Skip to main content

Full text of "The seaman's manual : containing a treatise on practical seamanship, a dictionary of sea terms, customs and usages of the merchant service, laws relating to the practical duties of master and mariners"

See other formats 


< 


y 


University  of  California  •  Berkeley 


Purchased  from  the 
James  D.  Hart  Memorial  Fund 


a-  KiN    „t> 


V 


THE 


SEAMAN'S     MANUAL ; 


CONTAINING 


A    TREATISE    ON   PRACTICAL    SEAMANSHIP, 

WITH     PLATES; 

A  DICTIONARY  OF  SEA  TERMS; 
CUSTOMS  AND  USAGES  OF  THE  MERCHANT  SERVICE  ; 


LAWS  RELATING  TO  THE  PRACTICAL  DUTIES  OF  MASTER  AND 
MARINERS. 


BY   R.  H.   DANA,   Jun*., 

author  of 
"two  years  before  the  mast." 


LONDON  : 
EDWARD  MOXON,  DOVER  STREET. 


DEDICATION. 


To  all  sea-faring  persons,  and  especially  to  those  commencing 
the  sea-life ; — to  owners  and  insurers  of  vessels ; — to  judges  and 
practitioners  in  maritime  law; — and  to  all  persons  interested  in 
acquainting  themselves  with  the  laws,  customs,  and  duties  of  sea- 
men ; — this  work  is  respectfully  dedicated  hy 

THE   AUTHOR. 


PREFACE  TO  THE  ENGLISH  EDITION. 


This  work  is  published  at  the  same  time  in  England 
and  in  America.  In  the  latter  country  it  appears  under 
the  title  of  the  "  Seaman's  Friend ;"  while  that  of  the 
"  Seaman's  Manual "  is  adopted  in  the  British  edition, 
as  more  significant  of  the  nature  of  the  book.  Mr.  Dana 
has  here  embodied  in  a  small  space  and  unpretending  form 
a  variety  of  information,  which  it  is  hoped  may  be  exten- 
sively useful.  Not  that  men  who  have  been  bred  to  the 
sea  can  be  supposed  to  derive  much  instruction  from  the 
elementary  hints  of  a  book  of  this  kind.  Seamanship,  like 
every  other  manual  art,  is  thoroughly  acquired  by  prac- 
tice; and  skill  in  its  various  branches  can  only  be 
arrived  at  by  actual  experience.  But  young  beginners 
will  find  useful  helps  in  their  study  of  the  duties  of  sea- 
life,  in  the  details  and  explanations  here  collected  from 
the  best  available  sources.  Very  few  of  the  terms  or 
the  methods  of  management,  in  the  Merchant  Service  of 
America,  differ  in  any  material  respect  from  those  which 
are  used  in  English  vessels.  There  is  probably  less 
difference  in  the  sea-language  common  to  both  services 
than  may  be  detected  as  peculiar  in  the  different  great 
sea-ports  of  the  mother  country;  and  in  like  manner, 
the  received  usages  and  modes  of  discipline  have  the 
close  affinity  which  is  the  natural  result  arising  from 
a  2 


common  origin,  laws,  and  general  customs.  It  may 
therefore  be  expected  without  presumption,  that  the 
abstract  given  in  this  little  work  of  the  rules  established 
in  American  ships  will  be  found  applicable  to  the  prac- 
tice in  our  own ;  and  even  where  they  differ,  may  suggest 
useful  comparisons.  At  any  rate,  it  is  desirable  to  know 
what  system  obtains  and  is  successful  among  a  body  of 
seamen  which,  in  numbers,  and  the  extent  of  commerce 
carried  on  by  them,  are  only  second  in  importance  to 
those  of  Great  Britain. 

The  laws  of  the  United  States  relative  to  shipping, 
are  considered  in  Part  III.  of  this  work,  in  reference  to 
the  rights  and  duties  of  the  officers  and  crews  respec- 
tively. A  gentleman  of  the  legal  profession  has  ap- 
pended a  few  notes,  with  the  view  of  showing  points  of 
difference  where  they  exist  in  the  British  laws. 

Finally,  it  is  hoped  that  the  various  classes  of  society 
which  are  led  by  their  callings,  duty,  or  affection,  to  take 
an  interest  in  sea-faring  men,  and  who  may  wish  to  know 
something  of  their  business  and  their  language,  will  find 
this  little  Manual  useful  for  occasional  reference.  It 
cannot  be  expected  to  have  the  same  claims  to  public 
favour  as  the  Author's  former  work.  But  even  in  these 
pages,  which  only  aim  at  being  useful,  the  reader  will 
not  fail  to  perceive  indications  of  the  same  good  sense 
and  right  spirit  which  were  so  conspicuous  in  that  re- 
markable production. 

The  Editor. 

London,  4th  October,  1841. 


CONTENTS. 


PART  I. 

A  PLAIN  TREATISE  ON  PRACTICAL  SEAMANSHIP. 
CHAPTER   I. 

GENERAL    RULES    AND    OBSERVATIONS,    PAGES    1 7. 

Construction  of  Vessels,  1. — Tonnage  and  Carriage  of  Merchant 
Vessels,  2 — Proportions  of  Spars,  2 — Placing  the  Masts,  4. — 
Size  of  Anchors  and  Cables,  4. — Lead-lines,  5 — Log-line,  5. — 
Ballast  and  Lading,  6. 

CHAPTER   II. 

CUTTING    AND    FITTING    STANDING    RIGGING,  PAGES   7 14. 

Cutting  Lower  Rigging,  7. — Fitting  Lower  Rigging,  8. — Cutting 
and  fitting  Topmast  Rigging,  9. — Jib,  Topgallant,  and  Royal 
Rigging,  10. — Rattling,  11. — Standing  Rigging  of  the  Yards, 
11.— Breast-backstays,  14. 

CHAPTER  III. 

FITTING   AND    REEVING    RUNNING    RIGGING,  PAGES  15 19. 

To  reeve  a  Brace,  15. — Fore,  Main,  and  Cross-jack  Braces,  15. 
— Fore  and  Main  Topsail  Braces,  15. — Mizen  Topsail  Braces, 
16. — Fore,  Main,  and  Mizen  Topgallant  and  Royal  Braces, 
16. — Halyards,  16. — Spanker-brails,  17. — Tacks,  Sheets,  and 
Clewlines,  17. — Reef-tackles,  Clew-garnets,  Buntlines,  Leach- 
lines,  Bowlines,  and  Slablines,  18. 

CHAPTER  IV. 

TO    RIG    MASTS    AND    YARDS,    PAGES  19 26. 

Taking  in  Lower  Masts  and  Bowsprit,  19. — To  rig  a  Bowsprit, 
20. — To  get  the  Tops  over  the  Mast-heads,  20. — To  send  up 
a  Topmast,  21. — To  get  on  a  Topmast  Cap,  22. — To  rig  out 
a   Jib-boom,  22. — To   cross  a  Lower  Yard,  22. — To  cross  a 


VI  CONTENTS. 

Topsail  Yard,  23. — To  send  up  a  Topgallant  Mast,  23. — Long, 
Short,  and  Stump  Topgallant  Masts,  23. — To  rig  out  a  Flying 
Jib-boom,  24. — To  cross  a  Topgallant  Yard,  25. — To  cross  a 
Royal  Yard,  25.— Skysail  Yards,  25. 

CHAPTER  V. 

TO    SEND    DOWN    MASTS    AND    YARDS,    PAGES    26 28. 

To  send  down  a  Royal  Yard,  26 To  send  down  a  Topgallant 

Yard,  27. — To  send  down  a  Topgallant  Mast,  27. — To  house 
a  Topgallant  Mast,  27. — To  send  down  a  Topmast,  28. — To 
rig  in  a  Jib-boom,  28. 

CHAPTER  VI. 

BENDING    AND    UNBENDING    SAILS,    PAGES  28 33. 

To  bend  a  Coarse,  28. — To  bend  a  Topsail  by  the  Halyards,  29 ; 
by  the  Buntlines,  30. — To  bend  Topgallant  Sails  and  Royals, 

30.— To  bend  a  Jib,  31 To  bend  a  Spanker,  31.— To  bend 

a  Spencer,  3). — To  unbend  a  Course,  32. — To  unbend  a  Top- 
sail, 32.— To  unbend  a  Topgallant  Sail  or  Royal,  32.— To 
unbend  a  Jib,  32. — To  send  down  a  Topsail  or  Course  in  a  Gale 
of  Wind,  32.— To  bend  a  Topsail  in  a  Gale  of  Wind,  32.— 
To  bend  one  Topsail  or  Course,  and  send  down  the  other  at 
the  same  time,  32. 

CHAPTER  VII. 

WORK    UPON  RIGGING. ROPE,  KNOTS,  SPLICES,   BENDS,  HITCHES, 

PAGES  33 44. 

Yarns,  Strands,  33. — Kinds  of  Rope :  Cable-laid,  Hawser-laid, 
34. — Spunyarn,  34. — Worming,  Parcelling,  and  Service,  34. — 
Short  Splice,  35. — Long  Splice,  35. — Eye  Splice,  36. — Flemish 
Eye,  36.— Artificial  Eye,  36.— Cut  Splice,  36.— Grommet,  37. 
—Single  and  Double  Walls,  37.— -Matthew  Walker,  37.— 
Single  and  Double  Diamonds,  37. — Spritsnil  Sheet-knot,  38. — 
Stopper  Knot,  38. — Shroud  and  French  Shroud  Knots,  38. — 
Buoy-rope  Knot,  39. — Turk's  Head,  39.- — Two  Half-hitches, 
Clove-hitch,  Overhand  Knot,  and  Figure-of-eight,  39. — Stand- 
ing and  Running  Bowlines,  and  Bowline  upon  a  Bight,  40. — 
Square  Knot,  40. — Timber  Hitch,  Rolling  Hitch,  and  Blackwall 
Hitch,  40. — Cat's  Paw,  41. — Sheet  Bend,  Fisherman's  Bend, 
Carrick  Bend,  and  Bowline  Bend,  41. — Sheep-shank,  42. — 
Selvagee,  42. —  Marlinspike  Hitch,  42. — To  pass  a  Round 
Seizing,  42. — Throat  Seizing,  42. — Stopping  and  Nippering,  43. 
— Pointing,  43. — Snaking  and  Grafting,  43. — Foxes,  Spanish 
Foxes,  Sennit,  French  Sennit,  Gaskets,  43. — To  bend  a  Buoy- 
rope,  44. — To  pass  a  Shear-lashing,  44. 


CONTENTS.  Vll 

CHAPTER  VIII. 

BLOCKS    AND    PURCHASES,    PAGES  44 46. 

Parts  of  a  Block,  Made  and  Morticed  Blocks,  44. — Bull's-eye, 
Dead-eye,  Sister-block,  45. — Snatch-block,  Tail-blocks,  Tackles, 
Whip,  Gun-tackle,  Luff-tackle,  Luff-upon-Luff,  Runner-tackle, 
Watch-tackle,  Tail- tackle,  and  Burtons,  45. 

CHAPTER  IX. 

MAKING    AND    TAKING    IN    SAIL,    PAGES  46 60. 

To  loose  a  Sail,  46. — To  set  a  Course,  47. — To  set  a  Topsail, 
47. — To  set  a  Topgallant  Sail  or  Royal,  48. — To  seta  Skysail, 
48. — To  set  a  Jib,  Flying  Jib,  or  Fore  Topmast  Staysail,  48. — 
To  set  a  Spanker,  48. — To  set  a  Spencer,  48. — To  take  in 
a  Course,  48. — To  take  in  a  Topsail,  49. — To  take  in  a 
Topgallant  Sail  or  Royal,  50. — To  take  in  a  Skysail,  50. — To 
take  in  a  Jib,  50. — To  take  in  a  Spanker,  50. —  To  furl  a 
Royal,  50.— To  furl  a  Topgallant  Sail,  52.— To  furl  a  Top- 
sail or  Course,  52. — To  furl  a  Jib,  52. — To  stow  a  Jib  in 
Cloth,  53. — To  reef  a  Topsail,  53. — To  reef  a  Course,  55. — 
To  turn  out  Reefs,  55. — To  set  a  Topgallant  Studdingsail, 
56. — To  take  in  a  Topgallant  Studdingsail,  57. — To  set  a  Top- 
mast Studdingsail,  57. — To  take  in  a  Topmast  Studdingsail,  59. 
— To  set  a  Lower  Studdingsail,  59. — To  take  in  a  Lower 
Studdingsail,  60. 

CHAPTER  X. 

GENERAL    PRINCIPLES    OF    WORKING    A    SHIP,    PAGES  61 64. 

Action  of  the  Water  upon  the  Rudder,  Headway,  Stern  way,  61. — 
Action  of  the  Wind  upon  the  Sails,  Head  Sails,  After  Sails,  62. 
— Centre  of  Gravity  or  Rotation,  63. — Turning  a  Ship  to  or 
from  the  Wind,  64. 

CHAPTER  XI. 

TACKING,    WEARING,   BOXING,  &C,  PAGES    65 72. 

To  tack  a  Ship,  65. — To  tack  without  fore-reaching,  66. — 
Tacking  against  a  heavy  head  Sea,  67. — Tacking  by  hauling  of 
all,  67. — To  trim  the  yards  when  close-hauled,  67. — Missing 
Stays,  67. — Wearing,  68. — To  wear  under  Courses,  under  a 
Mainsail,  under  bare  poles,  68. — Box- hauling,  69. — Short- 
round,  70. — Club-hauling,  70. — Drifting  in  a  Tide- way,  71. — 
Backing  and  filling  in  a  Tide- way,  71. — Clubbing  in  a  Tide- 
way, 71. 


CHAPTER  XII. 

GALES     OF     WIND,     LYING-TO,      GETTING     ABACK,    BY    THE    LEE,     &C, 
PAGES  72 75. 

Lying-to,  72. — Scudding,  73. — To  heave-to  after  Scudding,  73. — 
Taken  aback,  74. — Chapelling,  74. — Broaching-to,  75. — 
Brought  by  the  Lee,  75. 

CHAPTER  XIII. 

ACCIDENTS,    PAGES    75 79. 

On  Beam-ends,  75. — Losing  a  Rudder,   76. — A  Squall,  77. — A 
Man  Overboard,  78.— Collision,  78. 

CHAPTER  XIV. 

HEAVING-TO    BY     COUNTER-BRACING,    SPEAKING,     SOUNDING,      HEAVING 
THE    LOG,    PAGE8    79 82. 

Counter  Bracing,  79. — Speaking,  79. — Sounding,   80. — Heaving 
the  Log,  81. 

CHAPTER  XV. 

COMING    TO    ANCHOR,    PAGES    82 86. 

Getting  ready  for  Port,  82. — Mooring,  83. — A  Flying  Moor,  84 

Clearing   Hawse,  84. — To  anchor  with  a  Slip-rope,   85. — To 
slip  a  Cable,  85. — Coming-to  at  a  slipped  Cable,  85. 

CHAPTER  XVI. 

GETTING    UNDER    WAY,     PAGES    86 90. 

Unmoor,  86. — To  get  under  Way  from  a  single  Anchor,  86. — To 
cut  and  fish  an  Anchor,  87. — To  get  under  Way  with  a  Wind 
blowing  directly  out,  and  riding  head  to  it,  88. — To  get  under 
Way,  riding  head  to  the  Wind,  with  a  Rock  or  Shoal  close 
astern,  88. — To  get  under  Way,  riding  head  to  Wind  and  Tide, 
and  to  stand  out  close-hauled,  89. — To  get  under  Way  wind- 
rode,  with  a  Weather-tide,  89. — To  get  under  Way  tide-rode, 
casting  to  Windward,  89. — To  get  under  Way,  tide-rode,  wear- 
ing round,  90. 


A  DICTIONARY  OF  SEA  TERMS,  91—135. 


PART  II. 


CUSTOMS  AND  USAGES  OF  THE  MERCHANT  SERVICE. 
CHAPTER  I. 

THE    MASTER,    PAGES   136  — 146. 

Beginning  of  the  Voyage,  136. — Shipping  the  Crew,  137. — Outfit, 
Provisions,  138. — Watches,  139. — Navigation,  140. — Log-book, 
Observations,  140. — Working  Ship,  141. — Day's  Work,  143. 
— Discipline,  145. 

CHAPTER  II. 

THE  CHIEF  MATE,   PAGES   146 154. 

Care  of  Rigging  and  Ship's  Furniture,  146. — Day's  Work,  146. 
— Working  Ship,  147. — Getting  under  Way,  147. — Coming 
to  Anchor,  148. — Reefing  and  Furling,  148. — Duties  in  Port, 
Account  of  Cargo,  Stowage,  148. —Station,  Watch,  and  All- 
hands  Duties,  149. — Log-book,  Navigation,  153. 

CHAPTER  III. 

SECOND    AND    THIRD    MATES,    PAGES    154 162. 

Second  Mate  :  Navigation,  154. — Station,  Watch  Duties,  155. — 
Day's  Work,  155,158.— Working  Ship,  159.— Reefing,  Furling, 
and  Duties  Aloft,  157. — Care  of  Ship's  Furniture,  160. — 
Stores,  160.— Duties  in  Port,  161.— Third  Mate,  161. 

CHAPTER  IV. 

CARPENTER,  COOK,  STEWARD,  &C,  PAGES  162 167. 

Carpenter :  Working  Ship,  163. — Seaman's  Work,  Helm,  Duty 
aloft,  Station,  163. — Work  at  his  Trade,  164.— Berth  and 
Mess,  164. — Standing  Watch,  164. — Sailmaker,  164. — Steward: 
Duty  in  Passenger-ships,  165  ;  in  other  Vessels,  166, — Relation 
to  Master  and  Mate,  Duty  aloft  and  about  decks,  Working 
Ship,  166. — Cook  :  Berth,  Watch,  and  All-hands  Duty,  care 
of  Galley,  Duty  Aloft,  166 — Idlers,  167. 


X  CONTENTS. 

CHAPTER  V. 

ABLE    SEAMEN,    PAGES   168 173. 

Grades,  168. — Rating  169. — Requisites  of  an  Able  Seaman,  170. 
— Hand,  Reef,  and  Steer,  170. — Work  upon  Rigging,  170.— 
Sailmaking,  171. — Day's  Work,  171. — Working  Ship,  Reef- 
ing, Furling,  171. — Watch  Duty,  172. — Coasters  and  Small 
Vessels,  173. 


CHAPTER  VI. 

ORDINARY    SEAMEN,    PAGES   174 176. 

Requisites,  1 74. — Hand,  Reef,  and  Steer  ;    Loose,  Furl,  and  Set 
Sails;  Reeve  Rigging,  174. — Work  upon  Rigging,  175. — Watc 
Duty,  175. 

CHAPTER  VII. 

BOYS,     PAGES     176 178. 

Requisites,  Wages,  176. — Day's  Work,  Working  Ship,  Duties 
Aloft,  and  about  Decks,  176. 

CHAPTER  VIII. 

MISCELLANEOUS,    PAGES    178 186. 

Watches,  178.— Calling  the  Watch,  179.— Bells,  180.— Helm, 
180.— Answering,  182  (at  Helm,  182). — Discipline,  183. — 
Stations,  184.— Food,  Sleep,  &c,  185. 


PART    III. 


LAWS   RELATING   TO  THE   PRACTICAL  DUTIES  OF 
MASTER  AND  MARINERS. 

CHAPTER  I. 

THE    VESSEL,    PAGES    187 196. 

Title,  187- — Registry,  Enrolment,  and  Licence,  188.— Certificate 

of  Registry  or  Enrolment,  193 Passport,  193 Sea  Letter, 

List  of  Crew,  Bill  of  Health,  Clearance,  Manifest,  Invoice,  Bill 
of  Lading,  Charter-Party,  Log-Book,  List  of  Passengers  and 
Crew,  List  of  Sea-stores,  193. — Medicine  Chest,  193. — National 
Character  of  Crew,  194. — Provisions,  195. — Passengers,  195. 


CHAPTER  II. 

MASTERS    RELATION    TO    VESSEL  AND    CARGO,    PAGES     197 212. 

Revenue  Duties  and  Obligations,  197. — List  of  Crew,  198. — 
Certified  Copy,  199. — Certified  Copy  of  Shippping  Articles, 
202. — Sea  Letter,  Passport,  List  of  Passengers,  Manifest,  Sea- 
stores,  202,  203.— Unloading,  202,  204.— Post-office,  204.— 
Forfeitures,  203,  204,  205.— Report,  204. — Coasting  License, 
204  — Power  to  Sell  and  Pledge,  205. — Keeping  and  Delivering 

Cargo,  208.— Deviation,  209 — Collision,  2 1 0 Pilot,  211. — 

Wages  and  Advances,  212. 

CHAPTER    III. 

MASTER'S  RELATION   TO  PASSENGERS  AND  OFFICERS,  PAGES  212 214. 

Treatment  of  Passengers,  212. — Removal  of  Officers,  213. 
CHAPTER  IV. 

MASTER'S    RELATION    TO    THE    CREW,    PAGES    214 224. 

Shipment,  214. — Shipping  Articles,  215. — Discharge,  217 Im- 
prisonment, 219. — Punishment,  220. — Power  of  Consuls  as  to 
Punishment,  220—224. 

CHAPTER  V. 

PASSENGERS,  PAGES  224 226. 

Provisions,  224. — Treatment,  225 Passage  Money,   225. — De- 
portment, 225. — Services,  225. 

CHAPTER  VI. 

MATES  AND    SUBORDINATES,  PAGES  236 231. 

Mates  included  in  Crew,  226. — Removal,  226. — Succession,  227- 
— Log-book,  Wages,  Sickness,  227-8. — Punishment,  228. — 
Subordinates,  230.— Pilots,  230. 

CHAPTER  VII. 

seamen;  shipping  contract,  pages  231 — 235. 

Shipping    Contract,   231. — Erasures  and  Interlineations,   233. — 
Unusual  Stipulations,  234. — Violation  of  Contract,  234. 


XU  CONTENTS. 

CHAPTER  VIII. 

SEAMEN,    CONTINUED,    PAGES  235 238. 

Rendering  on  Board,  235. — Refusal  to  Proceed,  236. — Desertion  or 
Absence  during  the  Voyage,  237. — Discharge,  238. 

CHAPTER  IX. 

SEAMEN,  CONTINUED,  PAGES  239 243. 

Provisions,  239. — Sickness,  Medicine  Chest,  240  — Hospital 
Money,  241. — Relief  in  Foreign  Ports,  242. — Protection,  243. 

CHAPTER  X. 

SEAMEN,  CONTINUED,  PAGES  243 248. 

Punishment,  243. — Revolt   and  Mutiny,  245. — Embezzlement, 
247.— Piracy,  247. 

CHAPTER  XI. 

seamen's  wages,  pages  248 — 259. 

Wages  affected  by  Desertion  or  Absence,  248. — By  Misconduct, 
253. — By  Imprisonment,  254. — By  Capture,  255. — By  Loss  of 
Vessel  or  Interruption  of  Voyage,  256. — Wages  on  an  Illegal 
Voyage,  258. — Wages  affected  by  Death  or  Disability,  258. 

CHAPTER  XII. 

seamen,  concluded,  pages  259 — 264. 

Recovery  of  Wages,  259. — Remedies,  259. — Time  for  commencing 
Suits,  261. — Interest  on  Wages,  262. — Salvage,  262. 


PLATE  I. 

THE  SPARS  AND  RIGGING  OF  A  SHIP. 


1  Head. 

2  Head-boards. 

3  Stem. 

4  Bows. 

5  Forecastle. 

6  Waist. 

7  Quarter-deck. 

8  Gangway. 

9  Counter. 

10  Stern. 

11  Tafferel. 

12  Fore  chains. 

13  Main  chains. 

14  Mizen  chains. 

15  Bowsprit. 

16  Jib-boom. 

17  Flying  jib-boom. 

18  Spritsail  yard. 

19  Martingale. 

20  Bowsprit  cap. 

21  Foremast. 

22  Fore  topmast. 

23  Fore  topgall.  mast. 

24  Fore  royal  mast. 

25  Fore  skysail  mast. 

26  Main  mast. 

27  Main  topmast. 

28  Main  topgall.  mast. 

29  Main  royal  mast. 

30  Main  skysail  mast. 

31  Mizen  mast. 

32  Mizen  topmast. 

33  Mizen  topgall.  mast. 

34  Mizen  royal  mast. 

35  Mizen  skysail  mast. 

36  Fore  spencer  gaff. 

37  Main  spencer  gaff. 

38  Spanker  gaff. 

39  Spanker  boom. 

40  Fore  top. 

41  Foremast  cap. 

42  Fore  topm.cross-tr. 

43  Main  top. 

44  Mainmast  cap 

45  Main  topm.cross-tr. 

46  Mizen  top. 


INDEX    OF    REFERENCES. 

47  Mizenmast  cap. 

48  Mizen  topmast  cross 

trees. 

49  Fore  yard. 

50  Fore  topsail  yard. 

51  Fore  topgallant  yard. 

52  Fore  royal  yard. 

53  Main  yard. 

54  Main  topsail  yard. 

55  Main  topgallant  yard. 

56  Main  royal  yard. 

57  Cross  jack  yard. 

58  Mizen  topsail  yard. 

59  Mizen  topgall.  yard. 

60  Mizen  royal  yard. 

61  Fore  truck. 

62  Main  truck. 

63  Mizen  truck. 

64  Fore  stay. 

65  Fore  topmast  stay. 

66  Jib  stay. 

69  Fore  topgallant  stay. 

70  Fore  skysail  stay. 

71  Jib  guys. 

72  Flying-jib  guys. 

73  Fore  lifts. 

74  Fore  braces. 

75  Fore  topsail  lifts. 

76  Fore  topsail  braces. 

77  Fore  topgallant  lifts. 

78  Fore  topgall.  braces. 

79  Fore  royal  lifts. 

80  Fore  royal  braces. 

81  Fore  rigging. 

82  Fore  topmast  rigging. 

83  Fore  topgall.  shrouds. 

84  Fore    topmast    back- 

stays. 

85  Fore  topgallant  back- 

stays. 

86  Fore  royal  backstays. 

87  Main  stay. 

88  Main  topmast  stay. 

89  Main  topgallant  stay, 

90  Main  royal  stay. 

91  Main  lifts. 


92  Main  braces. 

93  Main  topsail  lifts. 

94  Main  topsail  braces, 

95  Main  topgallant  lifts, 

96  Main  topgalt.  braces. 

97  Main  royal  lifts. 

98  Main  royal  braces. 

99  Main  rigging. 

100  Maintopmst.rigging. 

101  Main  topgallant  rig- 
ging- 

102  Main  topmast  back- 
stays. 

103  Main  topgallt.  back- 
stays. 

104  Main  royal  backstays. 

105  Cross-jack  lifts. 

106  Cross-jack  braces. 

107  Mizen  topsail  lifts. 

108  Mizen  topsail  braces. 

109  Mizen  topgallt.  lifts. 

1 1 0  Mizen  topgal .  braces . 

1 1 1  Mizen  royal  lifts. 

1 12  Mizen  royal  braces. 

113  Mizen  stay. 

114  Mizen  topmast  stay. 

1 1 5  Mizen  topgallt.  stay. 

116  Mizen  royal  stay. 

117  Mizen  skysail  stay. 

118  Mizen  rigging. 

119  Mizen  topmast  rigg. 

120  Mizen  topgall.  shrds. 

121  Mizen  topmast  back- 
stays. 

122  Mizen     topgallant 
backstays. 

123  Mizen  royal  backst. 

124  Fore  spencer  vangs. 

125  Main  spencer  vangs. 

126  Spanker  vangs. 

127  Ensign  halyards. 

128  Spanker  peak  halyds, 

129  Foot-rope  to  fore  yd. 

130  Foot-rope  to  main  yd. 

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. 

16  Main  skysail. 

17  Mizen  topsail. 


18  Mizen  topgallant  sail. 

19  Mizen  royal. 

20  Mizen  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. 
25aLee  ditto. 

26  Main  topgallant  studdingsail. 
26aLee  ditto. 

27  Main  royal  studdingsail. 
27a  Lee  ditto. 


PLATE  III. 

THE   FRAME   OF   A   SHIP. 


INDEX    OF    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. 

1 5  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  of  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. 

11  Apron  of  the  stem. 

D.  The  Timbers. 

1  Keelson. 

2  Floor  timbers. 

3  Naval  timbers  or  ground  fut- 
tocks. 

4  Lowe*"  futtocks. 

5  Middle  futtocks. 

6  Upper  futtocks. 

7  Top  timbers. 

8  Half  timbers,   or  half  top. 
timbers. 


PLATE  IV. 


EXPLANATIONS. 

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  mizen  mast. 

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  fore- 
mast, and  is  fore-and-aft  rigged  at  her  mainmast.  She  dif- 
fers from  an  hermaphrodite  brig  in  that  she  is  not  properly 
square-rigged  at  her  foremast,  having  no  top,  and  carrying 
a  fore-and-aft  foresail,  instead  of  a  square  foresail  and  a 
spencer. 

Fore-and-aft  Schooner. — A  fore-and-aft  schooner  is  fore-and-aft 
rigged  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. 


Full  -  rig  ged  Brig 


Hermaphrodite    Brig- 


Slo  op 


THE  SEAMAN'S  FRIEND. 


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 
cahles.    Lead-lines.    Log-line.    Ballast  and  lading. 

Construction  of  vessels. — As  merchant  vessels  of 
the  larger  class  are  now  built  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  considered  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, 

(  Dido  .     .     734 

120  ft. 

37ft.  6  in.    3.20 

English  Navy.  1  Pilot    .   .     492 

105 

33     6         3.13 

(  Alert .     .     358 

95 

30     4         3.16 

American      J  Damascus     694 

Merchantmen.  \  Rajah  .  .     531 

B 

150 

32     6        4.60 

140 

30     0        4.66 

Z  TONNAGE    AND    CARRIAGE. 

These  may,  perhaps,  be  considered  the  extremes  of 
ship-building ;  and  between  these  there  is  every  grade  of 
difference. 

Tonnage  and  Carriage  of  Merchant  Vessels. — 
The  amount  a  vessel  will  carry  in  proportion  to  her  ton- 
nage depends  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  measure-  - 
ment ;  if  over  400  tons,  she  would  increase  gradually  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. 

