force. If the voyage is broken up by the 
 fault of the seamen, they lose all their wages. If, on the 
 other hand, the seamen are compelled to leave, or the voyage 
 is broken up by the fault of the master or owner, as by cruel 
 treatment, want of provisions, or the like, the crew would be 
 justly entitled to wages for the whole voyage contracted for. 
 If the vessel is sold, or the voyage altered or abandoned by the 
 master or owner, not from inevitable necessity, but for their 
 own interest and convenience, then the crew are entitled, by 
 statute, to wages for all the time they were on board, and two 
 months' extra pay/ And, by the general law, they would 
 always receive some extra wages as a compensation for the 
 loss ol tne voyage, and as a means of supporting themselves 
 
 Ware, 49. Gilpin, 79. 2 Mason, 319. 1 Hagg. 227. 
 
 t> 2 Mason, 329. 1 Pet. Ad. 204, 130; 2 do. 391. 11 Mass. 545. 
 
 c 2 Mason, 319. 1 Pet. Ad. 207. 
 
 * 3 S'imner, 286. 2 Mason, 319. 2 Hagg. 158. 
 
 * Pet. C. C, 182. 2 Pet. Ad. 390. f Act 1803, ch. 62, 3. 
 
220 SEAMEN. 
 
 and procuring a passage home ; or, perhaps, full wage? for 
 the voyage. a 
 
 WAGES ON AN ILLEGAL VOYAGE. A seaman has no remedy 
 for his wages upon an illegal voyage ; as, for instance, in the 
 slave trade. 5 Wages have, however, been allowed, where it 
 was proved that the seaman was innocent of all knowledge of, 
 or participation in, the illegal voyage. 
 
 WAGES AFFECTED BY DEATH OR DISABILITY. If a seaman 
 dies during the voyage, wages are to he paid up to the time of 
 his death. d A seaman is entitled to all his wages during sick- 
 ness, and during any time he was disabled from performing 
 duty. But if his sickness or disability is brought on by his 
 own fault, as by vice or wilful misconduct, a deduction may 
 be made for the loss of his services. 6 So, where the death of 
 a seaman was caused by his own unjustifiable and wrongful 
 acts, his wages were held forfeited/ If a seaman, at the time 
 he ships, is laboring under a disease which incapacitates or is 
 likely to incapacitate him during the voyage, and he conceals 
 the same, no wages will be allowed him, or a deduction will 
 be made from them, according to the nature of the case. If, 
 in consequence of sickness, a seaman is left at a foreign port, 
 fte is still entitled to wages for the whole voyage. h 
 
 CHAPTER XII. 
 
 SEAMEN CONCLUDED. 
 
 Recovery of wages. Interest on wages. Salvage. 
 
 RECOVERY OF WAGES. A seaman has a threefold remedy for 
 nis wages : first, against the master ; secondly, against the 
 owners; and, thirdly, against the ship itself and the freight 
 
 a 2 Pet. Ad. 264. Bee, 48. 2 Gall. 182. 3 Johns. R. 518. 
 
 b 9 Wheat. 409. 6 Rob. 207. 2 Mason, 58, Edw. 35. 
 
 c 9 Wheat. 409. d Bee, 254, 441. 
 
 e 1 Pet. Ad. 142, 138. f Do. 142. 
 
 s 2 Pet. Ad. 263. h Bee, 414. 2 Gall. 46. 1 Pet. Ad. 117. 
 
SEAMEN. 221 
 
 earned. a He may pursue any one of these, or he may pursue 
 them all at the same time in courts of admiralty. He has 
 what is called a lien upon the ship for his wages ; that is, 
 he has a right, at any time, to seize the vessel by a process of 
 law, and retain it until his claim is paid, or otherwise decided 
 upon by the court. This lien does not cease upon the sailing 
 of the ship on another voyage ; and the vessel may be taken 
 notwithstanding there is a new master and different owners. b 
 A seaman does not lose his lien upon the ship by lapse of time. 
 He may take the ship whenever he finds her; though he 
 must not allow a long time to elapse if he has had any oppor- 
 tunity of enforcing his claim, lest it should be considered a 
 stale demand. In common law courts a suit cannot be brought 
 for wages after six years have expired since they became due. 
 This is not the case in courts of admiralty . c 
 
 The lien of the seaman for wages takes precedence of every 
 other lien or claim upon the vessel. d The seaman's wages 
 must be first paid, even if they take up the whole value of the 
 ship or freight. The wreck of a ship is bound for the wages, 
 ind the rule in admiralty is, that a seaman's claim on the 
 ship is good so long as there is a plank of her left. 6 If, after 
 capture and condemnation, the ship itself is not restored, but 
 the owners are indemnified in money, the seaman's lien at- 
 taches to such proceeds/ 
 
 Besides this lien upon the ship, the seaman has also a lien 
 upon the freight earned, and upon the cargo.s He may also 
 sue the owner or master, or both, personally. They are, how- 
 ever, answerabie personally only for the wages earned while 
 the ship was in their own hands. h But a suit maybe brought 
 against the ship after she has changed owners. 1 
 
 A seaman does not lose his lien upon the vessel by taking 
 an order upon the owner. k 
 
 After a vessel is abandoned to the underwriters, they become 
 
 * Bee, 254. 2 Sumner, 443. 2 Gall. 398. 
 