Sharp-built. 
(.00)  300 
(.40)  560 
(.50)  750 
(.50)  900 

Proportions  of  Spars. — There  is  no  particular  rule 
for  sparring  merchant  vessels;  some  being  light  and 
others  heavy  sparred ;  and  some  having  long  topmasts  and 
short  lower  masts,  and  others  the  reverse.  The  prevail- 
ing 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  Ma- 
nual," will  show  the  average  proportions  of  the  spars 


tnnage. 

Full-built. 

300 

(.75) 

525 

400 

(.80) 

725 

500 

(1.00) 

1000 

600 

(1.33) 

1400 

PROPORTIONS   OF   SPARS.  ti 

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. 
Mizen-mast,  five-sixths  of  the  main-mast. 
Bowsprit,  two-thirds  of  the  main-mast. 
Top-masts,  three-fifths  of  the  lower  masts. 
Topgallant-masts,  one-half  the  length  of  their  top-masts- 
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. 
Mizentopsail-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      .               .   70  ft.         „     11  ft.  6  in.       „ 

25  in. 

Mizen-mast         .         .  68  ft.         „       8  ft.  6  in.       „ 

18  in. 

Main  and  fore  top-masts  41  ft.         „       6  ft.  6  in.       „ 

14*  in. 

Mizen  top-mast             .  32  ft.         „       5  ft.                „ 

9*  in. 

Main  topgallant-mast    .  23  ft.  (15  ft.  with  2  ft.  head.) 

9$  in. 

Fore  topgallant-mast    .  21  ft.    14  ft.     „     2  ft.     ,,    „ 

9*  in. 

Mizen  topgallant-mast     17  ft.    11  ft.     „  18  in.    ,, 

Main  and  fore-yards  .         .  60  ft.  yard-arms  2  ft.  6  in. 

Main  and  fore  topsail-yards  48  ft.     „        „    3  ft.  6  in. 

Main  topgallant- yard          .  37  ft.     >,        „    2  ft. 

B    2 


4  PLACING  MASTS. ANCHORS    AND    CABLES. 

Fore  topgallant  yard     .     .  34  ft.  yard-arms  2  ft. 

Main  royal  „  .27  ft.     „        „    1  ft.  6  in. 

Fore  royal  „  .  24  ft.     „        „    1  ft.  6  in. 

Main  skysail  „  .17  ft. 

Fore  skysail  „  .   15  ft. 

Cross-jack  „  .  44  ft.     „        „    2  ft. 

Mizen  topsail         „  .  35  ft.     „        „    2  ft.  9  in. 

Mizen  topgallant    „  .  25  ft.     „        „    1  ft.  6  in. 

Mizen  royal  „  .16ft.' 

Mizen  skysail  „  .10  ft. 

Bowsprit,  out-board  27  ft.  Size     26  in. 

Jib-boom       .         .  42  ft.     Head  3  ft.  „    14£  in. 

Flying  jib-boom      .  40  ft.         „     3  ft.  6  in. 

Main  pole  .       .     .   12  ft.,  10  above  royal-mast,  5  in.  in  cap. 

Fore  pole      .         .   11  ft.,    9      „        *„       „    4|  in.      „ 

Mizen  pole         .     .     9  ft.,    7      „         „       „ 

Spanker-boom         .  40  ft. 

Spanker-garf      .     .  30 

Swinging-booms     .  40 

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  its  length  from  the  stem; 
the  mainmast  three-sevenths  from  the  foremast,  and  the 
mizenmast  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  mizenmast 
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 
C  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  proportion  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 


LEAD-LINES. LOG-LINE.  5 

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 
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  inlength.  The  deep-sea-lead  (pronounced  dipsey) 
weighs  from  fourteen  to  eighteen  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 
additional  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 


6  BALLAST   AND    LADING. 

marked  with  a  knot  for  each  mile ;  the  real  distance 
between  each  knot  being,  however,  y^  of  a  mile,  since 
a  half-minute  is  ^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  danger  of 
a  vessel's  overrunning  her  reckoning,  and  to  be  on  the 
safe  side,  it  is  recommended  to  mark  forty-five  feet  to  a 
knot  for  a  twenty-eight  second  glass.  About  ten  fathoms 
is  left  unmarked  next  the  log- ship,  called  stray-line.  The 
object  of  this  is  that  the  log-ship  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  behaviour,  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 


CUTTING   AND    FITTING    RIGGING.  7 

laboursome.  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. 


CHAPTER  II. 

CUTTING    AND    FITTING    STANDING   RIGGING. 

Measuring  and  cutting  lower  rigging  and  lower  fore-and-aft  stays. 
Fitting  the  same.  Measuring,  cutting,  and  fitting  topmast  rigging, 
stays,  and  backstays.  Jib,  topgallant,  and  royal  stays.  Rattling 
down  rigging.  Cutting  and  fitting  lifts,  foot-ropes,  brace-block 
straps,  and  pennants.    Breast-backstays. 

Cutting  Lower  Rigging. — Draw  a  line  from  the 
side  of  the  partners  abreast  of  the  mast,  on  the  deck, 
parallel  to  the  channels,  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  channel  line  is  drawn 
upon.  Then  take  the  bight  of  the  line  around  the  for- 
ward 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. 


8  CUTTING   AND    FITTING   RIGGING. 

The  size  of  the  lower  rigging  should  be  as  much  as 
eight  and  a  half  inches  for  vessels  of  seven  or  eight  hun- 
dred tons,  and  from  seven  and  a  half  to  eight  for  smaller 
vessels,  over  three  hundred  tons. 

For  the  length  of  the  fore,  main,  and  mizen  stays 
and  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  cir- 
cumference 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  thirds.  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,  parcelling.  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  centre  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,  turning  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 


CUTTING    AND    FITTING    RIGGING.  \) 

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  parcelling  upon  the  thimble,  and  setting  them  up 
on  their  ends,  with  three  or  four  seizings.  The  collar 
of  the  stay  is  the  length  of  the  mast-head,  and  is  lea- 
thered 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 
larboard ;  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  circum- 
ference 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  mizen  topmast 
backstays  the  same  as  that  of  the  main  topmast  rigging. 


10  CUTTING    AND   FITTING  RIGGING. 

The  size  of  the  topmast  stays  should  be  once  and  a  quar- 
ter 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  thim- 
ble at  the  foremast-head,  or  through  a  hole  in  the  cap, 
and  sets  up  on  deck  or  in  the  top;  and  the  mizen 
topmast  stay  sets  up  at  the  mainmast-head,  above  the 
rigging. 

Jib,  Topgallant,  and  Royal  Rigging. — The  jib 
stay  sets  up  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  martingale  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 
merchantmen,  is  to  reeve  it  through  holes  in  the  horns 
of  the  crosstrees,  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  topgallant 
mast-head.     Its  size  should  be  about  five-sevenths  of  the 


CUTTING   AND    FITTING   RIGGING.  11 

topmast  rigging.  Each  pair  of  shrouds  should  be  served 
below  the  futtock  staves.  They  are  fitted  like  the  top- 
mast 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  mizen  usually  through  a 
thimble  on  the  main  cap,  and  sets  up  on  its  end. 

The  topgallant  backstays  set  up  on  their  end,  or  with 
lanyards  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  mizen  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  hand-^ 
spikes  or  boat's  oars  outside  at  convenient  distances, 
parallel  with  the  shear-pole.  Splice  a  small  eye  in  the 
end  of  the  rattlin,  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  top- 
mast 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 


12  CUTTING    AND    FITTING   RIGGING. 

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  thim- 
bles 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  eyebolt  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  rings  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  rings,  with  an  eye-splice  round  the  thim- 
ble 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,  top- 
gallant 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,  crossing  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  topgallant  and 
royal  yards  is  fitted  similarly  to  that  upon  the  topsail, 
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  temporary  blocks,  are  seized  to  the  lower  and 
topsail  yard-arms,  by  open  straps,  so  that  they  may  be 


CUTTING    AND    FITTING   RIGGING.  13 

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  canvas,  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  canvas,  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  reeved  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  canvas,  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  canvas,  and  painted  white  or 
black,  according  to  the  place  where  they  are.  The  lan- 
yards and  dead-eyes  of  the  smaller  rigging  which  sets  up 
in  the  top  may  also  be  covered  with  canvas.  The  lan- 
yards, dead-eyes,  and  turnings-in  of  the  rigging  in  the 
channels,  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. 

In  some  smaller  merchantmen  the  lower  rigging  is  not 
unfrequently  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 


14  CUTTING   AND    FITTING   RIGGING. 

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  conve- 
nient 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  mer- 
chant vessels  to  carry  topmast  breast-backstays.  If  they 
are  carried,  they  are  spread  by  the  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  fol- 
lowing is  suggested  as  a  neat  and  convenient  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  top- 
gallant shroud  reeve  through  it.  Reeve  the  topgallant 
and  royal  breast-backstays  through  the  outer  holes,  and 
set  them  up  by  a  gun-tackle  purchase  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. 


15 


CHAPTER  III. 

FITTING   AND   REEVING  RUNNING   RIGGING. 

Fore  braces.  Main  braces.  Cross-jack  braces.  Fore,  main,  and  mizen 
topsail  braces.  Fore,  main,  and  mizen  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,  leachlines,  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  rig- 
ging, down  or  in  through  the  brace-block  on  the  yard  or 
at  the  end  of  the  pennant,  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  the  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  main-mast,  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  top- 
mast-head ;  or  else  up  through  a  block  at  the  topmast- 
head,  down  through  the  braceblock  on  the  yard,  and  are 
seized  to  the  collar  on  the  main  stay.  The  last  way  is 
the  best.  The  main  topsail  braces  are  rove  through  span- 
blocks  at  the  mizen-mast,  below  the  top,  up  through  the 


16  FITTING    AND    REEVING   RUNNING   RIGGING. 

blocks  on  the  yard,  and  are  seized  to  the  mizen  topmast- 
head  ;  or  else  up  through  a  block  at  the  mizen  mast- 
head, down  through  a  block  on  the  yard,  and  secured 
to  the  mizen-mast.  The  first  way  is  the  best.  The 
mizen  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  col- 
lars, up  through  the  blocks  on  the  yards,  and  the  main 
are  usually  seized  to  the  head  of  the  mizen  topgallant 
mast,  and  the  fore  to  the  topmast  stay,  by  the  span- 
block.  The  mizen  topgallant  braces  generally  go  single 
through  a  block  at  the  after  part  of  the  main  topmast 
cross-trees.  The  royal  braces  go  single :  the  fore, 
through  a  block  at  the  main  topgallant  mast-head ;  the 
main,  through  one  at  the  mizen  top-gallant  mast-head  ; 
and  the  mizen,  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.  Sometimes  they  are  a  gun- 
tackle  purchase,  with  two  large  single  blocks.  The 
lower  block  of  the  mizen  topsail  halyards  is  usually  in 
the  mizen  tops,  the  fall  coming  down  on  deck. 

The  fore  and  mizen  topsail  halyards  come  down  to 
port,  and  the  main  to  the  starboard.     The  topgallant 


FITTING    AND    REEVING   RUNNING  RIGGING.  17 

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  mizen  and  all  the  royal  halyards  are  single. 

The  throat  and  peak  halyards  of  the  spanker  are  fitted 
in  the  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  leach  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 
mizen  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  coming  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  though 
single  blocks  on  the  gaff,  two  on  each  side,  generally 
span-blocks,  and  then  through  the  throat  brail  blocks,  as 
leaders,  to  the  decks.  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  leach  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 
convenient  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 
c 


18  FITTING  AND  REEVING   RUNNING   RIGGING. 

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  clew- 
lines are  single,  and  the  topsail  and  topgallant  are  a 
gun- tackle  purchase. 

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  leach  of  the  sail  and  through 
the  block  on  the  leach,  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 
quarters  of  the  yards,  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  leachlines  reeve  through 
single  blocks,  on  the  yard,  and  are  clinched  to  the  leach 
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 
handiest  way  of  reeving  the  main  bowline  is  to  have  a 


snno-lft  rnr»A 


TO  RIG   MASTS   AND    YARDS.  19 


single  rope  with  the  standing  part  hooked  near  the  fore- 
mast, 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  bowlines  to  the 
other  sails  are  toggled  to  the  bridles  and  lead  forward. 
Many  vessels  now  dispense  with  all  the  bowlines  except 
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. 


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  necessary,  from  the  keelson.  Parbuckle  the 
shears  aboard,  with  their  heads  aft.  Raise  their  heads 
upon  the  tanrail,  cross  them,  and  pass  the  shear-lashing. 
Lash  the  upper  block  of  a  three -fold  tackle  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  blocks  sluing 
in  its  strap.  Reeve  large  heel  tackles  to  rouse  the  shears 
aft  with.  Put  long  oak  plank  shoes  under  the  heels ; 
c  2' 


20  TO    RIG   MASTS   AND    YARDS. 

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  mizen-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  bul- 
warks ;  fit  the  trestle-trees  and  after  chock ;  reeve  girt- 
lines  by  which  men  may  be  hoisted  when  the  mast  is  in; 
point  the  mast  in,  and  lower  away.  Always  take  in  the 
mizen-mast  first.  Get  in  the  main  and  then  the  fore- 
mast in  the  same  manner,  rousing  the  shears  forward, 
with  their  shoes,  by  means  of  the  heel  tackles.  Having 
stepped  and  secured  the  fore  mast,  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  bowsprit-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  gammoning,  and  set  up  bobstays  and 
shrouds. 

To  get  the  Tops  over  the  Mast-heads. — Place 
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 


TO   RIG   MASTS    AND    YARDS.  21 

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  horizontally  by  the 
girt-lines.     Lower  away,  place,  and  bolt  it. 

The  fore  and  main  tops  are  sent  up  from  abaft,  and 
the  mizen  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,  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  oiF  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  following  manner.  Sway  away  until  the  top- 
mast-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  top- 
mast. 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 


22  TO  RIG    MASTS    AND    YARDS. 

i 

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  fol- 
lowing manner,  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  studdingsail  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  Jib-boom. — Point  the  outer  end  through 
the  collars  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  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  jear  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 -eatings,  then  the  foot-ropes,  then  the  brace 


TO   RIG   MASTS    AND    YARDS.  23 

blocks  or  pennants,  and  last  the  eye  of  the  lift.  (The 
lifts,  brace  pennants,  and  foot-ropes  are  now  spliced  or 
hooked  into  rings  with  thimbles  on  an  iron  band,  round 
the  yard-arm,  next  the  shoulders.  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, 
proceed  in  the  same  manner,  except  that  the  seizings  are 
passed  so  as  to  leave  the  eyes  clear  and  above  the  stand- 
ing 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,  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  merchant- 
men carry  long  topgallant  masts.  In  these,  the  topgal- 
lant, royal,  and  sky  sail  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  top- 


24.  TO    RIG    MASTS    AND    YARDS. 

gallant  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  sliding- 
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  topgal- 
lant 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  topmast-head,  through 
the  hole  in  the  cross-trees ;  through  the  sheave-hole  at 
the  foot  of  the  top-gallant  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  rig- 
ging, in  the  same  order  with  that  of  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  fly 


TO    RIG    MASTS    AND    YARDS.  25 


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  merchantmen  they  would  be  sent  up  by  the 
halyards  instead  of  a  yard-rope.  If  there  is  not  a  stand- 
ing 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  sky- 
sail, 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  grom- 
met ;  lead  the  skysail  halyards  through  the  thimble,  and 
make  them  fast  to  the  centre  of  the  yard,  which  will 
need  no  parrals  underneath  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 


26  TO   SEND   DOWN    MASTS    AND   YARDS. 

without  the  necessity  of  sending  a  man  aloft.  Let  go  the 
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  bent 
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  careful  to  unreeve  the  clewlines  through 
the  quarter-blocks.  Cast  off  the  parral-lashing.  Over- 
haul 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  topgal- 
lant yard-arms,  and  the  clewlines  will  run  to  the  fair- 
leaders  in  the  cross-trees.     In  port,  the  main  royal  yard 


TO    SEND    DOWN    MASTS    AND    YARDS.  27 

is  sent  down  on  the  starboard  side,  and  the  fore  and 
mizen  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  quar- 
ters 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  back- 
stays, 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  top- 
mast 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  topmast  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  manner,  except  that  when  the  mast  is  low  enough, 
belay  the  mast-rope,  pass  a  heel-lashing  through  the 
fid-hole,  and  round  the  topmast. 


28  BENDING    AND    UNBENDING    SAILS. 

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  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  rig  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 
spencer.  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, 
forward  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  toggle  their  ends 
to  the  foot  of  the  sail,  or  carry  them  through  the  eyelet- 


BENDING    AND    UNBENDING    SAILS.  29 

holes  and  clinch  them  to  their  own  parts.  Reeve  the 
clewgarnets  and  leachlines ;  carry  the  bights  of  the 
buntlines  under  the  sail,  and  rack  them  to  their  own 
parts ;  stop  the  head  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-earings  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,  leachlines,  and 
clewgarnets ;  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 


is  rolling  ( 


30  BENDING   AND    UNBENDING    SAILS. 

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,  bunt- 
lines,  sheets,  bowlines,  and  reef-tackles  ready  for  bend- 
ing, 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  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 
mast,  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  under  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  generally  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 


BENDING   AND    UNBENDING    SAILS.  31 

halyards  ;  and  there  bend  on  the  sheets,  clewlines,  bunt- 
lines  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  downhaul,  hoisting  and  lowering  on  the 
halyards.  Seize  the  tack  to  the  boom,  the  hanks  to 
the  luff  of  the  sail,  and  the  halyards  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  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  leach,  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  leach  just  above  the 
clew.  Seize  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 
traversing  on  the  jackstay  of  the  gaff. 

The  Fore  and  Main  Spencers  are  bent  like  the 


32  BENDING   AND    UNBENDING    SAILS. 

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  topgallantsail  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  lashings.  Haul  aboard  by  the  down- 
haul,  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  topsail  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  earing,  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 


WORK    UPON   RIGGING. ROPE.  33 

buntlines  from  the  foot  of  the  old  sail,  passing  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  the 
new  sail  up  to  the  yard  abaft  the  old  one,  and  send  the 
old  one  down  by  the  leachlines  and  the  head-earings,  bent 
to  the  topmast  studdingsail  halyards,  or  some  other  con- 
venient 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. 


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. 
Single  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 
bowline.  Bowline-upon-a-bight.  Square  knot.  Timber  hitch. 
Rolling  hitch.  Blackwall  hitch.  Cat's  paw.  Sheet  bend.  Fisher- 
man's bend.  Carrickbend.  Bowline  bend.  Sheep-shank.  Selvagee. 
Marlinspike  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  ro^es  in  a  ship  which  are  stationary  are  called 
standing  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,  buntlines,  clewlines,  &c. 

A  rope  is  composed  of  threads  of  hemp,  or  other  stuff. 
These  threads  are  called  yarns.  A  number  of  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  com- 

D 


34  WORK   UPON    RIGGING. SMALL    STUFF. 

posed  of  three  strands,  laid  bight  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.  Formerly,  the  ordinary 
three-stranded  right-hand  rope  was  called  hawser-laid, 
and  the  latter  cable-laid,  and  they  will  be  found  so  dis- 
tinguished in  the  books ;  but  among  sea-faring  men  now, 
the  terms  hawser-laid  and  cable-laid  are  applied  indis- 
criminately to  nine-strand  rope,  and  the  three  stranded, 
being  the  usual  and  ordinary  kind  of  rope,  has  no  par- 
ticular name,  or  is  called  right-hand  rope. 

Right-hand  rope  must  be  coiled  with  the  sun,  and 
cable-laid  rope  against  the  sun. 

Spunyarn  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  carr.es  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  can- 
vas 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. 


WORK    UPON    RIGGING. SPLICES.  35 

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  some- 
times served  without  being  wormed,  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  con- 
venient 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  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  distance  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  wTith  two  more  strands. 
The  two  remaining  strands  are  twisted  together  in  the 
d  2 


36  WORK    UPON   RIGGING. — SPLICES. 

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  cutting  off  any  of  the  half-strands,  the  rope 
should  he  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  remain- 
ing 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  the  end  and  in  the 
intervals  round  the  eye,  until  it  returns  down  the  stand- 
ing 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  ropeyarn. 
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  standing  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. 


WORK    UPON    RIGGING. KNOTS.  37 

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  sides  of  those  in  the  single  crown,  push- 
ing them  through  the  same  bight  in  the  single  crown, 
and  down  through  the  double  walling.  This  is  some- 
times called  a  Tack  Knot,  or  a  Topsail  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 


38  WORK   UPON   RIGGING. — KNOTS. 

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  single  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  Sprits  ail  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  double  walled  by  next  passing  the  strands  under  the 
walling  on  the  left  of  them,  and  through  the  small 
bights,  when  the  ends  will  come  up  for  the  second 
crowning ;  which  is  done  by  following  the  lead  of  the 
single  crowning,  and  pushing  the  ends  through  the  single 
walling,  as  with  three  strands,  before  described.  This 
is  often  used  for  a  stopper  knot. 

A  Stopper  Knot. — Single  wall  and  double  wall, 
without  crowning,  and  stop  the  ends  together. 

A  Shroud  Knot. — Unlay  the  ends  of  two  ropes,  and 
place  the  strands  in  one  another,  as  for  a  short  splice. 
Single  wall  the  strands  of  one  rope  round  the  standing 
part  of  the  other,  against  the  lay.  Open  the  ends,  taper, 
marl,  and  serve  them. 


WORK    UPON   RIGGING. KNOTS    AND   HITCHES.        39 

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  before. 

A  Buoy-rope  Knot. — Unlay  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.  Single  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  Half-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. 


40        WORK    UPON    RIGGING.  —  KNOTS    AND   HITCHES. 

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  eight  of  the  standing  part  over  it.  Take 
the  end  under  the  lower  standing  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  bowline,  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 


WORK    UPON   RIGGING.  —  BENDS    AND   HITCHES.         41 

round  the  standing  part;  but  the  name  is  commonly 
applied  to  the  former  hitch. 

A  Blackwall  Hitch.  (26.)  Form  a  bight  by 
putting  the  end  of  a  rope  across  and  under  the  stand- 
ing part.  Put  the  bight  over  the  hook  of  a  tackle, 
letting  the  hook  go  through  it,  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  Cats  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  stand- 
ing 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  twTo  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  bowline  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  end  seized  strongly 
down. 


42  WORK    UPON    RIGGING. 

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 
the  seizing-stuff,  and  bring  the  end  over  the  standing 
parts  so  as  to  form  a  bight.  Lay  this  bight  back  over 
the  standing  part,  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  handspike  or  heaver  to  it  and  bear  it 


"WORK    UPON    RIGGING.  43 

down,  driving  home  the  seizing  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  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 
canvas.  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 


44  BLOCKS    AND    PURCHASES. 

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  lashing  is  expanded.  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 


BLOCKS    AND    PURCHASES.  45 

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  bush, 

A  Morticed  Block  is  made  of  a  single  block  of  wood, 
morticed  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  fol- 
lows :  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. 

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  unreev- 
ing  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 
selvageed,  or  else  the  strands  are  opened  and  laid  up  into 
sennet,  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  running  parts ;  and  the  part  upon 
which  you  take  hold  in  hoisting  is  called  the  fall. 


46  MAKING   AND   TAKING   IN   SAIL. 

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  stand- 
ing 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  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— Top- 
gallant sail  or  royal — Skysail — Jib — Spanker.  To  furl  a  royal— Top- 
gallant sail — Topsail — Course— Jib.  To  stow  a  jib  in  cloth.  To  reef 
a  topsail — Course.  To  turn  out  reefs.  To  set  a  topgallant  studding- 
sail.  To  take  in  the  same.  To  set  a  topmast  studdingsail.  To  take 
in  the  same    To  set  a  lower  studdingsail.    To  take  in  the  same. 

To  loose  a  Sail. — Lay  out  to  the  }^ard-arms  and  cast 
off  the  gaskets,  beginning  at  the  outermost  and  coming 
in.     When  the  gaskets  are  cast  off  from  both  yard-arms, 


MAKING    AND    TAKING    IN    SAIL.  47 

then  let  go  the  bunt  gasket,  (and  jigger  if  there  be  one,) 
and  overhaul  the  buntlines  and  leaehlines.  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  top- 
gallant 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  leaehlines.  Let  go  the  clew-gamets  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  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  swing- 
ing 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  topgal- 
lant 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  leaches  are 


48  MAKING    AND    TAKING    IN    SAIL. 

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  weather  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  leach,  by  the  halyards. 

To  set  a  Topgallant  Sail  or  Royal. — Haul  home 
the  lee  sheet,  having  one  hand  aloft  to  overhaul  the  clew- 
lines, 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  Stay- 
sail.— Cast  off  the  gasket,  hoist  on  the  halyards,  and 
trim  down  the  sheet. 

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  foot. 
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  bow- 
line, and  haul  up  on  the  clew -garnets,  buntlines,  and 
leachlines,  being  careful  not  to  haul  the  buntlines  taut 
until  the  clews  are  well  up.     If  light-handed,  or  the 


MAKING    AND    TAKING  IN   SAIL.  49 

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  leachlines. 

To  take  in  a  Topsail. — The  usual  mode  of  taking 
in  a  topsail  when  coming  to  anchor-in  light  winds,  is  to 
lower  away  on  the  halyards  and  haul  down  on  the  clew- 
lines 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  clewlines  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  the  clewline  ;  ease 
off  the  lee  brace  and  round  the  yard  in ;  and  when  the 
lee  clew  is  about  half  up,  ease  off  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 
windward  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. 

E 


50  MAKING   AND    TAKING   IN    SAIL. 

In  taking  in  a  close- reefed  topsail  in  a  gale  of  wind, 
the  most  general  practice  is  to  clew  up  to  wdndward, 
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  clewline  and  the  buntlines,  bracing 
aback  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  wTeather  sheet,  and  haul 
the  weather  clew  chock  up.  Haul  up  the  buntlines, 
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 
downhaul,  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-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 


MAKING    AND    TAKING    IN    SAIL.  51 

practised.     For  the  benefit  of  beginners,  I  will  give  par- 
ticular 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  leach,  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  leach 
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  all 
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  leach  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 
e2 


52  MAKING    AND    TAKING   IN   SAIL. 

a  long  gasket  fast  to  its  own  part  round  the  yard,  for  it 
may  work  loose,  and  slip  out  to  the  yard-arm.  Always 
pass  a  gasket  over  the  yard  and  down  abaft,  wThich  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  man  takes  a  yard-arm,  and  they 
make  the  bunt  up  together.  If  there  are  buntlines  and 
a  jigger,  the  bunt  may  be  triced  well  up,  by  bending  the 
jigger  to  the  bight  of  a  buntline,  and  having  it  hauled 
taut  on  deck. 

To  furl  a  Topsail  or  Course. — The  sail  being 
hauled  up,  lay  out  on  the  yard,  the  two  most  expe- 
rienced men  standing  in  the  slings,  one  on  each  side  the 
mast,  to  make  the  bunt  up.  The  light  hands  lay  out  to 
the  yard-arms,  and  take  the  leach  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 
hauled  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  wa}'  usually  is,  to  make  it  up  on  its  end,  take  a 
hitch  over  the  whole  with  the  standing  part,  and  let  it 


MAKING    AND    TAKING    IN    SAIL.  53 

hang.  Haul  the  sail  well  upon  the  boom,  getting  the 
clew,  and  having  the  sheet  pennant  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  yard  and  to  windward.  Make  the  end  fast  to  the 
stay,  to  the  withe,  or  to  the  boom  inside  the  cap,  in  any 
way  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 
leach  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  the  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  ropeyarns. 

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  yardarms,  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 


54  MAKING   AND    TAKING    IN    SAIL. 

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  cringle.  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  hitched  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 — u  Haul  out  to  lee- 
ward," and  the  lee  earing  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  braced  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  full,  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  abaft  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. 


MAKING   AND    TAKING   IN    SAIL.  55 

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  braces,  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  braces  a 
little,  that  the  yard  may  play  freely,  and  do  not  haul  the 
leach  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  course  of  bad  weather  is  anticipated,  as  in  doubling 
the  southern  capes,  or  crossing  the  Atlantic  in  winter, 
reef-tackles  are  rove  for  the  courses. 

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,  begin- 
ning 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  man- 
ner ;  slacking  up  the  sheet  and  tack,  if  necessary,  and, 
when  the  earings  are  cast  off,  let  go  clew-garnets,  bunt- 
lines and  leachlines,  board  the  tack,  and  haul  aft  the  sheet. 


56  MAKING    AND    TAKING    IN    SAIL. 

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  yardarm,  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  stud- 
dingsail 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  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  rig- 
ging and  backstays.  (It  is  well,  in  throwing  the  coil 
down,  to  keep  hold  of  the  bight  with  one  hand  ;  for  other- 
wise, 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,  for- 
ward 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 


MAKING   AND    TAKING   IN    SAIL.  57 

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.  (Some- 
times 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  leach  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  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  down- 
haul.  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 
studdingsail  halyards  are  generally  kept  coiled  away  in 


58  MAKING    AND    TAKING    IN    SAIL. 

the  top.  Take  the  end  up,  reeve  it  up  through  the  span- 
block  at  the  cap,  and  out  through  the  block  at  the  top- 
sail 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  ves- 
sels keep  their  topmast  studdingsail  tacks  coiled  away  at 
the  yard-arm,  and  hitched  down  to  the  boom  and  yard. 
This  is  a  clumsy  practice,  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  down- 
haul  over  the  inner  yard-arm  by  the  eye  in  its  end,  reeve 
it  through  the  lizard  on  the  outer  leach,  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 
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  down- 
haul,  then  haul  out  on  the  tack  until  the  clew  is  chock 


MAKING    AND    TAKING   IN    SAIL.  59 

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 
handsomely  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  fore- 
castle. 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  topmast  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  wray  out,  and  pay  the  end  down  upon  the 
forecastle  for  bending.  Get  the  studding-sail  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  it  is  found  most  convenient,  to  set 
the  sail  before  rigging  out  the  boom ;  then  clap  on  the 


60  MAKING   AND   TAKING  IN    SAIL. 

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  un- 
reeving  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  for- 
ward 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-pen- 
nant fitted  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  gang- 
way, 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. 


61 


CHAPTER  X. 

GENERAL    PRINCIPLES    OP    WORKING    A    SHIP. 

Action  of  the  water  upon  the  rudder.  Headway.  Sternway.  Action 
of  the  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  star- 
board, 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 
deadening  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  direc- 
tion 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  star- 
board.    Therefore,  when  sternway  is  on  a  vessel,  put  the 


62  GENERAL    PRINCIPLES   OF    WORKING    A    SHIP. 

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  towards  it,  will  have  the  same  effect  on  the 
rudder  as  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  wrind.  If  only  the  centre  sail 
were  set,  the  effect  wrould  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  of  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  rotation,  having  a  tendency 
to  send  the  ship's  head  off  from  the  wind;  after  sails, 


GENERAL   PRINCIPLES  OF  WORKING    A   SHIP.  63 

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  rotation,  the  greater  is  its  ten- 
dency to  send  the  ship  off  from  the  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  sailing  trim,  and  it  is  found,  when 
on  a  wind,  that  her  head  tends  to  windward,  obliging 


64         GENERAL   PRINCIPLES  OF    WORKING    A    SHIP. 

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  proportionally  abaft,  so  that  she  meets  great  resist- 
ance 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  bring  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  careful 
not  to  let  her  lose  headway  if  it  can  be  avoided. 

The  vessel  may  be  assisted  very  much  in  going  off 
or  coming  to,  by  setting  or  taking  in  the  jib  and 
spanker;  which,  if  the  latter  is  fitted  with  brails,  are 
easily  handled. 


65 


CHAPTER  XI. 

TACKING,    WEARING,    BOXING,    ETC. 

Tacking  without  fore-reaching.  Tacking  against  a  heavy  sea.  Haul- 
ing off  all.  To  trim  the  yards.  Flattening  in.  Missing  stays. 
Wearing— under  courses — under  a  mainsail — under  hare  poles.  Box- 
hauling— short  round.  Club-hauling.  Drifting  in  a  tide-way.  Back- 
ing 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.  Beady,  About !  Send  all 
hands  to  their  stations.  The  chief  mate  and  one,  two, 
or  more  of  the  best  men,  according  to  the  size  of  the 
vessel,  on  the  forecastle,  to  work  the  head  sheets  and 
bowlines  and  the  fore  tack ;  two  or  more  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 ;  Helms  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 
leaches  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 


66  TACKJNG,    WEARING,    BOXING,    ETC. 

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  after- 
wards as  her  coming  to  or  falling  off  requires.  As  soon 
as  she  passes  the  direction  of  the  wTind,  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 
leaches  of  the  after  sails,  forces  them  round  almost  with- 
out 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  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 
channel,  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,    WEARING,    BOXING,    ETC.  67 

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  weather  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  of  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  of  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  aft. 

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  topgallant  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  labours  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 
f2 


03  TACKING,    WEARING,    BOXING,    ETC. 

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  sufficient  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  wmich 
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 
mizen  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 
mizen  topsails  lifting.  As  she  goes  round,  bringing  the 
wind  on  her  quarter  and  aft,  follow  the  wind  with  your 
after  yards,  keeping  the  mizen  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,  and  set  the  mainsail.  As 
she  comes  to  on  the  other  tack,  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  c 


TACKING,    WEARING,    BOXING,   ETC,  69 

weather  clew  of  the  mainsail.  Ease  off  the  main  sheet, 
and  haul  up  the  lee  clew,  and  the  buntlines  and  leach- 
lines.  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  aft. 

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  mizen  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  send- 
ing down  the  mizen  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 


70  TACKING,    WEARING,    BOXING,    ETC. 

haul  up  the  mainsail  and  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  wear- 
ing 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  stern  way,  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 
perform  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  another  vessel. 

Club -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 '$  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 


TACKING,    WEARING,    BOXING,    ETC.  71 

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  harbour,  and  the  wind  the  opposite  way,  or  only 
partly  across  the  current,  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  careful  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-hauling,  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  broad- 
side 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 


72  LYING -TO. 

your  cable  as  you  wish  to  increase  or  deaden  her  way. 
Have  a  spring  on  your  cable,  so  as  to  present  a  broad- 
side to  the  current.  This  method  is  a  troublesome  and 
dangerous  one,  and  rarely  resorted  to.  An  anchor  will 
seldom  drag  clear,  through  the  whole  operation. 


CHAPTER  XII. 


GALES    OP    WIND,    LYiNG-TO,     GETTING    ABACK,     BY    THE 

LEE,  &C. 

Lying-to — choice  of  sails.    Scudding.    Heave-to  after  scudding.    Taken 
aback.    Chapelling.    Broacking-to.    By  the  lee. 

Lying-to. — The  best  single  sail  to  lie-to  under,  is 
generally  thought  to  be  a  close-reefed  maintopsail.  The 
fore  or  the  main  spencer  (sails  which  are  used  very  much 
now  instead  of  main  and  mizen  staysails)  may  be  used 
to  advantage,  according  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  spencers ;  or  (if  she  carries 
staysails  instead)  the  main  and  mizen  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  arrange- 
ment 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  better  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 


SCUDDING. — HEAVING-TO.  73 

would  have  all  the  lateral  resistance  of  the  water  aft,  and 
would  come  up  in  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  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  be  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  scudding,  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  fore  topsail  and  maintopmast  staysail.  The 
foretopmast  staysail  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  headway  is  not  lost. 

To  heave-to  after  Scudding. — Secure  everything 
about  decks,  and  watch  a  smooth  time.  Suppose  her  to 
be  scudding  under  a  close-reefed  maintopsail  and  reefed 
foresail ;  haul  up  the  foresail,  put  the  helm  down,  brace 
up  the  after  yards,  and  set  the  mizen  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  labours  much,  ease  the  lee  braces  and  the 
halyards,  that  everything  may  work  fairly  aloft,  and  let 


<4  GETTING   ABACK   BY   THE   LEE. 

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  leeward,  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  suf- 
ficient to  put  the  helm  hard  up,  flatten  in  the  head  sheets, 
or  haul  their  bights  to  windward,  and  brail  up  the 
spanker.  If  this  will  not  recover  her,  and  she  continues 
to  come  to,  box  her  off.  Raise  fore  tack  and  sheet, 
brail  up  the  spanker,  up  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. 

Chapelling. — 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  main- 
sail 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 


ON   BEAM-ENDS.  75 

chapelling,  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  accident,  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  getting  sternway.  If  the  close- 
reefed  foretopsail  is  carried  instead  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,  espe- 
cially in  a  heavy  sea.  Suppose  the  vessel  to  be  scudding 
under  a  close-reefed  maintopsail  and  reefed  foresail,  with 
the  wind  on  her  larboard  quarter.  She  falls  off  sud- 
denly and  brings  the  wind  on  the  starboard  quarter, 
laying  all  aback.  Put  your  helm  hard  a-starboard,  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 


76  LOSING    A    RUDDER. 

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 
trimmed  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  chain  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  overset,  and  is  preferable  to  wear- 
ing 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  overboard.  By  this 
means,  or  by  letting  go  an  anchor,  though  there  be  no 
bottom  to  be  reached,  a  vessel  may  often  be  recovered. 

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  maybe 
made  to  steer  herself  for  a  long  time,  by  carefully  trim- 
ming 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  paid  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 


A    SQUALL.  77 

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  tem- 
porary 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,  and  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-post;  then  hook  tackles  at  or 
near  the  main  chains,  and  bowse  taut  on  the  guys  to  con- 
fine it  to  the  lower  part  of  the  preventer  stern-post. 
Having  holes  bored  through  the  preventer  and  proper 
stem-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  little,  if  necessary.  If  you  are  taken  by  one,  unpre- 
pared, with  all  sail  set  and  close-hauled,  put  the  helm 
hard  up,  let  go  the  spanker  sheet  and  outhaul,  and  the 


78  MAN   OVERBOARD — COLLISION. 

main  sheet.  Clew  up  royals  and  topgallant  sails,  haul 
down  flying-jib,  haul  up  the  mainsail,  and  clew  down  the 
mizen  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  grating,  the  car- 
penter 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,  direct  the  boat  with  reference  to 
her  position  when  the  accident  happened  and  her  pro- 
gress since. 

Collision. — If  two  vessels  approach  one  another,  both 
having  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 

*  See  Totten's  Naval  Text  Book,  Letter  xx. 


HEAVING-TO SPEAKING.  79 

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  latter  must  luiF  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  pur- 
pose 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,  keep- 
ing 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  fore- 
sail, 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  the  after  yards.  The  former  method  is  called  heaving- 
to  with  the  maintopsail  to  the  mast,  and  the  latter,  with 
the  foretopsail  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 


80  SOUNDING. 

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,  aud  puts  her  helm  a- weather.  This 
gives  her  stern  way,  and  the  after  sails  and  helm  keep  her 
to  the  wind. 

If  three  vessels  communicate  at  sea,  the  weather  and 
middle  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  pages  5, 6.  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,  u  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  cat- 
head or  the  spritsail  yard-arm,  and  bend  it  to  the  lead, 
which  must  be  armed  with  tallow.  One  man  holds  the 
lead  for  heaving,  and  the  others  range  themselves  along 
the  side,  at  intervals,  each  with  a  coil  of  the  line  in  his 


SOUNDING HEAVING   THE   LOG.  81 

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  arm- 
ing of  tallow  will  bring  up  some  of  it ;  by  which  the 
character  of  the  soundings  may  be  ascertained. 

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  mizen  topsail,  or 
both,  according  to  your  headway,  keeping  the  head  yards 
fall.  If  you  are  going  free  with  studding-sails  set,  you 
may  clew  up  the  lower  and  boom  end  the  topmast  stud- 
dingsails,  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  recovering  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  officer  holds  the  line ;  and,  having  coiled  up  a 
little  of  the  stray  line,  he  throws  the  log-ship  overboard 
astern,  or  from  the  lee  quarter.  As  he  throws  the  log-ship, 
he  calls  out,  "  Watch !  "    To  which  the  man  with  the 


82  COMING  TO  ANCHOR. 

glass  answers,  "  Watch."  As  soon  as  the  mark  for  the 
stray  line  goes  off  the  reel,  he  calls  out,  u  Turn  !  *  and 
the  man  turns  the  glass,  answering,  "  Turn,''  or  "  Done." 
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. 

Getting  Ready  for  Port. — Get  your  anchors  off  the 
bows,  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,  accord- 
ing 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 


MOORING.  83 

and  flatten  in  the  spanker.  If  you  have  too  much  head- 
way, back  the  mizen  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  clewing  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  mizen  topsail  and  spanker.  If  the  wind  is 
light,  she  may  need  the  mizen  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  setting  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  common  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 

g  2 


84  MOORING — CLEARING   HAWSE. 

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. 

In  mooring,  you  should  always  have  a  shackle  near 
the  hawse-hole,  for  clearing  hawse.  If  it  is  just  abaft 
the  windlass,  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 
wTeather  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  before,  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  pur- 
chase and  hook,  below  the  turns.    Lash  the  two  cables 


SLIPPING.  85 

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  you  are  lying  in  an  open  roadstead,  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  windlass,  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  look-out 
for  your  buoys.  Having  found  them,  heave-to  to  wind- 
ward of  them,  send  a  boat  with  a  strong  warp  and  bend 


86  GETTING    UNDER    WAY. 

it  to  the  slip-rope  buoy,  take  the  other  end  to  the  cap- 
stan 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 
end  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. 


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  ; 
—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  Way  from  a  Single  Anchor. — It 


GETTING    UNDER   WAY.  87 

is  the  duty  of  the  chief  mate  to  see  all  ready  forward  for 
getting  under  wray ;  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  opposide  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  reports  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,  keep- 
ing 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  eat-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 


88  GETTING   UNDER    WAY. 

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-tackle. 

A  vessel  may  sometimes  be  got  under  way  to  advan- 
tage with  the  jib  and  spanker ;  particularly  if  the  wind 
is  blowing  directly  out  of  the  harbonr.  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  WlND  BLOWING  DI- 
RECTLY   OUT,    AND    RIDING    HEAD    TO    IT. Suppose    the 

ship  to  have  her  starboard  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  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  WlND, 
WITH  A  ROCK    OR     SHOAL     CLOSE    ASTERN. Suppose  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  apeak  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 


GETTING   UNDER    WAY.  UU 

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  WlND  AND  TlDE, 
AND    TO  STAND  OUT  CLOSE-HAULED. Suppose    VOU    wish 

to  cast  to  port.  Heave  short,  keeping  the  helm  a-star- 
board.  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  paid  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  sails  take  aback  and  give  her  sternway,  the 
rudder  and  aftersails  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  topsails.  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  headway. 

To  GET  UNDER  Way,  TIDE-RODE,  CASTING  TO  WIND- 
WARD.— Suppose  the  wind  to  be  a  little  on  the  starboard 
bow,  and  you  wish  to  cast  to  starboard,  standing  out  on 


90  GETTING    UNDER    WAY. 

the  larboard  tack.  Having  hove  short  and  set  the  top- 
sails, 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 
sternway.  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. 

It  will  be  remembered  that  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  sternway.  But  you  should  be  reminded 
that  when  you  have  the  wind  and  tide  both  ahead,  if  the 
vessel,  after  you  weigh  your  anchor,  goes  astern  faster 
than  the  current,  the  helm  must  be  used  as  for  stern- 
board. 


01 


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 

direction  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. 


92  DICTIONARY   OP    SEA    TERMS. 

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  or  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  a-head. 
A-taunt.     (See  Taunt.) 
Athwart.     Across. 

A  thwart-ships.     Across  the  line  of  the  vessel's  keel. 

A  thwart-hawse.     Across    the    direction   of   a    vessel's   head. 

Across  her  cable. 
Atuwart-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  canvas  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  fill,  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  mizen,  is  to  lay  it  aback  by  bringing 

the  sheet  to  the  weather  mizen  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 

bottom  of  the  hold,  to  keep  a  vessel  from  upsetting. 
To  freshen  ballast,  is   to  shift  it.      Coarse  gravel  is  called 

shingle  ballast. 
Bank.     To  double  bank  an  oar,  is  to  have  it  pulled  by  two  men. 
Bar.  *'  A  bank  or  shoal  at  the  entrance  of  a  harbour. 

Capstan-bars  are  heavy  pieces  of  wood  by  which  the  capstan  is 

hove  round. 


DICTIONARY    OF    SEA    TERMS.  93 

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,  hav- 
ing her  fore  and  main  masts  rigged  like  a  ship's,  and  her  mizen 
mast  like  the  main  mast  of  a  schooner,  with  no  sail  upon  it 
but  a  spanker. 

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,  puc  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 
support  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. 
To  bear  down  upon  a  vessel,  is  to  approach  her  from  the  wind- 
ward. 
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 

vessel  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  wind- 
ward 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. 
j  A  bend,  is  a  knot  by  which  one  rope  is  made  fast  to  antoher. 


94  DICTIONARY   OP    SEA    TERMS. 

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  fut- 
tock-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  sup- 
port the  trestle  trees. 

Bight.  The  double  part  of  a  rope  when  it  is  folded  ;  in  contra- 
distinction from  the  ends.  Any  part  of  a  rope  may  be  called 
the  bight,  except  the  ends.  Also,  a  bend  in  the  shore,  mak- 
ing 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  horizontal  than  a  perpendicular  line. 
Bilge-ways.     Pieces  of  timber  bolted  together  and  placed  under 
the  bilge  in  launching. 

i    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  anchor. 

Billet-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  windlass.  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  41.) 

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  ropes  are  rove. 

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  foremo3t. 
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  bo-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. 


DICTIONARY    OP    SEA    TERMS.  95 

Bolsters.     Pieces  of  soft  wood,  covered  with  canvas,  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 

canvas  is  sewed. 
Bonnet.    An  additional  piece  of  canvas  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  bowers.   (See  page  4.) 
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  leach  of  a  square  sail,  to  keep  the  leach  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  leach  of  the  sail  to  which 

the  bowline  is  toggled. 
Bowline-knot.     (See  Plate  5,  page  40.) 
Bowse.     To  pull  upon  a  tackle. 
Bowsprit.     (Pronounced   bosprit.)     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  69.) 
Box.      To  box  the  compass,  is  to  repeat  the  thirty-two  points  of 

the  compass  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. 


06  DICTIONARY   OF    SEA    TERMS. 

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  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. 
Bheaming.     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. 
Breeching.     A  strong  rope  used  to  secure  the  breech  of  a  gun  to 

the  ship's  side. 
Bridle.     Spans  of  rope  attached  to  the  leaches  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  hermaphro- 
dite 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  fit  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  45.)     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  usually  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  pro- 
visions and  fruit  to  sell. 


DICTIONARY    OF    SEA    TERMS.  97 

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  colours  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  dangerous  place,  as  a  beacon. 
To  stream  a  buoy,  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  46.) 
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  the  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.  Com- 
monly called  the  Galley. 

Calk.     (See  Caulk.) 

Cambered.  When  the  floor  of  a  vessel  is  higher  at  the  middle 
than  towards  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. 

H 


V8  DICTIONARY    OF    SEA   TERMS. 

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. 
Canvas.     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  heaving  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  41.) 

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  tht? 

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. 
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  41.)     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 

prevent  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  huDg  slack. 


DICTIONARY   OF    SEA    TERMS.  99 

Chain-plates.     Plates  of  iron  bolted  to  the  side  of  a  ship,  to 

which  the  chains  and  dead-eyes  of  the  lower  rigging  are  con- 
nected. 
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  74.) 
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  of  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  up  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 

trunnions  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  main- 
sail in  a  square-rigged  vessel. 
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  windy  &c. 
h2 


100  DICTIONARY    OF   SEA    TERMS. 

Clove-hitch.     Two  half-hitches  round  a  spar  or  other  rope.    (See 

Plate  5  and  page  39.) 
Clove-hook.     An  iron  clasp,  in  two  parts,  moving  upon  the  same 

pivot,  and  overlapping  one  another.     Used  for  bending  chain- 
sheets  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  70.) 
Clubbing.     Drifting  down  a  current  with  an  anchor  out.     (See 

page  71.) 
Coaking.     Uniting  pieces  of  spar  by  means  of  tabular  projections, 

formed  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  canvas,  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. 


DICTIONARY   OP   SEA    TERMS.  101 

Counter — continued. 

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  called  the  fore  course  and  the 

mainsail  the  main  course. 
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  harbour  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  amid- 
ships, 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  mizen  mast.     (See  Plate  ] .) 
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 

suspend  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  37.) 
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 

upon  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. 


102  DICTIONARY    OF    SEA    TERMS. 

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  be- 
tween two  others,  they  are  stowed  bilge  and  cuntline. 

Cut-water.  The  foremost  part  of  a  vessel's  prow,  which  projects 
forward  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. 
Dagger-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  afish-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  45). 

Dead-flat.     One  of  the  bends  amidships. 

Dead-light.     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. 

Dead-rising,  or  Rising-line.  Those  parts  of  a  vessel's  floor, 
throughout  her  whole  length,  where  the  floor  timber  is  termi- 
nated 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  dipsey).  (See  page  5.)  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  com- 
mences her  dead  reckoning. 

Derrick.  A  single  spar,  supported  by  stays  and  guys,  to  which  a 
purchase  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 

direction  of  the  wind. 
Dog-watches.     Half  watches  of  two  hours  each,  from  4  to  6  and 
from  6  to  8  p.  m.     (See  Watch.) 


DICTIONARY    OF   SEA    TERMS.  103 

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  stud- 

dingsails. 
Drabler.     A  piece  of  canvas  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  canvas  ;  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  109.) 
Escutcheon.     The  part  of  a  vessel's  stern  where  her  name  is  written. 
Even-keel.     The  situation  of  a  vessel  when  she  ie  so  trimmed 

that  she  sits  evenly  upon  the  water,  neither  end  being  down 

more  than  the  other. 
Eupluve.     A  piece  of  wood,  by  which  the  legs  of  the  crow-foot  to 

an  awning  are  extended.     (See  Union.) 
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  remaining  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  36.) 


104  DICTIONARY    OF    SEA    TERMS. 

Eye — continued. 

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  made  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  usually  made  of  canvas  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  mast.     Also,  a  wooden  pin,  tapered,  used 

in  splicing  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 

mouldings,  between  the  edges  of  the  fish-front  and  the  sides 

of  the  mast. 
Filler.     (See  Made  Mast.) 

Finishing.     Carved  ornaments  of  the  quarter- gal  ley,  below  the 
second  counter,  and  above  the  upper  lights. 


DICTIONARY   OF   SEA   TERMS.  105 

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  auother  piece. 
Fish-front,  Fishes-sides.     (See  Made  Mast.) 

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  opposition  to  falling  •home  or  tumbling-in. 

Flat.  A  sheet  is  said  to  be  hauled^atf,  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 
position  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  36.) 

Flemish-horse.  An  additional  foot-rope  at  the  end  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  rnast,  fore  hatch,  in  opposition  to 
aft  or  after. 

Fore-and-aft.  Lengthwise  with  the  vessel.  In  opposition  to 
athwart  ships.     (See  Sails.) 

Forecastle.  That  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 
wnich  the  line  is  bent. 


106  DICTIONARY    OF    SEA    TERMS. 

Fore  Lock.    A  flat  piece  of  iron,  driven  through  the  end  of  a  bolt, 

to  prevent  its  drawing. 
Fore  Mast.     The  forward  mast  of  all  vessels.     (See  Plate  1.) 
Fore-reach.     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  Fore-reach.) 
Formers.     Pieces  of  wood  used  for  shaping  cartridges  or  wads. 
Fother,  or  Fodder.     To  draw  a  sail,  filled  with  oakum,  under  a 

vessel's  bottom,  in  order  to  stop  a  leak. 
Foul.     The  term  for  the  opposite  of  clear. 
Foul  Anchor.     When  the  cable  has  a  turn  round  the  anchor. 
Foul  Hawse.     When  the  two  cables  are  crossed  or  twisted  outside 

the  stem. 
Founder.    A  vessel  founders  when  she  fills  with  water  and  sinks. 
Fox.      (See  page  43.)      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  free,  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  others 

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  the  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  per- 
pendicularly.    The  dead  eyes  of  the  topmast  rigging  are  fitted 

to  their  upper  ends,  and  the  futtock-shrouds  to  their  lower  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. 


DICTIONARY    OF    SEA    TERMS.  107 

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  aivessel's  side,  amid- 
ships, where  people  pass  in  and  out  of  the  vessel. 
Gantline.    (See  Girtline.) 
Garboard-8treak.     (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 

hoisting  it  in  board. 
Garnet.     A  purchase  on  the  main  stay,  for  hoisting  cargo. 
Gaskets.     Ropes  or  pieces  of  plaited  stuff,  used  to  secure  a  sail  to 

the  yard  or  boom  when  it  is  furled.     They  are  called  a  bunt, 

quarter,  or  yard-arm  gasket,  according  to  their  position  on 

the  yard. 
Gimblet.     To  turn  an  anchor  round  by  its  stock.     To  turn  any- 
thing 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  canvas  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  various  purposes. 
Goose-winged.     The  situation  of  a  course  when  the  buntlines  and 

lee  clew  are  hauled  up,  and  the  weather  clew  down. 


108  DICTIONARY    OE    SEA    TERMS. 

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   43.)     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  forefoot,  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  37.)     A  ring  formed  of  rope, 

by  laying  round  a  single  strand. 
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  bold. 
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  45.) 
Gunwale.  (Pronounced  gun-nel.)  The  upper  rail  of  a  boat  or  vessel. 
Guv.     A  rope  attaching  to  anything  to  steady  it,  and  bear  it  one 

way  and  another  in  hoisting. 
Gybe,  j  (Pronounced  jibe.)     To  shift  over  the  boom  of  a  fore- 
and-aft  sail. 

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  39.) 
Hammock.     A  piece  of  canvas,  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. 


DICTIONARY    OF    SEA    TERMS.  109 

Hand — continued. 

Hand-over -hand :  hauling  rapidly  on  a  rope,  by  putting  one 
hand  before  the  other  alternately. 
Hand-lead.     (See  page  5.)     A  small  lead,  used  for  sounding  in 

rivers  and  harbours. 
Handsomely.     Slowly,  carefully.     Used  for  an  order,  as,  "  Lower 

handsomely !" 
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  34.) 
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,  beD  ding  over 

and  out,  a  billet-head  ;  and  if  bending  in,  like  the  handle  of  a 

violin,  a  fiddle-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. 


110  DICTIONARY    OP    SEA    TERMS. 

Heave  short.    To  heave  in  on  the  cable  until  the  vessel  is  nearly 

over  her  anchor. 
Heave-to.     To  put  a  vessel  in  the  position   of  lying  to.     (See 

LlE-TO.) 

Hfave  in  Stays.     To  go  about  in  tacking. 

Heaver.     A  short  wooden  bar,  tapering  at  each  end.     Used  as 

a  purchase. 
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 

rudder,  tiller,  wheel,  &c.  Applied  more  particularly,  perhaps, 

to  the  tiller. 
Helm-port.    The  hole  in  the  counter  through  which  the  ruddder- 

head  passes. 
Helm-port  transom.     A  piece  of  timber  placed  across  the  lower 

counter,  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  when  she  is  aground, 

above  water  mark. 
Hitch.     A  peculiar  manner  of  fastening  ropes.   (See  Plate  5  and 

page  39.) 
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. 
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. 


DICTIONARY    OF    SEA    TERMS.  Ill 

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  27.) 

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. 
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 

studdingsail  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, 

oakum,  &c. 
Jury-mast.     A  temporary  mast,  rigged  at  sea,  in  place  of  one  lost. 

p  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  kedge,  is  to  warp  a  vessel  ahead  by  a  kedge  and  hawser. 


112  DICTIONARY   OF   SEA    TERMS. 

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  punish- 
ment 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  43.)  The  halves  of  two  ad- 
joining yarns  in  a  rope,  twisted  up  together,  for  pointing  or 
grafting.  Also,  small  line  used  for  seizings  and  for  hammock- 
clews. 

Knock- off  !     An  order  to  leave  off  work. 

Knot.  A  division  on  the  log-line,  answering  to  a  mile  of  distance. 
(See  page  5.)  j 

Labour.     A  vessel  is  said  to  labour  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  figure-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  familar  term  for  the  men  in  the  larboard 

watch. 


DICTIONARY    OP    SEA    TERMS.  113 

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.     The  border  or  edge  of  a  sail,  at  the  sides. 

Leachline.     A  rope  used  for  hauling  up  the  leach  of  a  sail. 

Lead.  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  athwart-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  prevent  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 ; 
when  under  one  close-reefed  sail,  four  or  five  points. 

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  lee  side.     In  a  direction 
opposite  to  that  from  which  the  wind  blows,  which  is  called 
windward.     The  opposite  of  lee  is  weather^  and  of  leeward 
is  windward  ;  the  first  two  being  adjectives. 
1 


114  DICTIONARY    OF    SEA    TERMS. 

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  leaches  and 
raises  them  slightly. 

Light.  To  move  or  lift  anything  along;  as,  to  "Light  out  to 
windward  ! "  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  moveable. 

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. 

List.  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  situation  of  the  vessel,  winds,  weather,  courses,  distances, 
and  everything  of  importance  that  occurs,  is  noted  down. 
Log.  A  line  with  a  piece  of  board,  called  the  log-ship,  at- 
tached to  it,  wound  upon  a  reel,  and  used  for  ascertaining 
the  ship's  rate  of  sailing.     (See  page  57.) 

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. 

Loof.  That  part  of  a  vessel  where  the  planks  begin  to  bend  as 
they  approach  the  stern. 


DICTIONARY   OP    SEA    TERMS.  115 

Loom.     That  part  of  an  oar  which  is  within  the  row-lock.     Also, 

to  appear  above  the  surface  of  the  water  ;  to  appear  larger 

than  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  leack 

of  fore-and-aft  sails. 
Luff-tackle.     A  purchase  composed  of  a  double  and  single  block. 

(See  page  46.) 
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. 
Man-ropes.     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-3triker.) 
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 

Amidships.) 

i2 


116  DICTIONARY   OF  SEA    TERMS. 

Miss-stays.    To  fail  of  going  about  from  one  tack  to  another.    (See 

page  65.) 
Mizen-mast.     The  aftermost  mast  of   a   ship.     (See  Plate  1.) 

The  spanker  is  sometimes  called  the  mizen. 
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  83. ) 
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  44.) 
Moulds.     The  patterns  by  which  the  frames  of  a  vessel  are  worked 

out. 
Mouse.     To  put  turns  of  rope  yarn  or  spun  yarn  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  outside  of  a  rope. 
Muffle.     Oars  are  muffled  by  putting  mats  or  canvas  round  their 

looms  in  the  row-locks. 
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  Knittles.) 
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. 
Nippers.     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 

caulking,  and  other  purposes. 
Oar.     A  long  wooden  instrument  with  a  flat  blade  at  one  end, 

used  for  propelling  boats. 


DICTIONARY   OF   SEA    TERMS.  H7 

Off-and-on.  To  stand  on  different  tacks  towards  and  from  the  land. 

Offing.     Distance  from  the  shore. 

Orlop.     The  deck  beneath  the  lower  deck  of  a  ship  of  the  line  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  14.) 
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  canvas. 
Also,  the  fluke  of  an  anchor. 

Panch.     (See  Paunch.) 

Parbuckle.  To  hoist  or  lower  a  spar  or  cask  by  single  ropes  pasied 
round  it. 

Parcel.  (See  page  34.)  To  wind  tarred  canvas  (called  parcel- 
ling) 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. 

Partners.  A  framework  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  thick  mat,  placed  at  the  slings  of  a  yard  or  else- 
where. 

Pawl.     A  short  bar  of  iron,  which  prevents  the  capstan  or  wind- 
lass 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  forestay  form  a  line. 
A  short  stay-peak  is  when  the  cable  is  too  much  in  to  form  this 
line. 


I 

118  DICTIONARY   OF   SEA   TERMS. 

Pendant,  or  Pennant.     A  long  narrow  piece  of  bunting,  carried 
at  the  mast-head. 
Broad  pennant,  is  a  swallow-tailed  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  hook  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  43.     See  Reef-points.) 
Pole.     Applied  to  the  highest  mast  of  a  ship,  usually  painted  ;  as, 

sky- sail  pole. 
Poop.     A  deck  raised  over  the  after  part  of  the  spar  deck.    A  ves- 
sel 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  port  the  helm,  is  to  put  it  to  the  larboard. 
Port,  or  Port-hole.     Holes  in  the  side  of  a  vessel,  to  point  can- 
non 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. 
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  which  increases  the  force  applied. 
To  purchase,  is  to  raise  by  a  purchase. 