 * 2 Sumner, 443. 5 Pet. R. 675.- 
 
 2 Gall. 477. Paine C. C. 180. 3 Mason, 91. d Ware, 134, 41. 
 
 * ' J Vvner, 50. 1 Ware, 41. * 5 p e t. R. 675. 
 
 < Ware, 134. 5 Pet. R. 675. h 11 Johns. 72. 6 Mass. 300 ; 8 do. 433. 
 ' 5 Pet. R. 675. 2 Sumner, 443. k Ware, 185. 
 
 19* 
 
222 SEAMEN. 
 
 liable for the seamen's wages, from the time of the abandon- 
 ment.* 
 
 If, at the end of the voyage, the crew are discharged and 
 not retained to unload, their wages are due immediately ; b hut 
 they cannot sue in admiralty until ten days after the day of 
 discharge. If they are retained to unload, then the owner is 
 allowed ten days from the time the cargo is fully discharged. 
 If, however, the vessel is about to proceed to sea before the 
 ten days will elapse, or before the cargo will be unloaded, the 
 seaman may attach the vessel immediately . d If the owner 
 retains his crew while the cargo is unloading, he must unload 
 it within a reasonable time. Fifteen working days has fre- 
 quently been held a reasonable time for unloading, and the 
 ten days have been allowed to run from that time. 6 
 
 The longest time allowed by law for unloading vessels is 
 twenty days, if over 300 tons, and ten days, if under that ton- 
 nage. Probably seamen would not be held bound to the vessel 
 for a longer time than is thus allowed by law for unloading. 
 
 INTEREST ON WAGES. In suits for seamen's wages, interest 
 is allowed from the time of the demand ; and if no demand is 
 proved, then from the time of the commencement of the suit/ 
 
 SALVAGE. If a vessel is picked up at sea abandoned, or in 
 distress, and any of the crew of the vessel which falls in with 
 her go on board, and are the means of saving her, or of bring- 
 ing her into port, they are entitled to salvage.* In this case, 
 all the crew who are ready and willing to engage in the ser- 
 vice are entitled to a share of the reward, although they may 
 not have gone on board the wreck. h The reason is, that where 
 all are ready to go, and a selection is made, there would be 
 injustice and favoritism in allowing any one the privilege more 
 than another. Besides, those who remain have an extra duty 
 to perform in consequence of the others having gone on. board 
 the wreck. 1 
 
 a 4 Mason, 196. 
 
 t> Ware, 458. Dunl. Ad. Pr. 99. 1 Pet. Ad 165, 210. 
 
 c Act 1790, ch. 56, 6. d Do. 
 
 * 1 Pet. Ad. 165. Abb. Shipp. 456, n. f 2 Gall. 45. 
 
 s Ware, 477. 1 Pet. Ad. 306. h Ware, 477. 2 Pet. Ad. 2Si, 
 
 2Dodson, 132. 
 

SEAMEN. 223 
 
 Crews are not ordinarily entitled to salvage for services 
 performed on board their own vessel, whatever may have been 
 their perils or hardships, or the gallantry of their services in 
 saving ship and cargo ; a for some degree of extra exertion to 
 meet perils and accidents, is within the scope of a seaman's 
 duty. In case of shipwreck, however, where, by the general 
 law, wages are forfeited, the court will allow salvage, con- 
 sidering it as in the nature of wages due. In one instance 
 salvage was refused to a part of a crew who rescued the ship 
 from the rest who had mutinied ; for this was held to be no 
 more than their duty. b 
 
 Yet seamen may entitle themselves to salvage for services 
 performed on board their own vessel, if clearly beyond the 
 line of their regular duty ; as, when the crew rise and rescue 
 the vessel from the enemy after she has been taken. So, 
 where a ship was abandoned at sea, and one or two men vol- 
 untarily remained behind, and by great exertions brought her 
 into port. d If an apprentice is a salvor, he, and not his master, 
 is entitled to the salvage. 6 If one set of men go on board a 
 wreck, but fall into distress and are relieved by others, they 
 do not lose their claim for salvage, but each set of salvors 
 shares according to the merit of its services. If the second 
 set take advantage of the necessity and distress of the first 
 salvors to impose terms upon them, as, that they shall give 
 up all claim for salvage, such conditions will not be regarded 
 by the court/ 
 
 * 10 Pet. R. 108. 1 Hagg. 227. b 2 Dods. 14. 
 
 c 1 Pet. Ad. 306. d 2 Cr. 240. 1 Pet. Ad. 48. 
 
 2 Cr. 240. 2 Pet. AtL. 2S2. f 1 Sunnier, 400. 
 
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