DICTIONARY    OF    SEA    TERMS.  119 

Quarter.     The  part  of  a  vessel's  side  between  the  after  part  of  tha 
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  be- 
tween 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-tins.)      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 ;  be- 

ginning  at  the  lowest.    (See  page  11.) 
Razee.     A  vessel  of  war  which  has  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  canvas    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  leach  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. 


120  DICTIONARY  OF   SEA    TERMS. 

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. 
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,  mizen  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  leach. 
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  canvas,  rope,  &c. 
Rope-bands,  or  Robands.     Small  pieces   of  two  or  three  yarn, 

spunyarn,  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  33.) 
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.) 


DICTIONARY    OF    SEA    TERMS.  121 

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  nar- 
rows 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  33.) 

Saddles.    Pieces  of  wood  hollowed  out  to  fit  on  the  yards,  to  which 

they  are  nailed,  having  a  hollow  in  the  upper  part  for  the 

boom  to  rest  in. 
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. 
Sail  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 

studdingsail.     (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  small  vessel  with  two  masts  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  maintopsail  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. 


122  DICTIONARY   OF    SEA    TERMS. 

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  42.)     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  42.) 
Send.     When  a  ship's  head  or  stern  pitches  suddenly  and  violently 

into  the  trough  of  the  sea. 
Sennit,  or  Sinnit.     (See  page  42.)     A  braid,  formed  by  plaiting 

rope-yarns  or  spunyarn  together.     Straw,  plaited  in  the  same 

way  for  hats,  is  called  sennit. 
Serve.     (See  page  35.)     To  wind  small  stuff,  as  rope-yarns,  spun- 
yarn,  &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  moveable 

bolt,  so  that  the  chain  can  be  separated. 
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  44.) 
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. 
Sheave-hole,  the  place  cut  in  a  block  for  the  ropes  to  reeve 

through. 


DICTIONARY    OF    SEA    TERMS.  123 

Sheep-shank.  A  kind  of  hitch  or  hend,  used  to  shorten  a  rope 
temporarily.     (See  Plate  5  and  page  42.) 

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  studding- 
sail  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.) 

Ship.  A  vessel  with  three  masts,  with  tops  and  'yards  to  each. 
(See  Plate  4.)  To  enter  on  board  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  leach. 

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  ves- 
sel's sides,  to  support  the  masts. 

Sills.  Pieces  of  timber  put  in  horizontally  between  t\e  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  tim- 
bers 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  hoist  or  lower  it. 


124  DICTIONARY   OF   SEA    TERMS. 

Slings.     The  ropes  used  for  securing  the  centre  of  a  yard  to  the 

mast. 
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  85.) 
Slip-rope.     A  rope  bent  to  the  cable  just  outside  the  hawse-hole, 

and  brought  in  on  the  weather  quarter,   for  slipping.     (See 

page  85.) 
Sloop.     A  small  vessel  with  one  mast.     (See  Plate  4.) 
Sloop  of  War.     A  vessel  of  any  rig,  commanded  by  a  commander 

in  the  navy. 
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 

80.)     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  re- 
lieved 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.) 


DICTIONARY  OF   SEA   TERMS.  125 

Spill.  To  shake  the  wind  out  of  a  sail  by  bracing  it  so  that  the 
wind  may  strike  its  leach  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  35.)  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.  (SeeSTAY.) 

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  bow- 
sprit 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  35.)  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. 

Square.  Yards  are  squared  when  they  are  horizontal  and  at 
right  angles  with  the  keel.  Squaring  by  the  lifts  makes  them 
horizontal ;  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  un- 
usually long.  A  sail  is  said  to  be  very  square  in  the  head 
when  it  is  long  on  the  head. 


126 


DICTIONARY   OP    SEA    TERMS. 


Square — continued. 

To  square  a  yard,  in  working  a  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  opposi- 
tion to  the  hauling  and  leading  parts. 

Standing  Rigging.  (See  page  33.)  That  part  of  a  vessel's  rig- 
ging 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  ves- 
sel'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  the  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. 

Steeves.  A  bowsprit  steeves  more  or  less,  according  as  it  is  raised 
more  or  less  from  the  horizontal. 


DICTIONARY   OF   SEA    TERMS.  127 

Steeve — continued. 

The  steeve  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  for- 
ward end  of  the  keel,  to  which  it  is  scarfed,  up  to  the  bow- 
sprit, 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  of  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  oppo- 
site 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  the  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  33.)  A  number  of  rope-yarns  twisted  together. 
Three,  four,  or  nine  strands  twisted  together  form  a  rope. 


128  DICTIONARY    OP    SEA    TERMS. 

Strand — continued. 

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. 
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  place  their  feet  against,  in  rowing.     Also, 

cross  pieces  placed  between  a  boat's  sides  to  keep  them  apart 

when  hoisted  up  and  griped. 
Strike.     To  lower  a  sail  or  colours. 
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,  pr  Sewed.     The  condition  of  a  ship  when  she  is  high  and 

dry  on  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  off  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. 


DICTIONARY    OP    SEA    TERMS.  129 

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  studding  sail  is  called  the  out- 
haul.   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,  accord- 
ing as  her  stern  swings  up  or  down  with  the  tide  ;  in  opposition 
to  heading  one  way  or  another,  which  is  said  of  a  vessel  when 
under  way. 

Tail-Tackle.     A  watch-tackle.     (See  page  46.) 

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  rigging,  to  protect  it  from  the  weather. 

Tarpaulin.  A  piece  of  canvas,  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. 

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. 

Taut.     Tight. 

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  the  barrel  of  the  wheel,  and 
traversing  so  that  the  officer  may  see  the  position  of  the  wheel. 

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. 

Tiiick-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. 

K 


130  DICTIONARY    OF    SEA    TERMS. 

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 
canvas,  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  harbour,  is  to  work  up  or 
down  with  a  fair  tide  and  head  wind  or  calm,  coming  to 
anchor  when  the  tide  turus. 

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  bar- 
rel of  the  wheel,  by  which  a  vessel  is  steered. 

Timber.  A  general  term  for  all  large  pieces  of  wood  used  in  ship- 
building. 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, 
sternposts,  and  timbers  form  a  vessel's  outer  frame.  (See 
Plate  3.) 

Timber-heads.  (See  Plate  3.)  The  ends  of  the  timbers  that 
come  above  the  decks.  Used  for  belaying  hawsers  and  large 
ropes. 

Timenoguv.  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. 


DICTIONARY   OF    SEA   TERMS.  131 

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  leach  so 

as  to  shake  it  a  little. 
Luff  and  touch  her  !     The  order  to  bring  the  vessel  up  and 

see  how  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  across  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  Trdnnels.     Long  wooden  pins,  used  for  nailing  a 

plank  to  a  timber. 
Trend.     The  lower  end  of  the  shank  of  an  anchor,  being  the  same 

distance  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. 
Trick.     The  time  allotted  to  a  man  to  stand  at  the  helm. 
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. 

K   2 


132  DICTIONARY-   OF    SEA    TERMS. 

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,  calling  a  trysail-mast. 
This  name  is  generally  confined  to  the  sail  so  carried  at  the 
mainmast  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  mizenmast  of  a  ship  or  bark,  span- 
kers. 

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  from  between 
decks. 

Tye.  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  the  fly.     The  union  of  the  U.  S.  ensign  is  a 

blue  field  with  white  stars,  and  the  fly  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.) 
Uvroe.     (See  Euvrou.) 
Vane.     A  fly  worn  at  the  mast-head,  made  of  feathers  or  buntine, 

traversing  on  a  spindle,  to  show  the  direction  of  the  wind. 

(See  Dog  Vane.) 


DICTIONARY    OF    SEA    TERMS.  133 

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  us^ed 

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.  ) 
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 

an  anchor  by  a  capstan.     Also  the  block  through  which  the 

messenger  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,  page  37.) 

Wall-sided.  A  vessel  is  wall-sided  when  her  sides  run  up  per- 
pendicularly from  the  bends.  In  opposition  to  tumbling 
home  or  flaring  out. 

Ward-room.  The  room  in  a  vessel  of  war  in  which  the  com- 
missioned 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,  earning 
her  stern  round  by  the  wind.  In  tacking,  the  same  result  is 
produced  by  carrying  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  178.)  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. 


134  DICTIONARY   OF   SEA   TERMS. 

Watch-and- watch.     The  arrangement  by  which  the  Watches  are 

alternated  every  other  four  hours.    In  distinction  from  keeping 

all  hands  during  one  or  more  watches.     (See  page  178.) 
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  46.)     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 

Windward,  Lee.) 
A  ship  carries  a  weather-helm  when  she  tends  to  come  up  into 

the  wind,  requiring  you  to  put  the  helm  up. 
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  46.)  A  purchase  formed  by  a  rope  rove  through 

a  single  block. 
To  whip,  is  to  hoist  by  a  whip.     Also,  to  secure  the  end  of  a 

rope  from  fagging  by  a  seizing  of  twine. 
TVhip-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 

anchor  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  cur- 
rent.  (See  Tide-rode.) 
Wing.     That  part  of  the  hold  or  between-decks  which  is  next  the 

side. 


DICTIONARY    OP   SEA    TERMS.  135 

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. 
Work  up.    To  draw  the  yarns  from  old  rigging  and  make  them  into 

spunyarn,  foxes,  sennet,  &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  34.)  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  ring-bolts. 

Yacht.     (Pronounced  yot.)     A  vessel  of  pleasure  or  state. 
Yard.     (See  Plate  1.)     A  long  piece  of  timber,  tapering  slightly 

toward  the  ends,  and  hung  by  the  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 

alongside  one  another,  so  near  that  their  yard-arms  cross  or 

touch . 
Yarn.     (See  Ropeyarn.) 

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. 


136 


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 
shipmaster  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  ship- 

*  There  is  no  special  code  of  statute  laws  either  in  the  United 
States  or  Great  Britain,  for  the  maintenance  of  discipline,  or  the 
provisioning  and  treatment  of  the  crews  of  trading  ships  when 
beyond  the  precincts  of  admiralty  jurisdiction  ;  bat  certain  usages 
on  these  points  have  by  long  custom  become  established  and 
recognized  by  courts  of  justice.  It  is  very  desirable  that  a  compre- 
hensive code  should  be  devised  and  compiled,  so  as  to  set  disputed 
points  at  rest ;  for  although  a  general  rule  is  admitted  by  the 
mariners  of  both  countries,  it  is  by  no  means  a  universal  one,  the 
custom  varying  in  different  trades,  according  to  circumstances  ;  and 
this  is  more  particularly  the  case  in  the  merchant  service  of  this 
country  than  in  that  of  the  United  States — the  discipline  being 
more  stringent,  and  distinctions  of  rank  more  rigidly  observed  by 
the  republicans  than  ourselves.  The  duties  of  each  rating  de- 
scribed in  this  chapter  appear  to  be  well  defined,  and  worthy  of 
imitation  :  our  ship-owners  and  masters  would,  therefore,  do  well 
to  adopt  them,  with  such  modifications  as  may  be  necessary  to  suit 
particular  trades  ;  and  this  may  be  done  by  inserting  a  clause  to  that 
effect,  in  the  form  of  agreement  now  required  to  be  entered  into 
between  master  and  crew  before  proceeding  on  a  voyage,  described 
at  Schedules  B  &  D  of  5  &  6  W.  4,  cap.  19. 


THE    MASTER.  J  37 

master  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  information  of  others  than  of  the  master  himself,  the 
ordinary  and  every-day  duties  of  his  office,  and  the  cus- 
toms 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  supplying  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  dispensing  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  owners  order. 

In  the  manner  of  shipping  the  crew,  there  is  as  great 
a  difference  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  appearance  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  advance,  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- 


138  THE    MASTER. 

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  cha- 
racter 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  comfort.  The  master  or  owner 
should  also,  though  this  duty  is  often  neglected,  go  to 
the  forecastle  and  see  that  it  is  cleaned  out,  whitewashed, 
or  painted,  put  in  a  proper  habitable  condition,  and  fur- 
nished with  every  reasonable  convenience.  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  may  be  avoided,  and  the  beginning,  at  least, 
of  the  voyage  be  made  under  good  auspices. 

Unless  the  master  is  also  supercargo,  his  duties,  before 

*  In  the  British  service,  the  practice  is  for  owners  of  vessels 
going  on  voyages  round  the  Cape  of  Good  Hope  to  employ  an 
agent,  generally  called  a  crimp,  to  engage  the  greatest  part  of  the 
crew.  If  forty  or  fifty  men  are  wanted,  double  that  number  are 
brought  on  board,  out  of  which  the  chief-mate  selects  a  sufficient 
company ;  the  agent  then  receives  a  note  for  two  months'  wages, 
which  he  has,  for  the  most  part,  advanced  to  the  seamen,  either 
in  cash  or  slops  (clothes),  and  also  his  procuration  fee,  varying  from 
5s.  to  20s.  per  man,  if  he  have  not  engaged  to  provide  the  crew  for 
a  specified  sum . 


THE   MASTER.  139 

sailing,  are  mostly  confined  to  looking  after  the  outfit  of 
the  vessel,  and  seeing  that  she  is  in  sea  order. 

Everything  being  in  readiness,  the  custom-house  and 
other  regulations  complied  with,  and  the  crew  on  board, 
the  vessel  is  put  under  the  charge  of  the  pilot  to  be  car- 
ried out  clear  of  the  land.  While  the  pilot  is  on  board 
the  master  has  little  else  to  do  than  to  see  that  every- 
thing is  in  order,  and  that  the  commands  of  the  pilot  are 
executed.  As  soon  as  the  pilot  leaves  the  ship,  the 
entire  control  and  responsibility  are  thrown  upon  the  mas- 
ter. 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  master  himself  stands  no  watch,  but  comes  and  goes 
at  all  times,  as  he  chooses.  The  starboard  is  sometimes 
called  the  captains  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  vessels  which  have  no  second 
mate,  the  master  keeps  the  starboard  watch.  In  divid- 
ing into  watches,  the  master  usually  allows  the  officers 
to  choose  the  men,  one  by  one,  alternately  ;  but  some- 
times makes  the  division  himself,  upon  consulting  with 
his  officers.  The  men  are  divided  as  equally  as  possible, 
with  reference  to  their  qualities  as  able  seamen,  ordinary 
seamen,  or  boys  (as  all  green  hands  are  called,  whatever 
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 


140  THE    MASTER. 

the  larboard  watch,  and  the  steward  with  the  starboard. 
If  there  is  a  carpenter,  and  the  larboard  watch  is  the 
largest,  he  generally  goes  aloft  with  the  starboard  watch ; 
otherwise,  with  the  larboard. 

As  soon  as  the  division  is  made,  if  the  day's  work  is 
over,  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  of  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  meridian,  eight  bells  are  struck,  and  a  new 
sea  day  begins.  The  reckoning  is  then  corrected  by  the 
observation  under  the  masters  superintendence. 

The  master  also  takes  the  lunar  observations,  usually 
with  the  assistance  of  both  his  officers ;  in  which  case 
the  master  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  customs  are  very  nearly  the  same  in  all  vessels.    The 


THE    MASTER.  141 

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  provi- 
sions 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  observa- 
tions. 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 

*  For  want  of  some  fixed  scale  of  allowance  in  the  Biitish  mer- 
chant service,  great  discontent  frequently  arises  on  the  part  of  the 
crew,  particularly  on  long  voyages.  In  coasting  vessels,  where  the 
work  is  hard  and  constant,  the  allowance  of  beef  and  bread  is 
unlimited  ;  but  on  long  voyages  it  would  be  well  to  adopt  the 
scale  established  for  the  Royal  Navy,  which  is  found  amply  suffi- 
cient ;  and  this  should  form  part  of  the  contract,  and  be  entered  as 
a  special  clause  in  the  articles  of  agreement.  On  the  next  page 
is  the  scale  alluded  to.  In  trading  as  well  as  the  Queen's  vessels, 
exciseable  articles  are  allowed  in  sufficient  quantity  for  the  voyage 
out  and  home,  duty  free.  This  regulation,  as  regards  spirits, 
coffee,  tea,  &c,  places  our  shipowners  on  a  par  with  foreigners  in 
the  cost  of  outfit  as  to  these  articles  ;  but  they  still  have  to  com- 
plain that  the  principal  stores  of  provision,  such  as  beef,  pork,  and 
bread,  are  considerably  dearer  in  this  country  than  abroad — a  dis- 


142 


THE    MASTER. 


alteration  can  be  made,  as,  for  instance,  reefing  a  topsail, 
without  the  special  order  of  the  master,  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  particu- 
lar ordering  as  to  the  braces,  sheets,  &c,  and  the  seeing  all 
things  put  in  their  place.  The  principal  manoeuvres  of  the 
vessel,  as  tacking,  wearing,  reefing  topsails,  getting  under 
wray,  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 


advantage  which  presses  heavily  on  the  British  shipowners  in  their 
competition  with  foreigners. 


Days  of  the 
week. 

u  ~* 

C8     • 
6JDN 

53  O 
CO 

ca 

§8 

I* 

5 

4*  / 

"5  . 
B.S 

o 

to? 

> 
§ 

i 

i 

Sunday. 

Monday. 

Tuesday. 

Wednesday. 

Thursday. 

Friday. 

Saturday. 

Sunday. 

Monday. 

Tuesday. 

Wednesday. 

Thursday. 

Friday. 

Saturday. 

1* 
if 
if 
If 

1* 
1* 
1* 

if 
if 

ii 
if 
ii 
i* 

ft 

i 

i 

4 

4 
I 

i 

4 
I 

4 
4 

i 

4 

f 

ft 
S 

f 

9 

t 
t 

54 

t 

t 
t 

g 

t 
* 

t 

54 

f 

t 
f 
1 

1 

t 
I 

54 

i 

* 
* 

i 
* 

i 
■i 

Proportion  for 
14  days. 

14 

14 

21 

H 

3% 

THE  MASTER.  143 

hands,  unless  for  his  own  pleasure.  If  the  officer  of  the 
watch  thinks  it  necessary  to  reef  the  topsails,  he  calls 
the  master,  who  upon  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  fore- 
castle, under  the  master,  and  does  not  go  aloft.  The 
second  mate  goes  aloft  with  the  crew. 

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  control  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  dis- 
tinction, the  reader  will  bear  in  mind  that  there  are  two 
great  divisions  of  duty  and  labour  on  shipboard.  One, 
the  working  and  navigating  of  the  vessel:  that  is,  the 
keeping  and  ascertaining  the  ship's  position,  and  direct- 
ing her  course,  the  making  and  taking  in  sail,  trimming 
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  making  and  fitting  of  new  rigging,  repairing 
of  old,  &c. ;  all  which,  together  with  making  of  small 
stuffs  to  be  used  on  board,  constitute  the  days  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  particu- 
larly, what  he  wishes  to  have  done.  It  then  becomes 
the  duty  of  this  officer  to  see  the  thing  accomplished. 


144  THE    MASTER. 

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  back- 
stays 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  preferences  in  the  modes 
of  doing  the  work,  he  should  call  the  officer  aft  and 
speak  to  him ;  and  if,  instead  of  this,  he  were  to  go 
forward  and  give  orders  to  the  men,  it  would  be  con- 
sidered 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  knot- 
ting, splicing,  serving,  &c,  and  the  making  of  small 
stuffs,  which  constitute  the  day's  work  and  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,  are  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  occupations.  The  chief  mate  dines 
wTith  the  master,  and  the  second  mate  looks  out  for  the 
ship  while  they  are  below,  and  dines  at  the  second  table. 

*  This  is  not  sufficiently  attended  to  in  British  merchant  ships. 
The  master  should  consider  that  a  contrary  course  lessens  the 
authority  of  his  chief  officer  over  the  crew,  and  eventually  his  own. 


THE   MASTER.  145 

In  the  liners,  however^  the  mates  dine  together,  and  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 
he  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  sea- 
man, 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  power  and  an  influence,  both 
direct  and  indirect,  which  may  be  the  means  of  much 
good  or  much  evil'.  If  he  is  profane,  passionate,  tyran- 
nical, indecent,  or  intemperate,  more  or  less  of  the  same 
qualities  will  spread  themselves  or  break  out  among  offi- 
cers 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  pro- 
fitable to  them,  or  may  introduce  disagreements,  discon- 
tent, 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  consider  his  great 
responsibility,  may  not  only  be  a  benefactor  to  the  num- 

L 


146  THE   CHIEF   MATE. 

bers  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  days  work 
on  board  ship,  the  chief  mate  is  the  only  officer  who 
appears  in  command.  The  second  mate  works  like  a 
common  seaman,  and  the  men  never  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  work,  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  rigging,  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 
necessary,  and  also  that  there  are  instruments  ready  for 


THE    CHIEF   MATE.  147 

every  kind  of  labour,  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  pro- 
vided, 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  forecastle,  where,  under  the  general  direction  of  the 
master,  who  never  need  leave  the  quarter-deck,  he  com- 
mands 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  weigh,  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  hand- 
spike with  the  rest,)  and  stationing  himself  between  the 
knight-heads,  looks  out  for  the  cable,  ordering  and  en- 
couraging the  men.  When  the  cable  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  ad- 
dressed 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 
l2 


148  THE   CHIEF  MATE. 

catting  and  fishing  of  the  anchors,  to  having  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  ex- 
planation. As  the  vessel  draws  in  toward  her  anchor- 
ing ground,  the  master  gives  all  the  orders  as  to  trim- 
ming 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  instance,  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,  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 
between  the  duties  of  master  and  mate  in  the  principal 
evolutions  of  a  vessel.  While  in  port,  the  chief  mate 
has  much  more  the  control  of  the  vessel  than  when  at 


THE   CHIEF    MATE.  149 

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,  and  the 
necessary  general  directions  to  the  mate,  as  to  the  care 
of  the  ship.  Beside  the  work  upon  the  ship  and  rigging 
while  hi  port,  the  chief  mate  has  the  charge  of  receiving, 
discharging,  stowing  and  breaking  out  the  cargo.  In 
this  he  has  the  entire  control,  under  the  general  direc- 
tions of  the  master.  It  is  his  duty  to  keep  an  account 
of  all  the  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  call- 
ing 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  oversees  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, 


150  THE   CHIEF   MATE. 

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  to  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  overhauling 
of  the  other  tack  and  sheet.  He  also  sees  to  letting  go 
the  bowlines  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  main  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  communication  between  the  yards  and  the 


THE   CHIEF    MATE.  151 

deck,  and  can  look  after  the  reefing  to  more  advantage 
than  the  master  can  upon  the  quarter-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  superintending  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  watches,  the  larboard  and  starboard ;  the  lar- 
board 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  con- 
sidered 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, 


152  THE    CHIEF    MATE. 

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,  and  when  all  hands  are  on  deck 
at  work,  as  much  in  the  hours  of  one  watch  as  in  those  of 
the  other,  and  he  generally  calls  upon  the  men  of  either 
watch  indifferently  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  ves- 
sel, 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.  1  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  necessity  for  the  officers'  pre- 
sence at  these  parts  of  the  vessel  ceases,  they  return  to 
their  proper  plaees  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  mer- 
chant 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 


THE    CHIEF    MATE.  153 

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,  shippers  and  insurers  look,  in  some 
measure,  for  special  duties  and  qualifications.  The 
master,  therefore,  cannot  remove  him  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  ;  and  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  be- 
tween the  master  or  officers  and  the  crew.  As  to  the 
manner  of  keeping  the  log,  it  is  the  custom  for  each  offi- 
cer at  the  end  of  his  watch  to  enter  upon  the  log-slate, 
which  usually  lies  on  the  cabin  table,  the  courses,  dis- 
tances, 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,  ex- 
amining 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  becoming  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 


154  THE    SECOND   MATE. 

vessel,  that  the  independence  of  the  mate,  as  the  jour- 
nalist 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  in- 
fluence over  him ;  the  law  and  the  custom  should  there- 
fore 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  master,  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  of  the  proper  duties  of  his 
office,  the  mate  should  add  a  sufficient  knowledge  of 
navigation  to  be  able  to  carry  the  ship  on  her  voyage  in 
case  anything  should  happen  to  the  master.  Indeed,  it 
has  been  doubted  whether  a  vessel  of  the  largest  class, 
upon  a  long  voyage,  would  be  seaworthy  with  no  navi- 
gator 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.     Day's  work.     Duties  aloft— in  port. 

Boating.    Stores. 

The  duties  of  the  second  mate  are,  to  command  the 
starboard  watch  when  the  master  is  not  on  deck,  and  to 


THE   SECOND   MATE.  155 

lead  the  crew  in  their  work.  It  is  not  necessary  that  he 
should  he  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  ad- 
vantages in  his  being  acquainted  with  navigation  and 
able  to  keep  the  log,  as,  in  case  of  the  chief  mate's  meet- 
ing 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  is  capable  of  per- 
forming 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  division  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  look-out  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  chief  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 


156  THE   SECOND    MATE. 

peculiarly  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  forward,  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  studding-sail,  or 
any  of  the  heavy  sails. 

When  all  hands  are  called  to  work  ship,  as  in  reefing, 
tacking,  wearing,  getting  under  way,  coming  to  anchor, 
&c,  the  second  mate's  place  is  aft,  at  the  fore  and  main 
braces  and  main  and  mizen  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  "  Main- 
sail 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  mizen  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  hand- 
spike 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 


THE    SECOND    MATE.  157 

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  ex- 
perienced 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  mizen  topsail  yard,  as  the  mizen 
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  top- 
sails and  courses,  and  takes  the  bunt,  as  that  is  the  most 
important  place  in.  that  duty.  He  is  not  expected  to  go 
upon  the  mizen  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  furling  a  large  jib,  or  in  taking 
the  bonnet  off;  but  he  never  furls  a  topgallant  sail, 
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 


158  THE    SECOND    MATE. 

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  cannot  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  promo- 
tion, 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  sea- 
man. 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  rigging,  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  his  watch  alone  is  on  deck,  under  directions  pre- 
viously received  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 


THE   SECOND    MATE.  159 

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  labour  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  themselves,  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  punishment,  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  rigging,  or  rig  in  and  out  booms,  when  making 
or  taking  in  sail,  if  there  are  men  enough;  but,  as  I 
have  said,  under  ordinary  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  getting  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  up  or  down  royal  and  top- 
gallant yards,  being  light  work  and  done  by  one  or  two 
hands,  does  not  call  the  second  mate  aloft ;  but  if  the 


160  THE  SECOND   MATE. 

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  communicating  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  super- 
intendant  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  sail-maker  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  fur- 
niture, 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 
stowing  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.  Indeed,  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 


THE    THIRD   MATE. 


161 


out  the  allowance  to  the  men,  at  the  rate  ordered  hy  the 
master.  These  latter  duties,  of  getting  out  the  stores 
and  weighing  or  measuring  the  allowance,  fall  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  supervision.  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  necessa- 
rily on  shore  a  good  deal,  and  the  second  mate  must 
come  and  go  in  the  boats,  so  that  the  chief  mate  is  con- 
sidered 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,  sometimes  carry  a  third  mate ;  but  this  is 
unusual ;  so  much  so,  that  his  duties  have  hardly  become 

M 


162  CARPENTER. 

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 
favoured  with  the  most  important  jobs,  if  a  good  work- 
man, otherwise  he  will  be  put  upon  the  work  of  an 
ordinary  seaman.  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  labour  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  inferior  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  cahin-table — passengers. 
In  other  vessels— Master— mate.  Aloft.  About  decks.  Working 
ship. 

Cook.— 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. 


CARPENTER.  163 

His  duty  is  to  work  at  his  trade  under  the  direction  of 
the  master,  and  to  assist  in  all-hands  work  according  to 
his  ability.  He  is  stationed  with  the  larboard  or  star- 
board 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  fore- 
castle with  the  mate ;  and  if  capable  of  leading  his  watch 
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  carpen- 
ter, 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  carpen- 
ter, no  nautical  skill  can  be  required  of  him ;  but  he 
must  still,  when  all  hands  are  called,  or  if  ordered  by 
the  master,  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 
cannot  give  an  order  even  to  the  smallest  boy ;  yet  he  is 
a  privileged  person.  He  lives  in  the  steerage,  with  the 
steward,  has  charge  of  the  ship's  chest  of  tools,  and  in  all 
things  connected  with  his  trade  is  under  the  sole  direc- 
tion 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; 
m  2 


164  SAILMAKER. 

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  fore- 
castle, having  no  better  or  different  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  the  rest.  In  bad  weather,  when 
he  cannot  well  wTork  at  his  trade,  or  if  the  vessel  be- 
comes 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  voyages,  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  accord- 
ing to  his  ability. 

Sailmaker. — Some  ships  of  the  largest  class  carry  a 
sailmaker,  though  usually  the  older  seamen  are  suffi- 
ciently 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  car- 
penter. 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  wrork,  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  writh  a 
watch,  and  required  to  do  ship's  duty  with  the  rest.  In 
all-hands  work  he  is  mustered  with  either  watch,  accord- 
ing to  circumstances,  and  the  station  allotted  to  him  will 
depend  upon  his  qualities  as  a  seaman ;  and,  as  with  the 


STEWARD.  1(35 

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 
daytime,  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  car- 
penter, and  always  takes  his  food  from  the  galley.  He 
has  no  command,  and  when  on  deck  belongs  on  the  fore- 
castle with  the  rest  of  the  crew.  In  the  work  of  his  trade 
he  is  under  the  sole  direction  of  the  master,  or  of  the  chief 
mate  in  the  master's  absence ;  but  in  ship's  work  he  is 
as  strictly  under  the  command  of  the  mates  as  a  common 
seaman  is. 

Steward. — The  duties  of  the  steward  are  very  dif- 
ferent in  packet  ships,  carrying  a  large  number  of  pas- 
sengers, 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  labour, 
he  himself  having  the  general  superintendence  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  masters  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  depart- 
ment ;  and  lastly,  which  is  as  important  a  part  of  his 
duty  as  any  other,  to  attend  to  the  comfort  and  conve- 
nience 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. 


166  cook. 

In  vessels  which  are  not  passenger-ships,  he  does  the 
work  which  falls  to  the  under-stewards  of  the  large 
packets  :  cleans  the  cahin  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  understanding 
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  compensation. 

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  mizen  topsail  yard  of  a  ship.  No  seaman- 
ship is  expected  of  him,  and  he  stands  no  watch,  sleeping 
in  at  night  and  turning  out  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  dis- 
obedience. 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  tacking  and  wearing,  works  the  fore- 
sheet.     He  is  also  expected  to  pull  and  haul  about  decks 


IDLERS.  167 

in  all -hands  work,  and  is  occasionally  called  from  his 
galley  to  give  a  pull  at  a  tackle  or  halyards.  No  seaman- 
ship 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  is  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  armourers,  coopers,  or  persons 
following  any  other  trades,  they  take  the  same  place 
and  follow  the  same  rules  as  to  duty  that  govern  the 
carpenter  and  sailmaker.  In  the  merchant  service,  when 
"all  hands"  are  called,  it  literally  calls  every  one  on 
board  but  the  passengers,  excepting,  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 
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. 


168 


CHAPTER  V. 

ABLE    SEAMEN. 

Grades  of  seafaring  persons.  Able  seaman.  Ordinary  seaman.  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. 

Seafaring  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,  whatever  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  pre- 
served, an  ordinary  seaman  getting  about  two  dollars 
less  than  an  able  seaman,  and  the  boys,  from  nothing  up 
to  two  dollars  less  than  ordinary  seamen,  according  to 

*  The  wages  of  seamen  in  the  Royal  Navy  are,  for  able  seamen 
36s.,  ordinary  26s.,  and  landmen  23s.  per  month.  Boys  of  the 
first  class — stout  lads  of  eighteen  and  upwards,  who  have  been  two 
or  three  years  at  sea,  have  14s.  3c?.,  and  boys  of  the  second  class 
12s.  9d.  per  month  ;  but  the  month  being  calculated  by  lunar 
not  calendar  time,  gives  thirteen  months'  wages  in  the  year.  In  the 
merchant  service  the  wages  of  seamen  differs  in  the  various  trades, 
but  the  average  of  able  seamen's  wages  in  merchant  ships,  may 
be  taken  at  present  at  50s.  per  calendar  month,  or  30/.,  while 
the  wages  of  the  able  seaman  in  the  Queen's  fleet  is  23/.  8s.  per 
annum.  In  the  latter,  however,  the  term  is  not  broken  into  inter- 
vals, caused  by  the  duration  of  voyages,  and  all  things  considered, 
the  seaman  earns  as  much  in  the  year  in  the  navy  as  in  the  mer- 
chant service. 


ABLE    SEAMSN.  169 

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  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  discovered  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  required,  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  in- 
stead of  three,  and  if  the  delinquent  was  not  a  capable 
helmsman,  the  increased  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  dis- 
agreeable 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 


170  ABLE   SEAMEN. 

be  guilty  of,  short  of  a  felony,  to  which  so  little  mercy 
is  shown  on  board  ship  ;  for  it  is  a  deliberate  act  of  de- 
ception, 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  sea- 
man 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  any  of  the  ropes  or  yards  are  cha- 
fing or  wearing  upon  it,  it  must  be  protected  by  u  chafing 
gear."  This  chafing  gear  consists  of  worming,  parcelling, 
serving,  rounding,  &c. ;  which  requires  a  constant  sup- 
ply of  small  stuffs,  such  as  foxes,  sennit,  spunyarn,  mar- 
line, 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  turn- 
ings 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 
labour  of  this  kind  that  the  crew  is  employed  in  the 
"  day's'  work,"  and  jobs  which  are  constantly  carried 
forward  on  board.  A  mans  skill  in  this  work  is  the 
chief  test  of  his  seamanship  ;  a  competent  knowledge  of 
steering,  reefing,  furling,  and  the  like,  being  taken  for 
granted,  and  being  no  more  than  is  expected  of  an  ordi- 
nary seaman.  To  put  a  marlinspike  in  a  man's  hand 
and  set  him  to  work  upon  a  piece  of  rigging,  is  consi- 
dered 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  rigging,  and  make  the  ordinary 
knots,  in  a  fair,  workmanlike  manner.     This  working 


ABLE   SEAMEN.  171 

upon  rigging  is  the  last  thing  to  which  a  lad  training  up 
to  the  sea  is  put,  and  always  supposes  a  competent  ac- 
quaintance 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  con- 
sidered 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  seamen ;  and  of  this  none 
will  complain ;  but  to  single  out  an  able  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  sea- 
men were  employed  in  the  same  manner.  Also,  in  con- 
sideration 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  reason- 
ably 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  punishment. 

In  working  ship,  the  able  seamen  are  stationed  vari- 
ously ;  though,  for  the  most  part,  upon  the  forecastle,  at 


172 


ABLE    SEAMEN. 


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  work- 
ing of  a  ship,  there  is  no  duty  which  may  not  be  re- 
quired 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  ordi- 
nary 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  mizen  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  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  rig- 
ging 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 


ABLE    SEAMEN.  173 

upon  a  man.  Yet,  as  I  have  said  before,  if  ordered,  the 
seaman  must  do  the  thing,  under  any  circumstances,  and 
a  refusal  would  he  a  refusal  of  his  duty. 

No  man  is  entitled  to  the  rate  or  wages  of  an  able  sea- 
man 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  incapable  of  steering  the  ship,  under  cir- 
cumstances 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 
necessary  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  rigging  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  vis  ne- 
cessary upon  the  vessel  or  rigging  is  usually  done  when 
in  port  by  people  hired  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  perhaps  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. 


174 


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  ex- 
perience, 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  be- 
cause 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 
wTill  justify  a  great  deal  of  hard  usage.  Men,  therefore, 
prefer  rather  to  underrate  than  to  run  any  risk  of  over- 
rating themselves. 

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  studdingsail  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  per- 
haps, also,  to  send  down  or  cross  a  royal  yard.  An  ordi- 
nary seaman  need  not  be  a  complete  helmsman,  and  if  an 
able  seaman  should  be  put  in  his  place  at  the  wheel  in 
very  bad  weather,  or  when  the  ship  steered  with  diffi- 
culty, it  would  be  no  imputation  upon  him  provided  he 
could  steer  his  trick  creditably  under  ordinary  circum- 
stances. In  reefing  or  furling  the  courses  and  topsails, 
an  ordinary  seaman  would  not  take  the  bunt  or  an  ear- 
ing, if  there  were  able  seamen  on  the  yard  ;  and  perhaps, 
in  the  largest-sized  vessels,  it  would  not  be  expected  of 


ORDINARY    SEAMEN.  175 

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  mizen  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  sea- 
man shall  be  able  to  make  all  the  hitches,  bends,  and 
knots  in  common  use  :  such  as,  two  half-hitches,  a  roll- 
ing 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  and  taking  in  and  making  sail,  he  is  enti- 
tled to  the  rate  and  wages  of  an  ordinary  seaman,  though 
he  cannot  handle  a  marlinspike  or  serving-board. 

The  duty  upon  whicli  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  favoured  accordingly  in  the  watch  and  in 
common  dut}'  about  decks.  Yet  the  distinction  between 
ordinary  seamen  and  boys  is  not  very  carefully  observed 
in  the  merchant  service,  and  an  ordinary  seaman  is  fre- 
quently called  upon  for  boy's  duty,  though  there  are 
boys  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, 


170  BOYS. 

upon  an  ordinary  seaman;  but  upon  either  of  them 
indifferently,  before  an  able  seaman. 

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  seamen's 
work,  the  able  seamen  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  any- 
thing. 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.  Some- 
times they  get  nothing,  being  considered  as  apprentices ; 
and  from  that  they  rise  to  three,  five,  and  sometimes 
eight  dollars  per  month.  Whatever  boy's  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. 

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 


BOYS.  177 

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  difference  being  in 
the  kind  of  work  upon  which  they  are  put.  In  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  accus- 
tom 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  differ- 
ence 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  favoured,  they 
may  be  kept  at  the  royals  and  topgallant  sails,  and  gra- 
dually come  to  the  earing  of  a  mizen  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  infe- 
rior 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  seaman  that  the  use  of 

N 


178  MISCELLANEOUS. 

the  marlinspike  is  learned.  Whatever  knowledge  a  boy 
may  have  acquired,  or  whatever  may  be  his  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,  lar- 
board 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  morning.  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 


MISCELLANEOUS.  179 

kept  up  throughout  the  twenty-four  hours,  four  hours 
up  and  four  below,  it  is  called  having  "  watch  and  watch." 
This  is  always  given  in  bad  weather,  and  when  day's 
work  cannot  be  carried  on ;  but  in  most  merchant  ves- 
sels, 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 ;  but  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  throughout  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,  &c.,  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 
wTatch,  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  star- 
bowlines,  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  cannot  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 
n2 


180  MISCELLANEOUS. 

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  relieved.  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  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  al- 
ways 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, 


MISCELLANEOUS.  181 

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.  Some- 
times, in  very  cold  weather,  the  tricks  are  reduced  to 
one  hour ;  and  if  the  ship  steers  badly,  in  a  gale  of  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 
assisting  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,  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  helmsman  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 
present  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  reprehen- 


182  MISCELLANEOUS. 

sible  to  answer,  "  Ay,  ay  P  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  P  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  per- 
mission 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  repeating  the 
course  or  the  order,  as  "  Luff  a  little,  sir,"  u  Meet  her, 
sir,"  &c,  and  should  not  answer,  "  Ay,  ay,  sir ! "  or 
simply  execute  the  order  as  he  understands  it.  This 
practice  of  repeating  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  called,  all  hands  are  detained  for  any  purpose,  as, 
to  reef  a  topsail,  to  set  studding  sails,  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  dis- 
tinctly 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 


MISCELLANEOUS.  183 

important,  the  order  of  the  master  is  always  repeated  by 
the  officer  on  the  forecastle.  This  enables  the  master 
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  re- 
peated, it  must  be  so,  without  reference  to  a  man's  dis- 
tance from  the  officer  who  gives  the  order,  but  just  as 
much  if  standing  a  few  feet  from  him  as  if  at  the  mast- 
head, since,  upon  the  whole,  the  chance  of  misapprehen- 
sion is  not  much  less  in  one  case  than  in  the  other. 

The  common  run  of  orders,  however,  are  sufficiently 
answered  by  the  usual  reply  of  "  Ay,  ay,  sir !  "  which 
is  the  proper  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  diffi- 
cult to  impress  upon  beginners,  but  the  reasonableness  of 
it  is  obvious,  and -it  is  well  understood  among  all  sea- 
faring persons;  and  even  though  an  officer  should  see 
that  the  man  was  executing  his  order,  he  still  wrould 
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  reason  is  the  same.  It  is  almost  unnecessary  to  say 
that  the  addition  "  Sir  "  is  always  to  be  used  in  speaking 
to  the  master  or  to  either  of  the  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  ; 


184  MISCELLANEOUS. 

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  misdemeanour.  In  this 
respect  the  practice  is  different  in  different  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,  wThile  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  wTill  never  inter- 
fere 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  are  observed.  But  during  the 
dog-watches,  and  wThen  the  men  are  together  on  the  fore- 
castle 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  re- 
quested, and  may  order  it  and  see  that  it  is  done  as  he 
thinks  fit ;  whereas,  otherwise,  any  one  about  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  wThen 
they  are  on  deck  and  there  is  no  work  going  forward,  is 
on  the  forecastle.  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  ships  duty 


MISCELLANEOUS.  185 

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  windward,  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  or 
forks,  to  the  forecastle  ;  but  each  man  helps  himself,  and 
furnishes  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. 

In  bad  weather,  each  watch  takes  its  meals  during  the 


180  MISCELLANEOUS. 

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  sailors  watch  below  is  at  his  own  dis- 
posal 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  considered  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,  pro- 
vided one  of  them  keeps  a  look-out,  and  the  rest  are  so 
placed  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 
MASTER  AND  MARINERS. 


CHAPTER  I. 

THE    VESSEL. 

Title.  Bill  of  sale.  Registry.  Enrolment.  Licence.  Documents 
Certificates.  Passport.  Sea-letter.  List  of  crew.  Bill  of  health. 
General  clearance.  Clearing  manifest.  Invoice.  Bill  of  lading. 
Charter-party.  Log-hook.  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 

i  5  Rob.  Ad.  155.  1  Mason,  139  ;  2  do.  435;  4  do.  390. 
16  Mass.  336.  7  Johns.  308.  But  see  3  Pick.  89.  16  Mass. 
663.  _ ___ 

*  In  England.]  Title. — The  bill  of  sale  would  not  of  itself  be 
considered  satisfactory  evidence  of  the  title  to  a  ship  or  vessel,  exer- 
cising the  privileges  of  a  British  ship;  it  should,  in  all  cases,  be 
accompanied  by  a  proper  certificate  of  registry,  (see  the  Register  Act 
3  &4  W.  4,  c.  55,  s.  34)  ;  and  it  should  be  ascertained  that  the 
parties  in  the  actual  possession  of  the  ship  or  vessel,  or  who  would 
be  entitled  to  such  possession  on  her  arrival  in  port,  are  the  same 
as  are  named  as  owners  in  the  registry.  When  the  ship  is  here, 
in  the  country  of  its  owners,  and  a  delivery  of  actual  possession  is 
possible,  such  delivery  is  necessary  to  give  a  perfect  title  to  the 
buyer  in  case  of  a  sale  of  the  whole  ship  ;  and  if  the  buyer  suffers 
the  seller  to  remain  in  possession  and  act  as  owner,  and  the  seller 
should  have  an  execution  issued  against  him,  or  should  become 
bankrupt  before  the  buyer  takes  possession,  the  property  may  be 
considered  as  remaining  in  the  seller,  and  seized  and  disposed  of 


188  THE    VESSEL. 

Possession  of  the  vessel  should  also  accompany  the  bill 
of  sale,  whenever  it  is  practicable.  If  the  bill  of  sale  is 
transferred  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  pre- 
sumption of  fraud,  and  make  the  parties  liable  to  losses 
and  difficulties  in  dealing  with  creditors,  and  such  as 
purchase  in  good  faith.1 

Registry,  Enrolment,  and  Licence*. — The  laws  of 

1  4  Mass.  663.  4  Mason,  183.  9  Pick.  4.  6  Mass.  422  ; 
15  do.  477;  18  do.  389. 


accordingly. — See  6  Geo.  4,  c.  16,  s.  70  ;  Abbott  on  Shipping, 
6th  Edition,  by  Serjt.  Shee,  14,  and  the  authorities  there  cited. 

Title  of  Mortgagee,  fyc. — The  claim  of  a  mortgagee  of  a  ship 
or  vessel,  or  any  share  or  shares  thereof,  is  not  preferred  to  that  of 
the  general  creditors,  unless  he  has  taken  care  on  lending  his  money, 
that  his  debt  and  security  shall  appear  in  the  book  of  registry,  and 
on  the  back  of  the  certificate.  — See  3  &  4  W.  4,  c.  55,  s.  42,  43  ; 
Abbott  on  Shipping,  6th  Edition,  16.  And  a  mortgagee  or  trustee 
for  sale  of  a  ship  or  vessel  for  payment  of  debts,  whose  mortgage 
or  assignment  shall  have  been  duly  registered,  is  not  to  be  deemed 
an  owner,  nor  his  interest  to  be  affected  by  the  subsequent  bank- 
ruptcy of  the  mortgagor  or  assignor,  on  the  ground  of  reputed 
ownership.— 3  &  4  W.  4,  c.  55,  s.  42,  43. 

*  In  England.]  Registry. — The  laws  of  England  have  given 
similar  privileges  to  ships  or  vessels  entitled  to  be  registered  as 
British  vessels.  For  an  enumeration  of  these  privileges,  and  for 
the  particular  provisions  and  directions  as  to  the  registry  of  ships, 
see  the  Register  Act,  3  &  4  W.  4,  c.  55. 

According  to  this  act,  if  a  ship  or  vessel  not  being  duly  registered, 
and  not  having  obtained  a  proper  certificate  of  registry,  shall  exer- 
cise the  privileges  of  a  British  ship,  the  same  is  subject  to  forfeiture 
and  may  be  seized  by  any  officer  of  the  customs,  s.  4. 

And  by  the  Navigation  Act,  3  &  4  W.  4,  c.  54,  it  is  enacted, 
that  no  ship  shall  be  admitted  to  be  a  British  ship  unless  duly 
registered  and  navigated  as  such,  s.  12. 

But  British-built  boats  or  vessels  under  fifteen  tons  burthen, 
wholly  owned  and  navigated  by  British  subjects,  although  not 
registered  as  British  ships,  shall  be  admitted  to  be  British  vessels 
in  all  navigation  in  the  rivers,  and  upon  the  coasts  of  the  United 


THE   VESSEL.  189 

the  United  States  have  given  many  privileges  to  vessels 
built,  owned,  and  commanded  by  our  own  citizens.  Such 
vessels  are  entitled  to  be  registered,  enrolled  or  licensed, 
according  to  circumstances,  and  are  thereupon  considered 


Kingdom,  or  of  the  British  possessions  abroad,  not  proceeding  over 
sea,  except  within  the  limits  of  the  respective  colonial  governments 
within  which  the  managing  owners  of  such  vessels  respectively 
reside;  and  all  British-built  boats  or  vessels  wholly  owned  and 
navigated  by  British  subjects,  not  exceeding  the  burthen  of  thirty 
tons,  and  not  having  a  whole  or  a  fixed  deck,  and  being  employed 
solely  in  fishing  on  the  banks  and  shores  of  Newfoundland,  and  of 
the  parts  adjacent,  or  on  the  banks  and  shores  of  the  provinces  of 
Canada,  Nova  Scotia,  or  New  Brunswick,  adjacent  to  the  Gulf  of 
St.  Lawrence,  or  on  the  north  of  Cape  Canso,  or  of  the  islands 
within  the  same,  or  in  trading  coastwise  within  the  said  limits,  shall 
be  admitted  to  be  British  boats  or  vessels,  although  not  registered, 
so  long  as  such  boats  or  vessels  shall  be  solely  so  employed,  s.  13. 
And  all  ships  built  in  the  British  settlements  at  Honduras,  and 
owned  and  navigated  as  British  ships,  shall  be  entitled  to  the 
privileges  of  British  registered  ships,  in  all  direct  trade  between 
the  United  Kingdom  or  the  British  possessions  in  America  and 
the  said  settlements  ;  provided  the  master  shall  produce  a  certificate 
under  the  hand  of  the  superintendant  of  those  settlements,  that 
satisfactory  proof  has  been  made  before  him  that  such  ship  (describ- 
ing the  same)  was  built  in  the  said  settlements,  and  is  wholly  owned 
by  British  subjects  ;  provided  also  that  the  time  of  the  clearance 
of  such  ship  from  the  said  settlements  for  every  voyage  shall  be 
indorsed  upon  such  certificate  by  such  superintendant,  s.  14. 

The  ships  or  vessels  entitled  to  be  registered  are  such  only  as  are 
wholly  of  the  built  of  the  United  Kingdom,  or  of  the  Isle  of  Man, 
or  of  Guernsey  or  Jersey,  or  of  some  of  the  colonies,  plantations, 
islands  or  territories,  in  Asia,  Africa  or  America,  or  of  Malta, 
Gibraltar  or  Heligoland,  which  belong  to  her  Majesty  at  the  time 
of  the  building  of  such  ships  or  vessels  ;  or  such  ships  or  vessels  as 
shall  have  been  condemned  in  any  Court  of  Admiialty  as  prize  of 
war,  or  condemned  in  any  competent  court  as  forfeited  for  the 
breach  of  the  laws  made  for  the  prevention  of  the  slave-trade,  and 
which  belong  to  her  Majesty's  subjects  duly  entitled  to  be  owners 
of  registered  ships  or  vessels. — See  Register  Act,  3  &  4  W.  4, 
c.  55,  s.  5. 

The  name  of  a  registered  ship  or  vessel  cannot  be  changed ;  and 
the  owner  or  owners,  before  taking  in  any  cargo,  must  cause  to  be 
painted  in  white  or  yellow  letters,  of  a  length  of  not  less  than  four 
inches  upon  a  black  ground,  on  some  conspicuous  part  of  the  stern, 
the  name  by  which  such  ship  or  vessel  shall  have  been  registered, 


190 


THE    VESSEL. 


"  vessels  of  the  United  States,  entitled  to  the  benefits  and 
privileges  appertaining  to  such  ships."  The  only  vessels 
entitled  to  a  register  are  those  built  in  the  United  States 
and  owned  wholly  by  citizens  thereof;  vessels  captured 
in  war  by  our  citizens,  and  condemned  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 

and  the  port  to  which  she  belongs,  in  a  distinct  and  legible  manner, 
and  must  so  preserve  the  same  ;  penalty  for  omission,  &c,  100/. — 
Register  Act,  3  &  4  W.  4,  c.  55,  s.  24. 

No  registry  can  be  made  or  certificate  obtained  until  the  owner 
or  owners  shall,  in  the  manner  directed  by  the  act,  make  a  declara- 
tion as  to  the  name  of  the  ship,  her  port  and  master,  the  descrip- 
tion of  the  ship,  the  name,  occupation,  and  residence  of  every  part 
owner,  with  other  particulars  tending  to  prove  them  to  be  subjects 
of  her  Majesty,  3  &  4  W.  4,  c.  55,  s.  13. 

A  bond  is  required  to  be  given  at  the  time  of  registry  by  the 
master  and  owner  or  owners,  in  a  penalty  varying  in  proportion  to 
the  burthen  of  a  ship,  but  never  exceeding  1000/.  ;  and  such  bond 
is  to  be  as  a  security  that  the  certificate  shall  not  be  lent,  sold,  or 
disposed  of,  but  solely  used  for  the  service  of  the  ship  for  which  it 
is  granted,  and  shall  be  given  up  within  a  month  in  certain  cases 
specified  in  the  act. 

If  the  master  cannot  attend  at  the  time  of  registry,  by  reason  of 
the  absence  of  himself  and  the  ship  at  some  other  port,  a  separate 
bond  may  be  given  by  him  at  the  port  where  the  ship  mav  then  be, 
s.  20. 

No  greater  number  than  thirty-two  persons  are  entitled  to  be 
legal  owners  at  one  and  the  same  time  as  tenants  in  common,  or  to 
be  registered  as  such.  This,  however,  is  not  to  affect  the  equitable 
title  of  minors,  heirs,  legatees,  creditors,  or  others  exceeding  that 
number,  duly  represented  by  or  holding  from  any  of  the  persons 
within  the  said  number  registered  as  legal  owners  by  any  shares, 
s.  33. 

Partners  in  trade  are  to  be  considered  as  one  person  only  in  esti- 
mating such  number,  s.  32. 

When  the  master  of  a  registered  ship  shall  be  changed,  a  me- 
morandum of  such  change  must  be  indorsed  upon  the  certificate  of 
registry,  and  the  new  master  must  give  a  bond  in  the  like  penal- 
ties and  under  the  same  conditions  as  are  contained  in  the  bond 
required  to  be  given  at  the  time  of  registry,  s.  21. 


THE   VESSEL.  191 

entitled  to  the  privileges  and  benefits  of  a  "  vessel  of  the 
United  States,"  although  she  be  built,  owned,  and  com- 
manded by  citizens  thereof.1 

Vessels  employed  wholly  in  the  whale-fishery,  owned 
by  an  incorporated  company,  may  be  registered,  so  long 
as  they  shall  be  wholly  employed  therein.2  If  not 
so  owned  and  registered,  they  must  be  enrolled  and 
licensed.3 

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.4 

In  order  to  the  obtaining  of  a  register,  oath  must  be 
made  that  the  master  is  a  citizen  of  the  United  States.5 
If  the  master  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.6 

If  any  certificate  of  registry  is  fraudulently  or  know- 
ingly 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.7  If 
an  enrolled  or  licensed  vessel  is  about  to  proceed  on  a 
foreign  voyage,  she  must  surrender  her  enrolment  and 
licence,  and  take  out  a  register,  or  she,  together  with 
her  cargo,  will  be  liable  to  forfeiture.8  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 
privileges  of  vessels  of  the  United  States  in  those  trades, 

1  Act  1792,  ch.  45,  §  1.  2  Act  1831,  ch.  350,  §  1. 

3  3  Summer,  342.     2  Law  Rep.  146  contra. 

4  Act  1792,  ch.  45,  §  3.  5  Do.  §  4,  §  12. 
6  Act  1792,  ch.  45,  §  23.             7  Do.  §  27, 

8  Act  1793,  ch.  52,  §  8. 


192  THE    VESSEL. 

must  be  enrolled  and  licensed ;  and  if  less  than  twenty 
tons,  must  be  licensed.1  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.2  The  name  must  be  painted  on  the 
stern  in  the  same  manner,  under  penalty  of  20  dollars.3 

If  any  vessel  licensed  for  the  fisheries  engages  in  any 
other  business  not  expressly  allowed  by  the  licence,  she 
is  forfeited.4  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.5  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.6 

Documents.* — Every  registered  vessel  should  have  a 

»  Act  1793,  ch.  52,  §  1.  2  Do.  §  2.  >  Do.  §  11. 

4  Act  1793,  ch.  52,  §32. 

5  Acts  1828,  ch.  119,  §  1,  and  1836,  ch.  55,  §  1. 

6  Act  1817,ch.  204,  §  3. 


*  In  England.]  Documents. — The  certificate  of  registry 
specifies  the  name,  occupation,  and  residence  of  every  owner,  in 
the  proportions  mentioned  on  the  back  of  it ;  the  name  of  the  ship, 
the  place  to  which  she  belongs,  her  tonnage,  the  name  of  the  master, 
the  time  and  place  of  the  built,  or  of  condemnation  ;  the  name  of 
the  surveying  officer,  the  number  of  decks  and  masts  ;  the  length, 
breadth,  height  between  decks,  if  more  than  one — or  depth  of  the 
hold,  if  only  one  deck  ;  whether  rigged  with  a  standing  or  running 
bowsprit ;  the  description  of  her  stern,  whether  carvel  or  clinker 
built;  and  gallery,  and  kind  of  head,  if  there  be  any.  And  on 
the  back  are  indorsed  the  names  of  the  several  owners,  with  the 
number  of  64th  shares  held  by  each,  3  &  4  W.  4,  c.  55,  s.  2. — 
Abbott  on  Shipping,  6th  Edition,  61. 

The  master  must  procure  and  keep  on  board  all  the  papers  and 
documents  required  for  the  manifestation  and  protection  of  the  ship 
and  cargo,  by  the  law  of  the  countries  from  and  to  which  the  ship  is 
bound,  and  by  the  law  of  nations  in  general,  and  treaties  between 
particular  states. — Abbott  on  Shipping,  6th  Edition,  302.  The 
documents  and  papers  expected  to  be  found  on  board  a  neutral  ship 
are — 1.  The  passport,  sea  brief ,  or  sea  letter.  2.  The  proofs 
of  property ,  bill  of  sale,  §c.      3.  The  muster-roll.     4.  The 


THE   VESSEL.  193 

certificate  of  registry}  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  im- 
portant to  prove  neutrality  in  time  of  war  between  other 
powers.  For  the  same  reasons,  an  enrolled  vessel  should 
have  a  certificate  of  enrolment".  Vessels  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 
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  neces- 
sary or  expedient  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,  clear- 
ing 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 

1  Act  1792,  ch.  45.  2  Act  ]19^  ch  52. 


charter-party.  5.  The  bill*  of  lading.  6.  The  invoice.  7- 
The  log-book.  8.  The  bill  of  health See  Marshall  on  Insur- 
ance, Book  i.  c.  9,  s.  6.  As  to  the  manifest  or  written  contents 
required  for  the  importation  of  goods  into  Great  Britain,  see  6  G. 
4,  c.  107,  ss.  3-7.  As  to  the  coasting-trade,  see  same  stat.,  ss. 
100-114.— Abbott  on  Shipping,  6th  Edition,  302,  n. 

*  In  England.]     Medicine  Chest. — By  the  act  5  &  6  W.  4, 
c.  19,  s.  12,  every  ship  bound  on  a  foreign  voyage  is  required  to 
have  and  keep  constantly  on  board  a  *  sufficient  supply  of  medi- 
cines suitable  to  accidents  and  diseases  arising  on  sea  voyages." 
o 


194  THE   VESSEL. 

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  apothe- 
cary 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  K  The  same  rule  applies  to  vessels  of 
seventy-five  tons  and  upwrards,  navigated  by  six  persons 
in  the  whole,  and  bound  to  the  West  Indies  2. 

National  Character  of  Crew*. — In  order  to  be 
placed  upon  the  most  favourable  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 
u  persons  not  the  subjects  of  any  foreign  prince  or  state3." 
Nevertheless,  while  foreigners  are  employed  in  our 
vessels,  they  are  under  the  protection  of  our  laws  as 
"  mariners  and  seamen  of  the  United  States4." 

i  Act  1790,  ch.  56,  §  8.  2  Act  1805,  ch.  88,  §1. 

3  Act  1817,ch.  204,  §3,  5,6.      4  Sumner,  115. 


*  In  England.]  National  Character  of  Crew. — Every 
British  registered  ship  is  required  to  be  navigated  in  every  part 
of  the  world,  by  a  master  who  is  a  British  subject,  and  by  a  crew 
whereof  three-fourths,  at  least,  are  British  seamen ;  and  if  such 
ship  be  employed  in  a  coasting  voyage  from  one  part  of  the  United 
Kingdom  to  another,  or  in  a  voyage  between  the  United  Kingdom 
and  the  islands  of  Guernsey,  Jersey,  Alderney,  Sark,  or  Man,  or 
from  one  of  the  said  islands  to  another  of  them,  or  from  one  part 
of  either  of  them  to  another  of  the  same,  or  be  employed  in  fishing 
on  the  coasts  of  the  United  Kingdom,  or  of  any  of  the  said  islands, 
then  the  whole  of  the  crew  shall  be  British  seamen. — See  Navi- 
gation Act,  3  &  4  W.  4,  c.  54,  s.  13. 

It  is  provided,  however,  that  a  ship  not  required  to  be  wholly 
navigated  by  British  seamen,  shall  be  deemed  duly  navigated  by 
one  British  seaman  for  every  twenty  ton3  of  her  burthen,  although 
the  number  of  other  seamen  shall  exceed  one-fourth  of  the  whole 
crew,  s.  16. 

As  to  the  persons  qualified  to  be  master  of  a  British  ship,  or  to 
be,  or  considered,  as  British  seamen  within  the  act,  see  ss.  16,  17. 


THE    VESSEL.  195 

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  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  propor- 
tions 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  additional  day's 
wages  for  every  day  they  are  so  allowanced1. 

Passengers  t. — The  same  provision,  with  the  addi- 

1  Act  1790,  ch.  56,  §9. 


*  In  England.]  Provisions. — The  master  of  every  outward- 
bound  ship  shall,  upon  application  to  an  officer  called  the  searcher, 
receive  a  victualling  bill,  for  the  shipment  of  such  stores  as  he  may 
require,  and  as  shall  be  allowed  by  the  collector  and  controller  for 
the  use  of  the  ship,  according  to  the  voyage  upon  which  she  is  about 
to  depart ;  and  no  articles  taken  on  board  shall  be  deemed  to  be 
stores,  except  such  as  shall  be  borne  on  such  victualling  bill,  3  & 
4  W.  4,  c.  52,  s.  63. 

f  In  England.]  Passengers. — Every  ship  carrying  passengers 
from  any  port  or  place  in  the  United  Kingdom,  or  in  the  islands 
of  Guernsey,  Jersey,  Alderney,  Sark,  or  Man,  or  any  voyage  to  or 
for  any  port  or  place  out  of  Europe,  and  not  being  within  the  Medi- 
terranean Sea,  must  have  on  board  good  and  wholesome  provisions 
for  the  use  and  consumption  of  the  passengers,  over  and  above  the 
victualling  of  the  crew,  to  the  amount  or  in  the  proportion  follow- 
ing, viz.,  a  supply  of  pure  water  to  the  amount  of  five  gallons  to 
every  week  of  the  computed  voyage  for  every  passenger,  such  water 
being  carried  in  tanks  or  sweet  casks,  and  a  supply  of  bread,  biscuit, 
oatmeal,  or  bread  stuffs,  to  the  amount  of  seven  pounds  weight  to 
every  week  of  the  computed  voyage  for  every  such  passenger.  But 
to  the  extent  of  one-third  of  such  supply,  seven  pounds  weight  of 
potatoes  may  be  deemed  equivalent  to  one  pound  weight  of  bread, 
biscuit,  oatmeal,  or  bread  stuffs,  in  the  supply  of  any  ship  bound  to 
some  place  in  North  America. 

And  when  any  ship  shall  be  destined  to  call  at  a  port  or  place 

in  the  course  of  her  voyage,  for  the  purpose  of  filling  up  her  water, 

a  supply  of  water  at  the  rate  before  mentioned  for  every  week  of  the 

computed  voyage  to  such  port  or  place  of  calling,  will  be  sufficient. 

o2 


196  THE   VESSEL. 

tion  of  one  gallon  of  vinegar,  must  be  made  for  every  pas- 
senger ;  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  *. 

If  any  vessel  takes  on  board  a  greater  number  of 
passengers  than  two  for  every  five  tons,  custom-house 
measurement,  the  master  forfeits  150  dollars  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  2. 

1  Act  1819,  ch.  170,  §  3.  2  Do.  §  1,  §2. 


The  number  of  weeks  deemed  necessary  for  the  voyage  of  any 
such  ship,  according  to  her  destination,  shall  be  determined  by  the 
following  rule  of  computation. 

For  a  voyage  to  North  America  ten  weeks  ;  South  America,  on 
the  Atlantic  Ocean,  or  to  the  West  Coast  of  Africa,  twelve  weeks  ; 
the  Cape  of  Good  Hope  fifteen  weeks ;  the  Mauritius  eighteen 
weeks  ;  and  for  any  other  voyage,  twenty-four  weeks. — See  the  act 
5  &  6  W.  4,  c.  53,  "  for  regulating  the  carriage  of  passengers  from 
the  United  Kingdom,"  sect.  3  and  4  ;  and  1  &  2  Vict.,c.  113,  s. 
26,  as  to  foreign  vessels. 

And  no  such  ship  is  allowed  to  proceed  on  her  voyage  with  more 
persons  than  in  the  proportion  of  three  persons  for  every  five  tons 
of  the  registered  burthen  of  such  ship,  the  master  and  crew  being 
included  in  such  number. 

The  ship  carrying  such  passengers,  is  required  to  have  a  height 
of  five  feet  and  a  half  between  decks;  and  when  only  two  tiers  of 
berths,  there  shall  bean  interval  of  six  inches, at  the  least,  between 
the  deck  or  platform,  and  the  floor  of  the  lower  tier,  throughout  the 
whole  extent  thereof,  5  &  6  W.  4,  c.  53,  s.  2. 

For  the  other  regulations  now  in  force  on  this  important  sub- 
ject, the  reader  is  referred  to  the  act  itself. 

But  from  this  act  is  expressly  excepted  all  ships  in  which  the 
number  of  passengers  shall  not  exceed  one  for  every  five  tons  of 
their  registered  burthens,  s.  20. 

Penalties  from  5/.  to  20/.,  are  imposed  upon  the  master  for  non- 
compliance with  the  regulations,  without  prejudice  to  any  right  of 
action  the  passenger  may  have  in  respect  of  the  breach,  or  non-per- 
formance of  any  contract  between  him  and  the  master  and  owners, 
s.  17. 

For  the  regulations  as  to  the  carriage  of  passengers  between 
Great  Britain  and  Ireland,  see  the  act  4  G.  4,  c.  88. 


197 


CHAPTER  II. 

THE    MASTERS   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  licence.  Power  to  sell 
and  hypothecate.  Keeping  and  delivering  cargo.  Deviation.  Colli- 
sion.   Pilot.    Wages  and  advances. 

Revenue  Duties  and  Obligations  *. — The  mas- 
ter of  every  vessel  bound  on  a  foreign  voyage,  before 

*  In  England.]  Revenue  duties  and  obligations. — By  the  3 
&  4  Wm.  4,  c.  52,  entitled  "  An  Act  for  the  general  regulation  of 
the  customs,"  it  is  enacted  — 

That  no  goods  shall  be  shipped  or  water-borne,  to  be  shipped  on 
board  any  ship,  in  any  port  or  place  in  the  United  Kingdom,  or  in 
the  Isle  of  Man,  to  be  carried  beyond  seas,  before  due  entry  out- 
wards of  such  ship,  and  due  entry  of  such  goods  shall  be  made  and 
cocket  granted,  nor  before  such  goods  shall  be  duly  cleared  for 
'  shipment  in  manner  thereinafter  directed,  and  that  no  stores  shall 
be  shipped  for  the  use  of  such  ship,  except  such  as  are  borne  on  the 
victualling  bill  of  such  ship,  under  pain  of  forfeiture,     s.  61. 

That  no  ship  on  board  of  which  any  goods  or  stores  shall  have 
been  shipped  for  parts  beyond  the  seas,  shall  depart  from  such  port 
until  such  ship  shall  have  been  duly  cleared  outwards  for  her 
intended  voyage,  under  pain  of  forfeiture  by  the  master  of  100/., 
s.  62. 

It  may  be  useful  to  state  in  this  place  in  what  this  "  duly  clear- 
ing" of  a  ship  consists. 

The  master  of  every  outward-bound  ship  shall  upon  application 
to  an  officer,  called  the  searcher,  receive  a  victualling  bill  for  the 
shipment  of  such  stores  as  he  may  require,  and  as  shall  be  allowed 
by  the  collector  and  controller  for  the  use  of  the  ship  according  to 
the  voyage  upon  which  she  is  about  to  depart,  and  no  articles  taken 
on  board  shall  be  deemed  to  be  stores,  except  such  as  shall  be  borne 
on  such  victualling  bill,  s.  63.  He  shall  also,  before  any  goods 
be  taken  on  board,  deliver  to  the  collector  or  controller  a  certificate 
from  the  proper  officer,  of  the  clearance  inwards  or  coastwise  of  such 
ship  of  her  last  voyage,  specifying  what  goods,  if  any,  have  been 
reported  inwards  for  exportation,  and  also  deliver  to  the  collector 
or  controller  an  account,  signed  by  the  master  or  his  agent,  of  the 
entry  outwards  of  such  ship  for  her  intended  voyage  setting  forth 


198  master's  relation  to 

clearance,  must  give  to  the  collector  of  the  customs  a  list 
of  the  crew,  specifying  their  names,  places  of  birth  and 

the  name  and  tonnage  of  the  ship,  the  name  of  the  place  to  which 
she  belongs  if  British,  or  of  her  country  if  foreign,  the  name  of  the 
master,  of  the  place  for  which  she  is  bound,  and  of  the  place  in 
such  port  at  which  she  is  to  take  in  her  lading  for  the  voyage. 
The  particulars  of  such  account  shall  be  written  and  arranged  in 
such  form  and  manner  as  the  collector  and  controller  shall  require; 
and  such  account  shall  be  the  entry  outwards  of  such  ship,  and  shall 
be  entered  in  a  book  to  be  kept  by  the  collector  for  the  information 
of  all  persons  interested  ;  and  if  any  goods  be  taken  on  board  any 
ship  before  she  shall  have  been  entered  outwards,  the  master  shall 
forfeit  100/.  If,  however,  it  become  necessary  to  lade  any  heavy 
goods  before  the  whole  of  the  inward  cargo  is  discharged,  it  shall  be 
lawful  for  the  collector  and  controller  to  issue  what  is  called  a 
stiffening  order  for  that  purpose,  s.  64* 

Every  person  entering  outward  goods  for  export  beyond  the  seas 
shall  deliver  to  the  collector  or  controller  a  bill  of  the  entry  thereof 
(fairly  written,  or  fairly  written  in  part,  and  fairly  printed  in  part, 
1  &  2  Vict.  c.  113)  in  words  at  length,  expressing  the  name  of  the 
ship  and  of  the  master,  and  of  the  place  to  which  the  goods  are  to 
be  exported,  and  of  the  person  in  whose  name  the  goods  are  to  be 
entered,  and  the  quantities  and  proper  denomination  or  descriptions 
of  the  several  sorts  of  goods,  and  shall  pay  down  any  duties  which 
may  be  due  upon  the  exportation  of  any  such  goods,  and  such  person 
shall  also  deliver  at  the  same  time  one  or  more  duplicates  of  such 
bill  in  which  all  sums  and  numbers  may  be  expressed  in  figures, 
and  the  particulars  contained  in  such  bill  shall  be  written  and 
arranged  in  such  form  and  manner  as  the  collector  and  controller 
shall  require,  and  thereupon  the  collector  and  controller  shall  cause 
a  cocket  to  be  written  for  such  goods,  making  it  known  that  such 
goods  have  been  entered,  and  shall  sign  such  cocket  and  deliver  it 
to  the  person  who  shall  have  made  such  entry,  and  who  shall  keep 
and  be  responsible  for  the  proper  use  of  the  same,  s.  65. 

Before  any  part  of  the  goods,  for  which  any  cocket  shall  have 
been  granted,  shall  be  shipped  or  water-borne,  to  be  shipped,  the 
same  shall  be  duly  cleared  for  shipment  with  the  searcher  ;  and 
before  any  goods  be  cleared  for  shipment,  the  particulars  of  the 
goods  for  each  clearance  shall  be  indorsed  on  such  cocket,  together 
with  the  number  and  denomination  or  description  of  the  respective 
packages  containing  the  same  ;  and  on  the  margin  of  such  indorse- 
ment shall  be  delineated  the  respective  marks  and  numbers  of  such 
packages,  and  to  each  such  indorsement  shall  be  subjoined  in  words 
at  length  an  account  of  the  total  quantities  of  each  sort  of  goods 
intended  in  such  indorsement,  and  the  total  of  each  sort  of  package 


VESSEL   AND   CARGO.  199 

residence,  and  containing  a  description  of  their  persons  ; 
whereupon  he  is  entitled  to  a  certified  copy  of  the  same 

in  which  such  goods  are  contained,  distinguishing,  &c. ;  and  all 
goods  shipped  or  water-horne,  to  be  shipped,  not  being  duly  cleared 
as  aforesaid,  shall  be  forfeited,  s.  70. 

The  person  clearing  such  goods  for  shipment  shall  upon  each 
occasion  produce  the  cocket  so  indorsed  to  the  searcher,  and  shall 
also  deliver  a  shipping  bill,  or  copy  of  such  indorsement,  referring 
by  names  and  date  to  the  cocket  upon  which  such  indorsement  is 
made,  and  shall  obtain  the  order  of  the  searcher  for  the  shipment 
of  such  goods,  which  indorsement  and  shipping  bill  shall  be  written 
and  arranged  as  the  collector  and  controller  shall  require,  s.  71. 

Before  any  ship  shall  be  cleared  outwards  with  goods  on  board, 
the  master  shall  deliver  a  content  of  such  ship  to  the  searcher, 
setting  forth  the  name  and  tonnage  of  such  ship,  and  the  place  and 
places  of  her  destination,  and  the  name  of  the  master,  and  also  an 
account  of  the  goods  shipped  on  board,  and  of  the  packages  con- 
taining such  goods,  and  of  the  marks  and  numbers  upon  such  pack- 
ages, and  also  before  the  clearance  of  such  ship,  the  cockets.  with 
the  indorsements  and  clearances  thereon,  for  the  goods  shipped, 
shall  be  finally  delivered  by  the  respective  shippers  of  such  goods 
to  the  searcher,  who  shall  file  the  same  together,  and  shall  attach 
with  a  seal  a  label  to  the  file,  showing  the  number  of  cockets  in 
the  file,  and  shall  compare  the  particulars  of  the  goods  in  the 
cockets  with  the  particulars  of  the  goods  in  such  content,  and  shall 
attest  the  correctness  thereof  by  his  signature  on  the  label,  and  on 
the  content ;  and  the  master  of  the  ship  shall  make  and  sign  a 
declaration  before  the, collector  or  controller  to  the  truth  of  such 
content,  and  shall  answer  to  the  collector  or  controller  such  ques- 
tions concerning  the  ship,  the  cargo,  and  the  intended  voyage,  as 
shall  be  demanded  of  him  ;  and  thereupon  the  collector  or  con- 
troller shall  clear  such  ship  for  her  intended  voyage,  and  shall 
notify  such  clearance,  and  the  date  thereof  upon  the  content,  and 
upon  the  label  to  the  file  of  cockets,  and  upon  the  victualling  bill, 
and  also  in  the  book  of  ships'  entries  outwards,  for  the  information 
of  all  parties  interested,  and  shall  transmit  the  content  and  the 
cockets,  and  the  victualling  bill,  to  the  searcher,  s.  78.  The  file 
of  cockets  and  the  victualling  bill,  shall  thereupon  be  delivered 
by  the  searcher  to  the  master  of  such  ship  ;  and  such  file  of  cockets 
and  victualling  bill  so  delivered,  shall  be  kept  by  the  master  of 
such  ship,  as  the  authority  for  departing  from  the  port  with  the 
several  parcels  and  packages  of  goods,  and  of  stores  on  board,  so 
far  as  they  shall  agree  with  the  particulars  in  the  indorsements  on 
such  cockets,  or  with  such  victualling  bill,  s.  79.  When  the 
ship  has  arrived  at  the  place  of  her  destination,  the  master  must 


200  MASTERS   RELATION' TO 

from  the  collector.  This  copy  he  must  deliver,  under 
a  penalty  of  400  dollars,  to  the  first  boarding  officer  upon 

take  care  that  she  be  safely  moored  or  anchored,  and  report  his 
ship  and  crew,  and  deliver  his  manifest  and  other  papers,  according 
to  the  law  and  custom  of  the  place. 

By  the  same  act  3  &  4  W.  4,  c.  52,  it  is  also  enacted,  "  That 
no  goods  shall  be  unladen  from  any  ship  arriving  from  ports 
beyond  the  seas,  at  any  port  or  place  in  the  United  Kingdom, 
or  the  Isle  of  Man,  nor  shall  bulk  be  broken  after  the  arrival  of 
such  ship  within  four  leagues  of  the  coast,  before  due  report  of  such 
ship,  and  due  entry  of  such  good?,  shall  have  been  made,  and  war- 
rant granted  in  manner  thereinafter  directed  ;  that  no  goods  shall 
be  unladen,  except  at  such  times  and  places,  and  in  such  manner 
and  by  such  persons,  and  under  the  care  of  such  officers  as  is  therein- 
after directed ;  and  that  all  goods  not  duly  reported,  or  which  shall 
be  unladen  contrary  thereto,  shall  be  forfeited  ;  and  if  bulk  be 
broken  contrary  thereto,  the  master  of  such  ship  shall  forfeit  100/. ; 
and  if  any  alteration  in  the  stowage  be  made  to  facilitate  the  un- 
lading, or  any  part  of  the  cargo  be  staved  or  destroyed,  or  any 
package  opened  within  four  leagues  of  the  coast,  the  ship  shall  be 
deemed  to  have  broken  bulk,  s.  2. 

That  no  goods  shall  be  imported  from  parts  beyond  the  seas  in 
any  British  ship,  nor  any  tobacco  in  any  ship,  unless  the  master 
shall  have  on  board  a  manifest  of  such  goods,  or  of  such  tobacco, 
made  out  and  dated,  and  signed  by  him  at  the  place  where  the 
same,  or  the  different  parts  of  the  same,  were  taken  on  board  ;  and 
every  such  manifest  shall  set  forth  the  name  and  the  tonnage  of 
the  ship,  the  name  of  the  master,  and  of  the  place  to  which  the 
ship  belongs,  and  of  the  place  or  places  for  which  they  are  destined 
respectively  ;  and  shall  contain  a  particular  account  and  description 
of  all  the  packages  with  the  marks,  &c. ;  and  of  such  goods  as  are 
stowed  loose,  and  the  names  of  the  respective  shippers  and  con- 
signees, as  far  as  the  same  can  be  known  to  the  master.  A  general 
account  must  be  subjoined,  s.  3. 

That  before  any  ship  shall  be  cleared  out,  or  depart  from  any 
place  in  any  of  the  British  possessions,  abroad,  or  from  any  place 
in  China,  with  any  goods  for  the  United  Kingdom,  or  the  Isle  of 
Man,  the  master  of  such  ship  shall  produce  the  manifest  to  the 
collector  or  controller  of  the  customs,  or  other  proper  officer,  who 
shall  certify  upon  the  same  the  date  of  the  production  thereof  to 
him,  3.  4. 

That  if  any  goods  shall  be  imported  into  the  United  Kingdom, 
or  into  the  Isle  of  Man,  without  such  manifest,  or  if  any  goods 
contained  in  such  manifest,  be  not  on  board,  the  master  shall  for- 
feit 100/.  ;  and  if  he  refuse  to  produce  such  manifest,  and  deliver 


VESSEL    AND    CARGO.  201 

his  arrival  in  the  United  States,  and  produce  the  persons 
named  therein,  unless  the  same  have  been  discharged  in 

a  copy  thereof  to  any  officer  of  the  customs,  who  within  four  leagues 
of  the  coast,  shall  demand  the  same,  he  shall  also  forfeit  100/., 
ss.  6  and  7. 

That  the  master  of  every  ship  arriving  from  any  such  ports  be- 
yond  the  seas,  shall  within  twenty-four  hours  of  such  arrival,  and 
before  bulk  broken,  make  due  report  of  such  ship,  and  make  and 
subscribe  a  declaration  of  the  truth  of  the  same  before  the  collector 
or  controller  of  such  port  ;  and  such  report  shall  contain  an  account 
of  the  particular  marks,  numbers,  and  contents,  of  all  the  different 
packages  or  parcels  of  goods  on  board,  and  the  particulars  of  such 
goods  as  are  stowed  loose,  to  the  best  of  his  knowledge  ;  and  of  the 
place  and  places  where  such  goods  were  respectively  taken  on  board, 
and  of  the  burthen  of  such  ship,  and  of  the  country  where  such 
ship  was  built ;  or  if  British,  of  the  port  of  registry,  and  of  the 
country  of  the  people  to  whom  such  ship  belongs  ;  and  of  the  name 
and  country  of  the  person  who  Mas  master  during  the  voyage  ;  and 
of  the  number  of  people  by  whom  such  ship  was  navigated,  stating 
how  many  are  subjects  of  the  country  to  which  such  ship  belongs, 
and  how  many  are  of  some  other  country  ;  and  in  such  report,  it 
shall  be  further  declared,  whether  and  in  what  cases  such  ship  has 
broken  bulk  in  the  course  of  her  voyage ;  and  what  part  of  the 
cargo,  if  any,  is  intended  for  importation  at  another  port  in  the 
United  Kingdom  ;  and  what  part,  if  any,  is  prohibited  to  be  im- 
ported, except  to  be  warehoused  for  exportation  only  ;  and  what 
part,  if  any,  is  intended  for  exportation  in  any  such  ship,  to  ports 
beyond  the  seas ;  and  what  surplus  stores  or  stock  remain  on  board 
such  ship  ;  and  if  a  British  ship,  what  foreign-made  sails  or  cor- 
dage, not  being  standing  or  running  rigging,  are  in  use  on  board 
such  ship  ;  and  the  master  of  any  ship  who  shall  fail  to  make  such 
report,  shall  forfeit  100/.,  s.  8. 

That  the  master  of  every  ship  shall,  at  the  time  of  making  such 
report,  deliver  to  the  collector  or  controller,  the  manifest  of  the 
cargo,  where  a  manifest  is  required  ;  and  if  required,  shall  produce 
to  him  any  bill  or  bills  of  lading,  or  a  true  copy  thereof,  for  any 
and  every  part  of  the  cargo,  and  shall  truly  answer  all  such  ques- 
tions relating  to  the  ship  and  cargo,  and  crew,  and  voyage,  as  shall 
be  put  to  him  by  such  collector  or  controller ;  and  in  case  of  failure 
or  refusal,  or  if  such  manifest,  or  bill  of  lading,  or  copy,  shall  be 
false  ;  or  if  any  bill  of  lading  be  uttered  by  any  master,  and  the 
goods  expressed  therein  shall  not  have  been  bona,  fide  shipped  on 
board  ;  or  if  any  bill  of  lading,  uttered  or  produced  by  any  master, 
shall  not  have  been  signed  by  him,  or  any  such  copy  shall  not  have 
been  received  or  made  by  him,  previously  to  his  leaving  the  place 


202  master's  relation  to 

a  foreign  country,  with  the  consent  of  the  consul  or 
other  commercial  agent  thereto  certified  in  writing  under 
his  hand  and  official  seal ;  or  by  showing  that  they  have 
died  or  absconded,  or  been  impressed  into  foreign  ser- 
vice l .  The  duplicate  list  of  the  crew  shall  be  a  fair  copy, 
in  one  uniform  handwriting,  without  erasure  or  inter- 
lineation2. 

The  owners  must  also  obtain  from  the  collector  of  the 
customs  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  explained3. 

The  master  of  every  vessel  of  the  United  States,  on 
arriving  at  a  foreign  port,  must  deposit  with  the  consul, 
or  other  commercial  agent,  his  certificate  of  registry,  sea 
letter,  and  passport  (if  he  have  one,)  under  a  penalty  of 
500  dollars.  The  consul  returns  them  to  him,  upon  his 
obtaining  a  clearance4. 

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  dollars  6. 

Vessels  arriving  from  foreign  ports  must  unlade  and 

1  Act  1803,  ch.  62,  §  1.     2  Act  1840,  oh.  28,  §].     3  Do. 
*  Act  1803,  ch.  62,  §2.       5  Act  1819,  ch.  170,  §4. 


where  the  goods  expressed  in  such  bill  of  lading,  or  copy,  were 
shipped,  such  master  shall  forfeit  100/.,  s.  11. 

That  every  ship  shall  come  as  quickly  up  to  the  proper  place  of 
mooring  or  unlading,  as  the  nature  of  the  port  will  admit,  and 
without  touching  at  any  other  place  ;  and  in  proceeding  to  such 
place,  shall  bring  to,  at  stations  appointed  by  the  commissioners  of 
his  Majesty's  Customs,  for  the  boarding  of  ships  by  the  officers  of 
the  customs  ;  and  after  arrival  at  such  place  of  mooring,  or  unlading, 
such  ship  shall  not  remove  from  such  place,  except  directly  to  some 
other  proper  place,  and  with  the  knowledge  of  the  proper  officer  of 
the  customs,  on  penalty  of  100/.,  to  be  paid  by  the  master  of  such 
ship,  s.  13. 


VESSEL    AND    CARGO.  203 

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  amount1. 

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  them2. 

The  master  subjects  himself  to  a  fine  of  200  dollars 
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*.  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, 
built,  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  stores4. 

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  dollars  for  each  offence5. 

If  the  master  refuses  to  exhibit  his  manifest  and  de- 
liver a  copy  of  the  same  to  the  boarding  officer,  or  to 

1  Act  1799,  ch.  128,  §  45.  a  Do.  3  Do.  23. 

*  Act  1819,  ch.  170,  §  4.  *  Act  1799,  ch.  128,  §  27. 


204  master's  relation  to 

inform  him  of  the  true  destination  of  the  vessel,  he 
incurs  a  penalty  of  500  dollars  for  each  offence1. 

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  dollars 
for  each  offence  2. 

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  made  to  appear  that  the  omission 
occurred  by  accident  or  mistake3. 

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  dollars ;  and  if  he  shall  attempt  to  leave 
the  port  without  entry  he  forfeits  400  dollars 4. 

If  any  articles  reported  in  the  manifest  are  not  found 
on  board,  the  master  forfeits  500  dollars,  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  clearance,  under  penalty  of  500  dollars  '. 

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  made6. 

The  master  of  every  coasting  vessel  must  deliver  up 
his  licence  within  three  days  after  it  expired,  or  if  the 

>  Act  1799,  ch.  128,  §  26.         *  Act  1825,  ch.  275,  §  17. 

3  Act  1799,  ch.  128,  §  24.  4  Do.  §  30. 

.*  Do.  §  3.  6  Act  1793,  ch.  52,  §  12. 


VESSEL   AND    CARGO.  205 

vessel  was  then  at  sea,  within  three  days  after  her  first 
arrival  thereafter,  under  a  penalty  of  50  dollars. 

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  dollars;  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  certi- 
fied to  by  the  collector  of  the  former  port,  under  penalty 
of  100  dollars1.  If  the  vessel  shall  at  any  time  be  found 
without  a  manifest  on  board,  the  master  forfeits  20 
dollars,  and  if  he  refuses  to  inform  the  officer  of  his  last 
port  of  departure,  he  forfeits  100  dollars2. 

Power  to  sell  and  hypothecate*. — The  master 
has,  in  certain  cases,  power  to  hypothecate  the  ship  and 
cargo,  and  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  master  is,  to  bear 
in  mind  that  his  duty  is  to  prosecute  the  vogage,  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 

1  Act  1793,  ch.  52,  §  17.  *  Do.  §  18. 


*  In  England.]  Power  to  sell  and  hypothecate. — The  law, 
as  respects  the  authority  of  the  master  to  sell  or  hypothecate  the 
ship  and  cargo,  is  the  same  in  England  as  in  the  United  States. 

The  master  of  a  ship  has  not,  unless  in  a  case  of  extreme  neces- 
sity, authority  to  sell  the  ship,  and  he  is  hound  seriously  and 
deliberately  to  try  every  other  expedient  before  disposing  of  the 
ship  or  any  part  of  the  cargo. — See  Abbott  on  Shipp.,  6th  edit., 
s.  597;  4  Campb.,  138.  See  also,  1  Bing.,  243  ;  3  Brod.  & 
Bing.,  151  ;  8  Taunt.,  755;  3  Brod.  $  Bing.,  147;  1 
Bing.,  445. 

The  observations  as  to  the  keeping,  transportation,  and  delivery 
of  the  cargo  are  equally  applicable  to  the  masters  of  British  vessels. 


20G  master's  relation  to 

have  under  his  control  other  than  cargo1.  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  funds2.  His  next  recourse  should  be  to  the 
personal  credit  of  the  owner,  by  drawing  bills  or  other- 
wise3. 

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  circum- 
stances. 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  pro- 
bably selling  part  of  the  cargo  would  almost  in  all  cases 
be  the  least  favourable  course  for  all  the  purposes  of  the 
voyage4.  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  keeping  and  transportation5.  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  hypothe- 
cate the  whole,  or  sell  a  part,  according  to  circumstances. 
As  to  selling  part,  he  should  remember  that  his  duty  is 
to  carry  forward  the  objects  of  the  voyage,  and  that 
selling  a  large  part  would  probably  impair  these  objects 
more  than  hypothecating  the  whole6. 

In  no  case  can  any  of  the  cargo  be  sold  or  hypothe- 
cated 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 

1  3  Mason,  255.  2  Do.  3  2  Wash.  C.  C.  226. 

*  2  Wash.  C.  C.  226.         5  Do. 

6  3  Mason,  255.    1  Wash.  C.  C.  49  ;  2  Do.  226.  3  Rob.  240. 


VESSEL   AND    CARGO.  207 

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-owner2. 

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  2. 

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  sale  of  her.  As  a  pru- 
dent 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  pub- 
licly and  with  the  best  faith  in  all  parties,  and  to  pre- 
serve evidence  of  the  same.     Although  a  person  should 

1  2  Wash.  226 ;  3  Rob.  240.     2  2  Wash.  C.  C.  150.  3  Rob.  240. 


208  master's  relation  to 

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  lie  afterwards  buy  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  parties1. 

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  other- 
wise than  with  prudence  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  2. 

As  to  the  safe  keeping,  transportation,  and  delivery  of 
the  cargo,  the  master's  duties  and  obligations  are  those 
of  a  common  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  occa- 
sioned by  inevitable  accident,  or  by  the  acts  of  public 
enemies.  He  is  answerable  also  for  unnecessary  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. 


1  5  Mason,  465.     2  Sumner,  206.     Edwards,  117. 
2  1  Dallas,  184. 


VESSEL    AND    CARGO.  209 

Deviation*. — The  master  must  not  deviate  from  the 
course  of  the  voyage.  By  a  diviation  is  meant,  techni- 
cally, any  alteration  of  the  risk  insured  against,  with- 
out necessity  or  reasonable  cause.  It  may  be  by  de- 
parting from  the  regular  and  usual  course  of  the  voyage, 
or  by  any  unusual  and  unnecessary  delay.  A  devia- 
tion 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  supplies,  if  there 
be  no  unnecessary  delay,  nor  to  depart  from  the  course 
of  the  voyage  in  order  to  succour  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 
accident  or  loss  happening  to  vessel  or  cargo.  The  log- 
book also  should  be  carefully  kept,  without  interlinea- 
tions or  erasures.  The  master  must  also  enter  a  protest 
in  case  any  American  seaman  is  impressed,  and  transmit 


*  In  England.]  Deviation. — The  first  part  of  the  observations 
under  this  head  will  apply  to  British  ships.  "While  a  vessel  is 
detained  at  a  port  of  necessity,  it  seems  to  be  no  deviation  to  take 
in  an  additional  cargo,  if  no  additional  delay  or  risk  is  occasioned 
thereby. —  Abbott  on  Shipp.,  6th  edit.,  319;  9  East,  195; 
11  East,  347;    12  East,  131. 

On  the  .arrival  of  the  vessel  at  her  homeward  port,  and  when 
compelled  by  accidents  or  injury  to  put  back  or  into  a  port  other 
than  that  of  her  destination,  it  is  usual  for  the  master  to  present 
himself  before  a  notary,  and  cause  a  protest  to  be  noted,  and 
afterwards  drawn  up  or  extended.  British  consuls  at  foreign  ports 
are  empowered  by  statute  (5  and  6  Wm.  4,  c.  62,  s.  15,)  to 
perform  notarial  acts ;  but,  inasmuch  as  their  attestation  would 
probably  not  be  deemed  abroad  of  equal  authenticity  with  that  of 
the  regular  public  notary,  the  master  would  do  well  to  address 
himself  to  that  functionary. 

With  whatever  formalities  drawn  up,  this  protest  cannot  be  received 
in  our  courts  as  evidence  for  the  master  or  his  owners  ;  but  it  may 
be  evidence  against  him  and  them  ;  and  he  should  take  care  to 
supply  from  the  log-book,  his  own  recollection,  and  that  of  the 
mate,  or  trustworthy  mariners,  true  and  faithful  instructions  for 
its  preparation. — See  Abbott  on  Shipp.,  6th  edit.,  335,  and  cases 
there  cited. 


210  master's  relation  to 

a  copy  of  the  same  to  the  secretary  of  state,  under  a 
penalty  of  100  dollars  K 

Collision*. — A  vessel  having  the  wind  free  must 

1  Act  1796,  ch.  36,  §  5. 

*  In  England.]  Collision. — The  master  is  bound  to  his  owners 
for  the  exercise  of  reasonable  skill  and  care  in  the  management  of 
the  vessel,  and  he  and  they  are  bound  in  like  manner  to  every  one 
who  is  affected  by  his  acts,  within  the  scope  of  his  employment ; 
he  must,  therefore,  during  the  whole  course  of  the  voyage  at  sea, 
at  anchor,  and  in  port, — perhaps  even  when  a  licensed  pilot  is  on 
board, — be  vigilant,  to  avoid  the  peril  of  collision. — Abbott  on 
Shipp.,  6th  edit.,  200;  3  Hagg.  Ad.  Rep.,  176. 

It  is  said  that  there  are  four  possibilities  under  which  collision 
may  occur.  "In  the  first  place,  it  may  happen  without  blame 
being  imputable  to  either  party,  as  where  the  loss  is  occasioned  by 
a  storm,  or  any  other  vis  major.  In  that  case  the  misfortune 
must  be  borne  by  the  party  on  whom  it  happens  to  light  ;  the  other 
not  being  responsible  to  him  in  any  degree.  Secondly,  a  misfor- 
tune of  this  kind  may  arise  where  both  parties  are  to  blame  ; 
where  there  has  been  want  of  due  diligence,  or  of  skill,  on  both 
sides  ;  in  such  a  case  the  rule  of  law  is,  that  the  loss  must  be 
apportioned  between  them  as  having  been  occasioned  by  the  fault 
of  both  of  them.  Thirdly,  it  may  happen  by  the  misconduct  of 
the  suffering  party  only ;  and  then  the  rule  is,  that  the  sufferer 
must  bear  his  own  burthen.  Lastly,  it  may  have  been  the  fault 
of  the  ship  which  ran  the  other  down,  and  in  this  case  the  innocent 
party  would  be  entitled  to  an  entire  compensation  from  the  other." 
—2  Dod.  Ad.  Rep.,  83. 

The  established  rules  of  nautical  practice  as  explained  by  pro- 
fessional men,  the  usages  and  regulations  of  particular  ports  and 
rivers,  the  state  of  the  wind,  the  tide,  and  the  light,  the  degree  of 
vigilance  of  the  master  and  crew,  and  all  other  circumstances 
bearing  upon  the  conduct  and  management  of  both  vessels,  will  be 
considered  in  determining  this  question.  But  of  the  sea  as  of  the 
road,  the  law  recognises  no  inflexible  rule  the  neglect  of  which  by 
one  party  will  dispense  with  the  exercise  of  ordinary  care  and 
caution  in  the  other. — See  Abbott  on  Shipp.,  6th  edit.,  207, 
and  cases  there  cited. 

In  case  of  damage  done  by  a  foreign  ship  to  any  British  ship, 
barge,  boat,  buoy,  or  beacon,  such  foreign  ship  may,  by  order  of 
a  judge,  be  arrested,  until  the  master,  owner,  or  consignee,  under- 
take to  appear  and  be  defendant  in  any  action  brought  for  such  loss 
or  damage,  and  give  security  for  all  costs  and  damages  which  may 
be  recovered  in  such  action. — 1  &  2  Geo.  IV.,  c.  75,  s.  32. 

By  a  recent  regulation  of  tbe  Trinity  Board,  when  two  steam- 


VESSEL    AND    CARGO.  211 

make  way  for  a  vessel  close-hauled.  The  general  prac- 
tice is,  that  whentwo  vessels  approach  each  other,  both 
having  a  free  orfair  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  star- 
board 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  discerned  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  *. 
Pilot  *. — The  master  must  take  a  pilot  when  within 
the  usual  limits  of  the  pilot's  employment 2.  If  he  neg- 
lects 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  anchor3. 

i  Report  of  Benjamin  Rich  and  others  to  District  Court  of  Mass. 

2  6  Rob.  316.     7  T.  R.  160. 

3  2  B.  &  Ad.  380.     3  Kent's  Com.  175  c. 


vessels  meet  and  are  in  danger  of  collision,  both  vessels  are  required 
to  put  the  helm  a-port. 

*  In  England]  Pilot. — What  is  here  said  is  applicable  to  British 
vessels.  For  the  provisions  relating  to  pilots  and  pilotage,  see  the 
Act  6  Geo.  IV.,  c.  125. 

p2 


212  master's  relation  to 

Wages,  Advances,  &c* — The  master  has  no  lien 
upon  the  ship  for  his  wages  l.  He  is  supposed  to  look  to 
the  personal  responsibility  of  the  owner.  He  has  a  lien 
on  freight  for  wages,  and  also  for  his  advances  and  neces- 
sary expenses  incurred  for  the  benefit  of  the  ship  2.  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  vessel 3.  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  4. 


CHAPTER  III. 
the  master's  relation  to  passengers  and  officers. 

Treatment  of  passengers.    Removal  of  officers. 

Passengers  t. — 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 

1  3  Mason,  91.   11  Pet.  R.  175. 

2  Ware,  149.  But  see  5  Wend.  314. 

3  3  Mason,  255.  *  1  Sumner,  451. 


*  In  England.]  Wages,  Advances,  <Jc. — The  master  can  only 
sue  the  owners  personally  for  his  wages  in  a  court  of  common  law. 
But  as  he  generally  receives  the  freight  and  earnings  of  the  ship, 
and  may  pay  himself  out  of  the  money  in  his  hands,  he  has  not  often 
occasion  for  the  aid  of  a  court  of  justice  to  obtain  his  right. — 
Abbott  on  Shipp.,  6th  edit.,  587. 

The  master  has  no  lien  on  the  ship  or  freight  for  wages  or  dis- 
bursements.— See  9  East,  426;  15.^  A.,,  bib  ;  Abbott  on 
Shipp. ,  6th  edit.,  124,  and  cases  there  cited. 

1*  In  England.]  Passengers. — The  party  must,  however,  prove 
that  he  has  really  been  a  sufferer  and  that  there  was  a  real  grievance, 
before  he  can  recover  in  an  action. — See  8  Car.  §  P.  56. 


PASSENGERS    AND    OFFICERS.  213 

further,  and  includes  an  implied  stipulation  against 
obscenity,  immodesty,  and  a  wanton  disregard  of  the 
feelings.  An  improper  course  of  conduct  in  these  par- 
ticulars will  be  punished  by  the  court,  as  much  as  a  per- 
sonal assault  would  be1. 

Officers*. — The  master  may  remove  either  of  his 
officers  from  duty  for  fraudulent  or  unfaithful  conduct, 
for  gross  negligence  and  disobedience,  or  for  palpable  in- 
capacity. But  the  causes  of  removal  must  be  strong 
and  evident2 ;  and  much  more  so  in  the  case  of  the  chief 
mate  than  of  the  second  mate.  Any  temporary  appoint- 
ments, 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  question3. 

When  a  man  ships  in  a  particular  capacity,  as  car- 
penter, 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 
qualifications4. 

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  necessaiy  to 
take  some  one  from  the  forecastle  to  fill  his  place,  and 
that,  by  this  means,  the  ship  had  become  short-handed, 

i  3  Mason,  242.  2  4  Wash.  334.  3  Gilpin,  83. 

*  4  Mason,  84.     Abbott  Shipp.     147  n.     Ware,  109. 


*  In  England.]  Officers. — By  the  common  law  of  England 
the  master  has  authority  over  all  the  mariners  on  hoard  the  ship. 

The  observations,  therefore,  under  this  head  would  seem  to 
apply  to  British  vessels.  The  only  general  rule  that  can  be 
laid  down  on  the  subject  is,  that  the  master  should  on  all  occasions 
act  according  to  the  common  usage,  hearing  in  mind  that  he  may 
be  called  upon  to  justify  his  acts  and  conduct  in  a  court  of  law,  and 
this,  too,  by  the  testimony  of  other  persons. 


214  master's  relation  to 

he  may  turn  the  officer  forward,  assuming  the  respon- 
sibility 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  exacting  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 
misconduct  will  justify  the  master  in  turning  a  person 
forward  who  shipped  in  another  capacity,  as  carpenter, 
cook,  or  steward.  But  in  such  cases,  he  undoubtedly 
may  do  so.  Still,  when  before  the  mast,  he  cannot  re- 
quire of  them  the  duty  of  able  seamen,  unless  they  are 
such  in  fact. 


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 

*1n  England.]  Shipment. — By  the  Act  5  &  6  Wm.  4,  c.  19, 
the  master  of  every  ship  belonging  to  an  English  subject,  trading  to 
parts  beyond  the  seas,  or  of  any  British  registered  ship  of  the  burden 
of  eighty  tons,  employed  in  any  of  the  fisheries  of  the  United  King- 
dom, or  in  trading  coastwise,  or  otherwise,  must  make  a  similar 
contract  in  writing  (shipping-articles)  with  each  seaman  (appren- 
tices excepted),  and  in  default  thereof  shall  forfeit  £\0,  s.  2. 

If  after  entering  into  such  agreement  a  mariner  neglect  or  refuse 
to  join  the  ship,  or  to  proceed  to  sea  in  her,  or  absent  himself  with- 
out leave,  any  justice  of  the  peace,  upon  complaint  of  the  fact 
made  upon  oath  by  the  master,  mate,  or  owner  of  the  ship,  is 
required  by  his  warrant  to  cause  the  seaman  to  be  apprehended  and 
brought  before  him  ;  and  in  case  he  shall  not  give  a  reason  to  the 
satisfaction  of  such  justice  for  his  neglect,  refusal,  or  absence,  as  the 
case  may  be,  such  justice  may  commit  him  to  the  House  of  Correc- 
tion, there  to  be  kept  to  hard  labour  for  a  period  not  exceeding 


THE    CREW.  215 

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  dollars  for  every  case  of  omission,  and 
shall  be  obliged  to  pay  every  such  seaman  the  highest 
rate  of  wages  that  have  been  paid  for  such  voyages  at 
the  port  of  shipment  within  three  months  previous  to 
the  commencement  of  the  voyage1.  And  when  the  mas- 
ter 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  per- 
son so  shipped.     All  shipments  made  contrary  to  this  or 

1  Act  1790,  ch.  56,  §  1. 


thirty  days  ;  but  if  the  seaman  consent  to  join  the  ship,  the  justice, 
at  the  request  of  the  master,  instead  of  committing  the  seaman, 
may  order  him  to  be  conveyed  on  board  the  ship,  or  delivered  to 
the  master  for  the  purpose  of  proceeding  upon  the  voyage,  and  may 
award  to  the  master  costs  not  exceeding  forty  shillings,  to  be 
abated  from  the  wages  of  such  seaman,  s.  10. 

As  regards  temporary  absence — 

If  such  seaman  shall  wilfully  and  without  leave  absent  himself 
from  the  ship  or  otherwise  from  his  duty,  he  shall  (in  all  cases  not 
of  absolute  desertion,  or  not  treated  as  such  by  the  master)  forfeit 
out  of  his  wages  to  the  master  or  owner  two  days'  pay  for  every 
twenty-four  hours  of  such  absence,  and  in  alike  proportion  for  any 
less  period  of  time,  or  at  the  option  of  the  master,  the  amount  of 
such  expenses  as  shall  have  been  necessarily  incurred  in  hiring  a 
substitute  to  perform  his  work,  s.  7. 

In  cases  of  absolute  desertion,  such  seaman  shall  forfeit  to  the 
owner  or  master  all  his  clothes  and  effects  on  board,  and  all  wages 
and  emoluments  ;  and  in  case  of  desertion  abroad,  shall  be  liable  to 
the  increased  wages  which  maybe  paid  to  a  substitute,  s.  9. 

The  forfeitures  are  not  incurred  unless  due  entries  shall  be  made 
in  the  log-book,  as  required  by  the  act. 

The  entry  into  the  naval  service  of  her  Majesty  by  any  seaman 
in  the  merchant  service,  shall  not  be  deemed  a  desertion,  or  incur 
any  penalty  or  forfeiture  of  wages,  clothes,  or  effects,  s.  45. 

The  master  is  required  to  deliver  the  shipping-articles  to  the 
consul  or  vice-consul  on  arrival  at  a  foreign  port,  under  the  penalty 
of£25,s.48. 


216  MASTERS   RELATION    TO 

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  shipment1. 

At  the  foot  of  every  such  contract  there  shall  be  a  me- 
morandum in  writing  of  the  day  and  hour  on  which  such 
seaman  shall  render  himself  on  board.  If  this  memo- 
randum is  made  and  the  seaman  neglects  to  render  him- 
self 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  sea- 
man 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  advance  and  a  further  sum  equal  thereto, 
both  of  which  may  be  recovered  from  himself  or  his 
surety2. 

There  is  no  obligation  upon  the  master  to  make  these 
memorandums  and  entries,  other  than  that  the  for- 
feitures 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 
during  the  voyage,  the  master  may  have  him  arrested 
and  committed  to  jail  until  the  vessel  is  ready  to  pro- 
ceed, by  applying  to  a  justice  of  the  peace,  and  proving 
the  contract,  and  the  breach  thereof  by  the  seaman3. 

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  United  States  who  shall  require 

1  Act  1840,ch.  23,  §  1.      2  Act  1790,  ch.  56,  §  2.     3  Do.  §  7. 


THE    CREW.  217 

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  pro- 
duce them  when  required,  shall  forfeit  100  dollars  for 
each  offence,  besides  being  liable  in  damages  to  any 
seaman  who  may  have  been  injured  thereby1. 

Discharge*. — If  the  master  discharges  any  seaman 

1  Act  1840,  eh,  23,  §  1. 

*  In  England.]  Discharge. — Whenever  any  ship  belonging  to  an. 
English  subject,  except  in  cases  of  wreck  or  condemnation,  shall  be 
sold  at  any  port  out  of  her  Majesty's  dominions,  the  master  [unless 
the  crew  in  the  presence  of  the  British  consul  or  vice-consul,  or  in 
case  of  there  not  being  any  such  consul  or  vice-consul,  then  in  the 
presence  of  one  or  more  British  resident  merchants  at  such  port, 
shall  signify  their  consent  in  writing  to  be  there  discharged]  is  re- 
quired, besides  paying  them  their  wages  under  the  agreement,  either 
to  provide  them  with  adequate  employment  on  board  some  other 
British  vessel  homeward-bound,  or  to  furnish  the  means  of  sending 
them  back  to  the  port  in  her  Majesty's  dominions  at  which  they 
were  originally  shipped,  or  to  some  port  of  the  United  Kingdom,  as 
shall  be  agreed  upon,  by  providing  them  with  a  passage  home,  or 
depositing  with  the  consul  or  vice-consul  such  a  sum  of  money  a9 
shall  be  by  him  deemed  reasonably  sufficient  to  defray  the  expenses 
of  their  subsistence  passage,  5  &  6  W.  4,  c.  19,  sect.  17. 

And  if  the  master  of  such  ship  shall  force  on  shore  and  leave 
behind,  or  shall  otherwise  wilfully  and  wrongfully  leave  behind  on 
shore  or  at  sea,  in  any  place  in  or  out  of  her  Majesty's  dominions, 
any  person  belonging  to  his  crew  before  the  return  to  or  arrival  of 
such  ship  in  the  United  Kingdom,  or  before  the  completion  of  the 
voyage  or  voyages  for  which  such  person  shall  have  been  engaged, 
whether  such  person  shall  have  formed  part  of  the  original  crew 
or  not  ;  every  person  so  offending  shall  be  deemed  guilty  of  a  mis- 
demeanour, and  shall  suffer  such  punishment  by  fine  or  imprison- 
ment, or  both,  as  to  the  court  (at  home  or  abroad)  before  which  he 
shall  be  convicted  shall  seem  meet,  s.  40. 

And  the  master  shall  not  discharge  any  of  his  crew,  whether 
foreigner  or  British  subject,  at  any  of  her  Majesty's  colonies  or 
plantations,  without  the  sanction  in  writing  of  the  governor,  secre- 
tary, or  other  officer  appointed  in  that  behalf,  or  in  the  absence  of 
such  authorities  near  the  place  where  the  ship  is  lying,  then  of  the 
chief  officer  of  customs,  resident  at  or  near  such  place ;  nor  at  any 


218  MASTERS    RELATION    TO 

in  a  foreign  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  destitute  seamen1.  The 
master  of  every  vessel  bound  to  the  United  States  shall, 
upon  the  request  of  the  consul,  take  on  board  any  sea- 
man, and  transport  him  to  the  United  States,  on  terms 
not  exceeding  ten  dollars  for  each  seaman,  under  penalty 
of  100  dollars  for  every  refusal.  He  is  not,  however, 
bound  to  receive  more  than  two  men  to  every  hundred 
tons2. 

The  whole  policy  of  the  United  States  discourages  the 
discharge  of  seamen  in  foreign  ports.     If  the  seaman  is 

i  Act  1803,  ch,  62,  §  3.     Sec  also  Act  1840,  ch.  23,  §  5. 
2  Act  1803,  ch.  62,  §  4. 

other  place  abroad,  without  the  sanction  of  her  Majesty's  minister, 
consul,  or  vice-consul,  or,  in  their  absence,  of  two  respectable 
merchants  resident  there,  all  which  functionaries  and  merchants 
are  empowered  to  inquire  in  a  summary  way  into  the  grounds  of 
such  proposed  discharge,  by  examination  on  oath,  and  to  grant  or 
refuse  such  sanction  according  to  their  discretion,  s.  41. 

And  no  master  shall  leave  behind  at  any  place  abroad  any  person 
of  his  crew  on  the  plea  of  such  person  not  being  in  a  condition  to 
proceed  on  the  voyage,  or  having  deserted  from  the  ship,  unless 
upon  a  previous  certificate  in  writing  from  such  functionaries  or 
merchants,  if  there  be  any  such  within  reasonable  distance,  and 
there  be  time  to  procure  the  same,  certifying  that  the  person  so 
intended  to  be  left  is  not  in  such  condition,  or  has  deserted  and  dis- 
appeared, and  cannot  be  brought  back ;  and  such  functionaries  are 
authorised,  on  the  application  of  any  such  master,  to  inquire  by 
examination  on  oath  into  the  circumstances,  and  give  or  refuse  such 
certificate  according  to  the  result  of  such  examination,  s.  42. 

The  master  of  every  ship  bound  to  Great  Britain  is  bound,  at  the 
request  of  the  consul,  to  receive  on  board  seamen  not  exceeding 
four  persons  for  every  hundred  tons  of  his  ship's  burthen,  and  to 
transport  them  to  Great  Britain,  on  being  paid  by  the  commission- 
ers of  the  navy  for  such  of  them  as  he  may  not  want  toward  his 
own  complement  of  men,  according  to  such  rate  per  day  as  shall  be 
authorised  by  the  commissioners  for  executing  the  office  of  lord 
high  admiral,  11  Geo.  4,  and  1  W.  4,  c.  20,  s.  82. 


THE    CREW.  219 

discharged  against  his  consent,  and  without  justifiable 
cause,  he  can  i-ecover  his  wages  up  to  the  time  of  the 
vessel's  return,  together  with  his  own  expenses.  The 
certificate  of  the  consul  will  not  of  itself  prove  the  suffi- 
ciency of  the  cause  of  discharge.  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 
refusal1.  If  the  master  alleges,  as  a  cause  for  discharging 
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 firmness2. 

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  exceeding  five  hundred  dollars,  or  imprisoned 
not  exceeding  six  months,  according  to  the  aggravation 
of  the  offence3. 

Notwithstanding  these  liabilities,  the  master  may  dis- 
charge a  seaman  for  gross  misconduct ;  yet  the  right  is 
very  strictly  construed4. 

Imprisonment*. — The  master  has  the  right  to  im- 

1  Ware,  65.  4  Mason,  541,  84.     2  Ware,  9. 

3  Act  1825,  ch.  276,  §  10.  *  Abbott  on  Shipp.,  147,  note. 

*  In  England.]  Imprisonment  and  Punishment. — By  the  law 
of  England,  the  master  of  a  ship  has  a  right  to  correct  and  punish 
a  disorderly  or  delinquent  mariner  in  a  reasonable  manner.  This 
punishment  may  be  by  the  actual  infliction  of  corporal  punishment 
if  absolutely  necessary ;  but  before  the  master  proceeds  to  punish  in 
this  manner  he  should  take  the  advice  of  the  persons  next  below  him 
in  authority,  as  well  to  prevent  the  operation  of  passion  in  his  own 
breast,  as  to  secure  witnesses  to  the  propriety  of  his  conduct. 

The  master  may  be  called  upon  by  action  at  law  to  answer  to  a 
mariner,  who  has  been  beaten  or  imprisoned  by  him  or  by  his  order 
in  the  course  of  a  voyage  ;  and  for  the  justification  of  his  conduct, 
he  should  be  able  to  show  not  only  that  there  was  a  sufficient  cause 
for  chastisement,  but  also  that  the  chastisement  itself  was  reasonable 


220  master's  relation  to 

prison  a  seaman  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  imprison- 
ing seamen  in  foreign  jails  is  one  of  doubtful  legality,  and 
is  to  be  justified  only  by  a  strong  case  of  necessity1." 
"  The  master  is  not  authorised  to  punish  a  seaman  by 
imprisonment  in  a  foreign  jail,  unless  in  cases  of  aggra- 
vated misconduct  and  insubordination2."  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  of  it3.  If  the  imprisonment  is  without  jus- 
tifiable cause,  the  master  is  not  excused  by  showing  that 
it  was  ordered  by  the  consul4.  And,  generally,  the 
advice  of  a  consul  is  no  justification  of  an  illegal  act5. 

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  liable  in  damages6.  In  respect  to 
the  mode  of  correction,  it  may  be  by  personal  chastise- 
ment, or  by  confinement  on  board  ship,  in  irons,  or 
otherwise7.  But  there  must  not  be  an}r  cruelty  or  un- 
necessary 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  necessity,  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  vindi- 
cation of  rightful  authority8. 

•Gilpin,  31.     Ware,  19.  2  Ware,  503. 

3  Ware,  9,  503.  4  Ware,  367.  *  Gilpin,  31. 

6  1  Peters'  Ad.  186,  172.     2  Do.  420.     1  Wash.  316. 
i  ,1  Peters'  Ad.  186,  168.   15  Mass  365.       8  Same  cases. 

and  moderate  ;  otherwise  the  mariner  may  recover  damages  propor- 
tionate to  the  injury  received. — Abbott  on  Shipp.,  6th  edit.,  156  ; 
2  Bos.  $  Pull.  224.— See  also,  on  this  subject,  1  Hag.  161,  271, 
384,  395  ;  6  C.  $  P.  471  ;  5  &  6  W.  4,  c.  19,  s.  38. 


THE    CREW.  221 

It  is  not  necessary  that  the  punishment  should  he 
inflicted  to  suppress  the  offence  at  the  time  of  its  com- 
mission. It  may  be  inflicted  for  past  offences,  and  to 
promote  good  discipline  on  board.  But  the  reference  to 
by-gone  acts  should  be  very  clear  and  distinct,  or  they 
will  be  presumed  to  have  been  forgiven1.  In  many  cases 
prudence  may  require  a  postponement  of  the  proper 
punishment.  The  authority  of  the  master,  being  in  its 
nature  parental,  must  be  exercised  with  a  due  regard  to 
the  rights  and  interests  of  all  parties.  He  has  a  large 
discretion,  but  is  held  to  answer  strictly  for  every  abuse 
of  it2.  The  law  enjoins  upon  him  a  temperate  demea- 
nour and  decent  conduct  towards  seamen.  He  risks  the 
consequences,  if  he  commences  a  dispute  with  illegal 
conduct  and  improper  behaviour3.  In  all  his  acts  of 
correction,  he  must  punish  purely  for  reformation  and 
discipline,  andneverto  gratify  personal  feelings4.  If  a  mas- 
ter generally  permits  or  encourages  disorderly  behaviour 
in  his  ship,  he  is  less  excusable  for  inflicting  unusual 
punishment  on  account  of  misconduct  arising  out  of  that 
disorder5.  If  the  case  admits  of  delay,  and  the  master 
does  not  make  proper  inquiry  before  punishing,  he  takes 
the  consequences  upon  himself6. 

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  respon- 
sible for  any  punishment  inflicted  on  board  the  vessel, 
unless  in  his  absence,  or  when  he  is  prevented  by  force 
from  interfering  7.  Neither  will  absence  always  be  an 
excuse.  If  he  had  reason  to  suppose  that  such  a  thing 
might  be  done,  and  did  not  take  pains  to  be  present  and 
interfere,  he   will  be  liable.     Neither  (as  is  often  sup- 

1  1  Hagg.  271.  2  15  Mass.  365.  3  Day,  294. 

3  4  Wash.  340.  4  1  Pet.  AJ.  168,  173,  note. 

5  Bee,  239.  e  1  Hagg.  271. 
7  2  Sumner,  1.  Ware,  219. 


222  master's  relation  to 

posed)  will  the  advice,  or  even  the  personal  superin- 
tendence or  orders  of  a  consul,  or  any  foreign  authority, 
relieve  the  master  of  his  personal  responsibility1.  He 
may  ask  advice,  but  he  must  act  upon  his  own  account, 
and  is  equally  answerable  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  cap- 
tain, under  whom  he  shipped,  and  whom  he  may  hold 
responsible  at  the  end  of  the  voyage ;  and  this  responsi- 
bility is  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  authorities ;  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 
moderate  correction  is  not  sufficient  to  meet,  the  master 
must  bring  him  home,  (in  confinement,  if  necessary,)  or 
send  him  immediately  by  some  other  vessel,  to  be  tried 
by  the  laws  and  by  a  jury  of  his  country  2. 

The  practice  of  subjecting  American  seamen  to  foreign 
authority,  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  statute3  makes  it  the  duty  of  consuls  to 
exert  themselves  to  reclaim  deserters  and  discountenance 
insubordination,  and  authorizes  them  to  employ  the  local 
authorities,  where  it  can  usefully  be  done,  for  those  pur- 
poses.    But  this  will  unquestionably  be  restricted  to  the 

1  Ware,  367.     Gilpin,  31.  2   I  Pet.  Ad.  168. 

Act  1840,  ch.  23,  §  1. 


THE    CREW.  223 

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  master  in  dealing  with  the 
crew  will  re-attach. 

If  the  master  is  present  while  the  mate,  or  any  sub- 
ordinate officer,  inflicts  punishment  upon  any  of  the 
crew,  or  if  it  is  inflicted  under  such  circumstances  as 
would  raise  a  presumption  that  the  master  was  knowing 
of  it,  and  he  does  not  interfere,  he  will  be  held  to  have 
adopted  it  as  his  own  act,  and  will  be  answerable 
accordingly  l. 

In  addition  to  the  masters  liability  to  the  seamen  in 
damages  for  abuse  of  power,  he  is  also  liable,  as  a  crimi- 
nal, to  fine  and  imprisonment.  A  recent  statute  enacts, 
that  "  if  any  master,  or  other  officer,  of  an  American 
vessel,  shall,  from  malice,  hatred  or  revenge,  and  with- 
out 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  imprison- 
ment not  exceeding  five  years,  or  by  both,  according  to 
the  nature  and  aggravation  of  the  offence 2."  It  is  held 
that  the  word  "  crew,"  in  this  statute,  includes  officers ; 
and  accordingly  a  master  was  punished  for  unjustifiably 
confining  and  otherwise  mal- treating  his  chief  mate  3. 

To  constitute  "  malice  "  in  the  above  statute,  it  is  not 
necessary  to  show  malignity  as  it  is  commonly  under- 
stood, or  brutality ;  but  the  term,  in  law,  requires  no 
more  than  a  "  wilful  intention  to  do  a  wrongful  act." 
An  offence  is  punishable  under  this  act,  even  although 
no  bad  passions  came  into  play,  (as  hatred  or  revenge,) 
for  the  term  "  malice,"  in  law,  covers  all  cases  of  inten- 
tional wrong,  in  their  mildest  form 4. 

If  a  seaman  desires  to  lay  any  complaint  before  a 

i  2  Sumner,  1.  *  Act  1835,  ch.  313,  §  3. 

3  3  Sumner,  209.  4  2  Sumner,  584. 


224  PASSENGERS. 

consul  in  a  foreign  port,  the  master  must  permit  him  to 
land  for  that  purpose,  or  else  inform  the  consul  imme- 
diately 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  \ 


CHAPTER  V. 


PASSENGERS*. 

Provisions.    Treatment.    Passage-money.    Deportment.    Services. 

In  Chapter  I.  of  the  Third  Part,  under  the  title 
"  Provisions,"  it  will  he  seen  that  the  vessel  must  have 
on  board,  well  secured  under  deck,  at  least  sixty  gallons 

1  Act  1840,  ch.  23,  §  1. 

*  In  England.]  Passengers. — See  note  to  chap,  i.,  under  this 
title.  The  time  when  the  passage-money  becomes  due  will  depend 
upon  the  contract  made,  or  the  established  usage. 

It  appears  that  in  West  India  voyages,  the  passage-money  is 
paid  before  the  commencement  of  the  vojage,  and  is  not  to  be  re- 
turned, although  the  voyage  is  defeated,  4  Campb.,  241  ;  and  see 
8  Car.  #  P.,  392. 

The  rule  of  the  East  India  trade  requires  a  passenger  who  re- 
fuses to  go  in  consequence  of  a  delay  in  the  sailing  of  a  vessel,  to 
forfeit  half  the  ahiount  of  the  passage-money  agreed  for  ;  and  which, 
it  would  seem,  may  be  recovered  in  cases  where  the  time  of  sailing 
is  not  made  an  essential  part  of  the  contract,  and  the  ship  sails 
within  a  reasonable  time.  5  Car.  <J-  P.,  569. 

A  passenger  who  is  on  board  in  time  of  danger,  is  bound,  at  the 
master's  call,  to  do  works  of  necessity,  in  defence  of  the  ship  if 
attacked,  and  for  the  preservation  of  the  lives  on  board,  3  Bos.  <$£ 
Pull,  j  612.  Yet  as  he  may  lawfully,  except  under  peculiar  cir- 
cumstances, depart  the  ship,  should  he  voluntarily  remain,  at  the 
risk  of  his  personal  safety,  to  assist  her  in  her  distress,  he  may  be 
entitled  to  remuneration  for  his  services,  I  Rob.  Ad.  Rep.,  285, 
306;  3  Rob.  Ad.  Rep.,  292  ;  Abbott  on  Shipping,  6th  edition, 
189. 

As  to  the  right  to  confine  a  passenger,  see  1  Campb.,  58. 


PASSENGERS .  225 

of  water,  one  hundred  pounds  of  salted  beef,  one  hun- 
dred pounds  of  wholesome  ship  bread,  and  one  gallon  of 
vinegar  for  each  passenger,  on  a  voyage  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 l. 

The  master  is  also  forbidden  to  take  on  board  more 
than  two  passengers  for  every  five  tons  2. 

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  yet  farther,  and  includes  an 
implied  stipulation  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  personal  assault  3. 

No  passage-money  is  due  to  a  ship  upon  an  engage- 
ment 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  per- 
formed, no  passage-money  is  due,  unless  the  expenses 
of  the  passenger,  or  the  means  of  proceeding  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  payable4. 

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  mo- 
derate. 

In  case  of  danger  and  distress,  it  is  the  duty  as  well  as 
the  interest  of  the  passenger  to  contribute  his  aid,.accord- 

1  Act  1819,  ch.  170,  §  3.  2Do.  §1. 

3  3  Mason,  342.  4  1  Pet.  Ad.  126. 

Q 


226  MATES   AND   SUBORDINATES. 

ing  to  his  ability,  and  he  is  entitled  to  no  compensation 
therefor.  He  is  not,  however,  bound  to  remain  on  board 
in  time  of  danger,  but  may  leave  the  vessel  if  he  can ; 
much  less  is  he  required  to  take  upon  himself  any  respon- 
sibility as  to  the  conduct  of  the  ship.  If,  therefore,  he 
performs  any  extraordinary  services,  he  becomes  entitled 
to  salvage1. 


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  "  crew,"  or  the 
"  seamen,"  of  a  vessel  to  certain  privileges  as  against  the 
master  or  owner,  these  wTords,  "  crew"  and  (i 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  treat- 
ment of  any  of  the  crew.  In  all  these  cases  the  mates 
are  entitled  to  the  same  privileges  and  protection  with 
the  seamen2. 

The  chief  mate  *  is  usually  put  on  board  by  the  owner, 
and  is  a  person  who  is  looked  to  for  extraordinary  ser- 
vices and  responsibility.  Accordingly,  he  cannot  be  re- 
moved by  the  master,  unless  for  repeated  and  aggravated 
misconduct,  or  for  palpable  incapacity 3.  He  acts  in  the 
stead  of  the  master  in  case  the  latter  dies,  and  whenever 

1  2  B.  and  P.  612.    1  Pet.  Ad.  70.     2  Hagg.  3. 

2  1  Sumner,  151 ;  3  do.  209.     4  Mason,  104. 

3  1  Pet.  Ad.  244.     4  Wash.  338. 


*  In  England.]  The  observations  as  to  the  chief  mate  and 
other  officers,  would  seem  to  apply  to  such  officers  of  British 
vessels. 


MATES   AND   SUBORDINATES.  227 

he  is  absent1.  He  is  then  entrusted  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  2 ;  but  if  he  originally 
shipped  in  that  capacity,  he  cannot  be  removed  without 
proof  of  gross  and  flagrant  misconduct,  or  of  evident  un- 
fitness. Nor  will  one  or  two  single  instances  of  intem- 
perance, disobedience,  or  negligence,  be  sufficient;  the 
misconduct  must  be  repeated,  and  the  habit  apparently 
incorrigible  s. 

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. 

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  master  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, 
however,  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  153.) 

In  Chapter  III.  of  the  Third  Part,  under  the  title 
"  Masters  relation  to  Officers,"  page  213,  will  be 
found  a  discussion  of  the  question,  whether  the 
master  can  compel  an  officer  to  do  duty  before  the  mast. 

1  4  Mason,  541.    1  Sumner,  151.       2  Gilpin,  83. 
3  1  Pet.  Ad.  244.     4  Wash.  338. 
q2 


228  MATES   AND    SUBORDINATES. 

In  Chapters  VIII.,  X.,  XL  and  XII.  of  Part  III., 
under  the  titles  "  Revolt,"  "  Forfeiture/'  "  Deser- 
tion," &c.,  will  be  found  the  laws  upon  those  subjects 
relating  to  seamen.  And  it  may  be  generally  re- 
marked, 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 
Chapters  VIIL,  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  whosever  hands  it 
may  have  passed1;  which  is  not  the  case  with  the  master, 
who  is  supposed  to  look  solely  to  the  personal  responsi- 
bility 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  2.  The 
law  upon  that  subject  will  be  found  in  Chapter  IX.,  title 
"  Sickness,"  page  240. 

Punishment. — The  laws  of  the  United  States  pro- 

,  vide  that  if  any  master  or  officer  shall  unjustifiably  beat, 

wound,  or  imprison  any  of  the  crew,  or  withhold  from 

them  suitable  food  and  nourishment,  or  inflict  upon  them 

any  cruel  or  unusual  punishment,  he  shall  be  impri- 

i   1  Pet.  Ad.  246.  2  1  Sumner,  151. 

*  In  England.]  Wages.— If  the  hiring  be  on  the  usual  terms, 
and  made  by  word  or  by  writing  only,  and  not  by  deed,  the  seamen, 
or  any  one  or  more  of  them,  and  every  officer,  except  the  master, 
may  sue  in  the  Court  of  Admiralty ;  and  may,  by  the  process  of 
that  court,  arrest  the  ship  as  a  security  for  their  demand,  or  cite  the 
master  or  owners,  personally  to  answer  them. — Abbott  on  Shipping, 
6th  edition,  588  ;  1  Edw.,  235. 

If  the  wages  do  not  exceed  £20  they  may  be  received  in  a 
summary  way  under  the  act  5  &  6  W.  4,  c.  19,  as  hereafter 
stated. — See  cap.  12. 


MATES    AND    SUBORDINATES.  229 

soned  not  exceeding  five  years,  and  fined  not  exceeding 
1000  dollars  for  each  offence1.  The  officers,  as  part  of 
the  "  crew,"  are  entitled  to  the  protection  of  this  statute, 
against  the  master's  acts  ;  and,  on  the  other  hand,  they 
are  liable  under  it  for  any  abuse  of  a  seamana. 

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  master s.  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  emer- 
gency 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 
impedes  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  punish  a  seaman  for 
the  general  purposes  of  correction  and  discipline,  and  still 
less  for  personal  disrespect  to  himself4.  If  the  master  ia 
not  on  board,  and  cannot  be  called  upon,  the  authority 
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  an}'  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  punishment  should  be  excessive  and  unjusti- 

i  Act  1835,  ch.  313,  §  3.      2  4  Mason,  104.  3 Sumner,  209. 
3  2  Sumner,  584.         '  *  Do.  1.  584. 


230  MATES    AND   SUBORDINATES. 

fiable  ;  for  he  is,  in  such  cases,  only  the  agent  of  the 
master,  who  is  responsible  for  the  act l.  Yet,  if  the 
punishment  be  so  excessive  as  to  show  malice  or  wanton- 
ness 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  in  not  any  respect 
officers,  but  who  differ  from  the  common  seamen  in  that 
they  ship  in  particular  capacities,  and  to  perform  certain 
duties.  These  are  the  carpenter,  steward,  cook,  &c. 
Such  persons  are  not  to  be  degraded  for  slight  causes, 
though  the  master  unquestionably  has  the  power  to  do 
so  upon  sufficient  grounds  2.  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  work3 ;  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  under- 
taken, are  justifying  causes  of  removal  \  In  all  other 
respects  this  class  of  persons  stands  upon  the  same  foot- 
ing with  common  seamen.  They  have  the  same  privi- 
leges, and  are  under  the  same  obligations  and  penalties  5. 

Pilots  *. — When  a  pilot,  who  is  regularly  appointed, 
is  on  board,  he  has  the  absolute  control  of  the  naviga- 
tion of  the  vessel 6.  He  is  master  for  the  time  being, 
and  is  alone  answerable  for  any  damage  occasioned  by 
his  own  negligence  or  default 7. 

A  pilot  may  sue  in  admiralty  for  his  wages  8. 

A  pilot  cannot  claim  salvage  for  any  acts  done  within 
the  limits  of  his  duty,  however  useful  and  meritorious 

*  Ware,  219.     2  4  Mason,  84.  Ware,  109.     3  Ware,  109. 
4  Ware,  109.     *  2  Pet.  Ad.  268.  *  1  Johns.  305. 

7  1  Pet.  Ad.  223.     1  Mason,  508.  *  1  Mason,  508. 


•  In  England.]     Pilots. — See  the  act  6]G.  4,  c.  125,  as  to 
pilot9,  and  the  rates  and  recovery  of  pilotage. 


SEAMEN.  231 

they  may  have  been  l.  If  towing  is  necessary,  pilots  are 
bound  to  perform  it,  having  a  claim  for  compensation 
for  damages  done  to  their  boats,  or  for  extra  labour 2.  If 
extraordinary  pilot  service  is  performed,  additional  pilot- 
age is  the  proper  reward,  and  not  salvage  3.  If,  how- 
ever, the  acts  done  by  the  pilot  are  clearly  without  and 
beyond  his  duty  as  pilot,  he  may  claim  salvage 4. 


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  voy- 
ages, and  in  all  coasting  voyages  to  other  than  an  adjoin- 
ing state,  there  must  be  an  agreement  in  writing,  or  in 

i  Gilpin,  60.  10  Peters  R.  108.  »  2  Hagg.  176. 

3  2  Hagg.  176.  *  1  Rob.  106.     Gilpin,  60. 


*  In  England.]  The  shipping  contract  required  to  be  made  by 
the  law  of  England,  is  similar  to  the  one  prescribed  by  the  law  of 
the  United  States. 

The  form  of  it  is  given  by  the  act  5  &  6  "W.  4,  c.  19  ;  see  the 
schedule  to  the  act.  This  agreement,  called  the  "Ship's  Articles, " 
must  specify  what  monthly  or  other  wages  each  seaman  is  to  be 
paid,  the  capacity  in  which  he  is  to  act,  and  the  nature  of  the 
voyage  in  which  the  ship  is  intended  to  be  employed,  so  that  the 
seaman  may  have  some  means  of  judging  of  the  probable  period  for 
which  he  is  likely  to  be  engaged.  The  agreement  must  also  con- 
tain the  day  of  the  month  and  year  in  which  it  is  made  ;  must  be 
signed  by  the  master  in  the  first  instance,  and  by  the  seamen  re- 
spectively, at  the  port  or  place  where  such  seamen  shall  be  respec- 
tively shipped  ;  and  the  master  must  cause  the  same  to  be,  by  or  in 
the  presence  of  the  party  who  is  to  attest  their  respective  signatures 
thereto,  truly  and  distinctly  read  over  to  every  such  seaman  before 
he  is  required  to  sign,  in  order  that  he  may  be  able  to  understand 
the  purport  and  meaning  of  the  engagement  he  enters  into,  and  the 
terms  to  which  he  is  bound,  5  &  6  W.  4,  c.  19,  s.  2. 

Any  agreement  contrary  to  or  inconsistent  with  the  provisions  of 


232  SEAMEN. 

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 

the  last-mentioned  statute,  and  with  the  right  to  wages  given  to  a 
seaman  hy  the  maritime  law,  in  case  of  freight  earned  by  ships  sub- 
sequently lost,  is  declared  not  to  be  binding  upon  him,  s.  5. 

By  signing  the  agreement,  a  seaman  does  not  forfeit  his  lien 
upon  the  ship,  nor  is  he  deprived  of  his  remedy  for  the  recovery  of 
wages  against  the  ship,  the  master,  or  the  owners,  s.  5. 

The  master  and  owners  are  bound,  on  reporting  a  ship's  arrival 
from  "parts  beyond  the  seas/'  at  her  port  of  destination  in  the 
United  Kingdom,  to  deposit  a  true  copy  of  this  agreement  with  the 
collector  or  controller  of  the  customs  there,  that  the  means  of 
ascertaining  the  terms  and  conditions  of  it  may  be  accessible  to  all 
who  are  interested  in  it. 

The  masters  of  ships  employed  in  the  fisheries  on  the  British 
coasts,  or  trading  from  port  to  port  of  the  United  Kingdom,  or 
making  regular  voyages  to  the  Channel  Islands,  or  to  ports  on 
the  continent  of  Europe,  between  the  river  Elbe,  inclusive,  and 
Brest,  must  twice  in  every  year  deposit  copies  of  all  such  agree- 
ments entered  into  by  them  during  the  preceding  six  months,  s.  3. 

If  any  master  carry  out  to  sea  a  seaman  without  having  first 
entered  into  such  an  agreement  with  him,  he  forfeits  10/.  in  respect 
of  every  seaman  so  carried  out.  If  he  neglect  to  cause  the  agree- 
ment to  be  read  over  to  the  seaman,  he  forfeits  5/.  ;  and  if  he  neg- 
lect to  deposit  a  true  copy  of  it  with  the  collector  or  controller  of 
the  customs,  50/.,  s.  5. 

The  master  must  deposit  the  ship's  articles  on  his  arrival  at  any 
foreign  port,  with  the  British  consul,  or  vice-consul,  for  preserva- 
tion during  the  ship's  stay  there  ;  penalty  for  omission  25/.,  s.  48. 

No  seaman  shall  be  shipped  by  the  master  at  any  such  foreign 
port,  except  with  the  privity  of  such  consul,  or  vice-consul,  to  be 
indorsed  upon  the  agreement,  under  a  penalty  of  25/.,  s.  49. 

The  master  must  produce  the  muster-roll  of  the  ship,  and  the 
agreement  with  the  crew,  to  the  captain,  commander,  or  other  com- 
missioned officer  of  any  of  her  Majesty's  ships  requiring  a  production 
and  sight  thereof,  under  the  penalty  of  25/.,  s.  50. 

The  master  must  also,  upon  demand,  produce  such  muster- 
roll  and  agreement  to  the  registrar  and  officers  of  customs  in  the 
British  possessions  abroad,  under  the  penalty  of  50/.,  s.  51. 

When  a  written  contract  is  made,  it  becomes  the  only  evidence 
between  the  parties  ;  and  a  mariner  cannot  recover  anything  agreed 
to  be  given  in  reward  for  his  service,  which  is  not  specified  in  the 
articles. — Abbott  on  Shipping,  6th  edition,  550;  2  Bos.  $  Pull.y 
m,2  Rob.  Ad.  Rep.,241. 


SEAMEN.  233 

which  such  seaman  is  hired  K  This  contract  is  called 
the  shipping-articles,  and  all  the  crew,  including  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 
seaman  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  shipment 2.  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  ship- 
ment3. A  seaman  not  signing  the  articles,  is  not  bound 
by  any  of  the  regulations,  nor  subject  to  the  penalties  of 
the  statutes4 ;  but  he  is,  notwithstanding,  bound  by  the 
rules  and  liable  to  the  forfeitures  imposed  by  the  general 
maritime  law  5. 

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  performed  6.  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  inter- 
lineations. If  there  are  any  such  erasures  or  interlinea- 
tions, they  will  be  presumed  to  be  fraudulent,  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  mariners. 
These  articles  must  be  produced  by  the  master  before 
any  consul  or  commercial  agent  to  whom  a  seaman  may 
have  submitted  a  complaint7. 

i  Act  1790,  ch.  56,  §  1.         2  Do.  §  1.  3  Do.  23,  §  10. 

*  Act  1790,  ch.  56,  §  1.         5  1  Pet.  Ad.  212. 

6  3  Mason,  161.  Act  1840,  ch.  23,  §  3. 

7  Act  1840,  ch.  23,  §  2,  19. 


234  SEAMEN. 

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  sustain  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  ex- 
plained to  him;  and,  secondly,  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  unfavourable  to  a  seaman 
will  be  set  aside  l.  For  instance,  seamen  are  entitled  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  stipu- 
lated that  the  seamen  should  bear  all  the  expense,  even 
though  there  were  no  medicine-chest  on  board  2.  Another 
clause  was  set  aside,  in  which  the  voyage  was  described 
as  from  Baltimore  to  St.  Domingo  and  elsewhere,  on  the 
ground  that  seamen  are  entitled  to  have  their  voyage 
accurately  described3. 

Some  clauses  which  are  not  such  as  to  be  set  aside, 
will  yet  be  construed  in  favour  of  seamen,  if  their  inter- 
pretation is  at  all  doubtful 4.  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 


1  2  Sumner,  443.  2  Mason,  541.      *  2  Mason,  641. 

3  1  Hall's  Law  Jour.  207.  2  Gall.  477,  526.     2  Dods.  504. 
Gilpin  219. 
,    *  1  Pet.  Ad.  186,  215.  *  2  Sumner,  443. 


SEAMEN.  235 

of  wages  current  *;  If  a  seaman  ships  for  a  general  coast- 
ing 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  2. 

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  articles  s. 

It  is  no  violation  of  the  contract  if  the  vessel  departs 
from  the  voyage  described,  by  accident,  necessity,  or 
superior  force  4. 


CHAPTER  VIII. 


SEAMEN CONTINUED. 


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  sea- 
man 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  advance  b.  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  war- 

1  Gilpin,  452.  Abb.onShipp.434,  note.  Act  1840,  ch.  23.  §  10. 

2  Ware,  437.  3  Gilpin,  305.  4  2  Hagg.  243. 
5  Act  1790,  ch.  56,  §  2. 

*  In  England.]  Rendering  on  board, — See  note  to  cap.  4, 
under  title  "  Shipment." 


236  SEAMEN. 

rant  to  apprehend  a  deserting  seaman,  and  commit  him 
to  jail  until  the  vessel  is  ready  to  proceed  upon  her  voy- 
age. The  master  must,  however,  first  show  that  the 
contract  has  been  signed,  and  that  the  seaman  departed 
without  leave,  and  in  violation  of  it l. 
1  Refusal  to  proceed*.  —  If,  after  the  voyage  has 
begun,  and  before  the  vessel  has  left  the  land,  the  first 
officer  and  a  majority  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  whe- 
ther the  vessel  is  to  proceed,  or  stop  and  be  repaired 
and  supplied ;  and  both  master  and  crew  are  bound  by 
this  decision.  If  the  seamen  and  mate  shall  have  made 
this  complaint  without  reason,  and  from  improper  mo- 
tives, they  are  liable  to  be  charged  with  the  expenses 
attending  it  2. 

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  con- 
sul shall  decide  that  the  vessel  was  sent  to  sea  in  an  un- 
suitable condition,  by  neglect  or  design,  the  crew  shall 
be  entitled  to  their  discharge  and  three  months'  addi- 
tional pay ;  but  not  if  it  wras  done  by  accident  or  innocent 
mistake  3. 

It  is  no  justification  for  refusing  to  do  duty  and  proceed 

>  Act  1790,  ch.  56,  §  7.  2  Do.  §  3. 

3  Act  1840,  ch.  23,  §  12—15. 


*  In  England.  ]     Refusal  to  proceed. — What  is  here  said  would 
seem  to  be  applicable  to  British  vessels. 


SEAMEN.  237 

upon  the  voyage,  that  a  new  master  has  been  substituted 
in  place  of  the  one  under  whom  the  seaman  originally 
shipped  x ;  and  if  a  blank  is  left  for  the  name  of  the  mas- 
ter, the  seaman  is  supposed  to  ship  under  any  who  may 
be  appointed 2.  The  same  rule  applies  to  the  substitu- 
tion 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  board  the  vessel  at 
the  time,  and  is  liable  to  the  owner  in  damages  for  the 
expense  of  hiring  another  seaman 3.  If  he  deserts  within 
the  limits  of  the  United  States,  he  is  liable  to  be  arrested 
and  committed  to  jail,  until  the  vessel  sails4.  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  seaman  may  be  discharged,  and  shall  receive  three 
months'  additional  wages 5.  It  is  not  a  desertion  for  a 
seaman  to  leave  his  vessel  for  the  purpose  of  procuring 
necessary  food,  which  has  been  refused  on  board  ;  nor  is 
a  seaman  liable  if  the  conduct  of  the  master  has  been 

1  1  Mason,  443.     Bee,  48.     2  Sumner,  582. 

2  6  Mass.  300.  3  Act  1790,  ch.  56,  §  5. 
4  Act  1790,  ch.  56,  §  7.     .          5  Act  1840,  ch.  23,  §  9. 


*  In  England.]  Desertion  or  absence  during  the  voyage. — 
See  note  to  cap.  4,  under  title  "Shipment." 

If  the  master  propose  to  take  the  ship  on  a  voyage  not  designated 
by  the  articles,  the  mariners  may  leave  the  ship  without  being 
guilty  of  desertion 1  Hag.,  248  ;  2  Hag.,  243. 

Want  of  provisions  will  justify  the  seaman  in  leaving  the  ship, 
and  extreme  misconduct  and  ill  treatment  on  the  part  of  the  master 
may  also  justify  desertion. — See  Abbott  on  Shipp.,  6th  edit., 
152,  153. 


238  SEAMEN. 

such  as  to  make  it  dangerous  for  him  to  remain  on  board1, 
or  if  the  shipping-articles  have  been  fraudulently  altered2. 
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 3. 

As  to  the  effect  of  deserting  upon  wages,  and  what  is 
desertion  in  such  cases,  see  the  subject,  a  Wages  affected 
by  Desertion,"  Chapter  XI. 

Discharge  *. — By  referring  to  Chapter  IV.,  "  Master's 
Relation  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  4. 

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'  paying  their  passage  home,  and  their 
wages  up  to  the  time  of  their  arrival  at  the  place  of 
shipment 5. 

As  to  discharge  at  the  end  of  the  voyage,  see  "  Wages 
affected  by  Desertion/'  Chapter  XI. 

1  Hagg.  63.  a  Do.  182.  3  1  Sumner,  373. 

4  Act  1840,  ch.  23,  §  9,  14.  5  2  Dodson,  403. 


*  In  England.]     Discharge. — See  note  to  cap.  4,  under  this 
title. 


239 


CHAPTER  IX. 

SEAMEN  —  CONTIN  UED . 

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  pas- 
sengers, and  the  live  stock.  And  if  the  crew  of  any  ves- 
sel 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 l:  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  Atlantic2.  It  also 
applies  to  seamen  shipped  in  foreign  ports,  as  well  as  to 
those  shipped  in  the  United  States 3.  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  de- 
parture 4. 

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 5. 
If,  however,  the  short  allowance  is  caused  by  inevitable 

1  Act  1790,  ch.  56,  §  9.         2  Do.         3  1  Pet.  Ad.  223. 

4  1  Pet.  Ad.  229,  223.   Bee,  84.    Abb.  135,  note.  Ware,  454. 

5  2  Pet., Ad.  409.      

*  In  England.]  Provisions. — See  note  to  cap.  1,  under  title 
"  Provisions." 


240  SEAMEN. 

accident,  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  if  any  master  or  other  officer  shall 
wilfully  and  without  justifiable  cause  withhold  suitable 
food  and  nourishment  from  a  seaman,  he  shall  be  fined 
not  exceeding  one  thousand  dollars,  and  imprisoned  not 
exceeding  five  years  \  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  reputation,  and 
accompanied  by  directions  for  administering  the  same. 
The  chest  must  also  be  examined  at  least  once  a  year, 
and  supplied  with  fresh  medicines  2. 

In  case  of  dispute,  the  owner  must  prove  the  suffici- 

1  Act  1835,  ch.  313,  §  3. 

2  Act  1790,  ch.  56,  §  8  ;  1805,  ch.88,  §  1 . 


*  In  England.]  Sickness. — Medicine-chest. — Every  ship  sail- 
ing from  the  United  Kingdom  to  any  place  out  of  the  same  shall  have, 
and  keep  constantly  on  board  the  same,  a  sufficient  supply  of  medicines 
suitable  to  accidents  and  diseases  arising  on  sea-voyages  ;  and  in  case 
any  default  shall  be  made  in  providing  orkeeping  supplied  such  medi- 
cines as  aforesaid,  or  in  case  any  of  the  seamen  shall  receive  any  hurt 
or  injury  in  the  service  of  the  ship,  the  expense  of  providing  the 
necessary  surgical  and  medical  advice,  and  attendance  and  medi- 
cines, which  the  seaman  shall  stand  in  need  of  until  he  shall  have 
been  cured,  or  shall  have  been  brought  back  to  some  port  of  the 
United  Kingdom,  shall  be  borne  and  defrayed  by  the  owner  and 
master  of  the  ship,  or  one  of  them,  without  any  deduction  whatever 
on  that  account  from  the  seaman's  wages. — 5  &  6  Wm.  IV., 
c  19,  s.  18. 


SEAMEN.  241 

ency  of  the  medicine-chest.     It  does  not  lie  with  the 
seaman  to  prove  its  insufficiency  l. 

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  nurs- 
ing, care,  diet,  and  lodging  2.  Accordingly,  if  a  seaman 
is  put  on  shore  at  an  hospital  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  3.  The  sea- 
man is  to  be  cured  at  the  expense  of  the  ship,  of  a  sick- 
ness or  injury  sustained  in  the  ship's  service4 ;  but  if  he 
contracts  a  disease  by  his  own  fault  or  vices,  the  ship  is 
not  chargeable 5.  A  sick  seaman  is  entitled  to  proper 
nursing,  lodging,  and  diet.  If  these  cannot  be  had,  or 
are  not  furnished  on  board  the  vessel,  he  is  entitled  to  be 
taken  on  shore  to  an  hospital,  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 6. 

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 7.  If 
the  medicine- chest  can  furnish  all  he  needs,  the  ship  is 
exempted  8. 

Hospital  Money  *. — Every  seaman  must  pay  twenty 

1  2  Mason,  445.  21  Masoii,  541.     1  Sumner,  151. 

3  1  Pet.  Ad.  256,  note.         4  ]  Sumner,  195. 
»  Gilpin,  434.     1  Pet.  Ad.  142,  152. 

6  1  Pet.  Ad.  256,  note. 

7  Gilpin,  435.  1  Pet.  Ad.  142, 152,  255.        8  2  Mason,  541. 

•  In  England.] — Hospital  Money. — All  masters  of  merchant 

B 


242  SEAMEN. 

cents  a  month,  out  of  his  wages,  for  hospital  money. 
This  goes  to  the  establishment  and  support  of  hospitals 
for  sick  and  disabled  seamen *. 

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  2.  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  ves- 
sel 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 3. 

It  is  also  the  duty  of  the  consuls  to  provide  subsist- 
ence and  a  passage  to  the  United  States  for  any  Ameri- 

1  Act  1798,  ch,  94,  §  1 .         2  Act  1803,  ch.  62,  §  3. 
3  Ware,  485  ;  Gilpin,  198. 


ships,  and  owners  working  their  own  ships,  are  to  pay  2s.  per  month, 
and  all  seamen  or  other  persons  employed  in  any  merchant  ship, 
Is.  per  month,  for  hospital  money  in  England. — 4  &  5  Wm.  IV., 
s.  5  and  6. 

The  master  is  to  deduct  this  monthly  duty  from  the  wages  of 
the  seaman,  and  to  pay  it,  and  the  amount  due  from  himself,  to  the 
receiver  appointed  under  the  Act — sec.  7. 

*  In  England.] — Relief  in  Foreign  Ports. — See  note  to 
cap.  4,  under  title  "  Discharge." 

If  by  shipwreck,  capture,  or  any  cause  whatever,  any  seafaring  men 
or  boys,  subjects  of  Great  Britain,  are  cast  away,  or  left,  or  be 
in  distress  in  foreign  parts,  the  governors,  minister,  and  consuls 
appointed  by  her  Majesty,  or  where  none  such  are  resident,  two 
or  more  British  merchants  there  residing,  are  required,  under  a 
penalty  of  £  100  for  each  man  or  boy,  to  provide  them  subsistence 
and  a  passage  home. — 1 1  Geo.  IV.  and  1  Wm.  IV.,  c.  20,  s.  82. 

And  when  any  person  forced  on  shore,  or  left  behind,  shall  be 
relieved  under  the  provisions  of  the  11  Geo.  IV.,  and  Wm.  IV., 
c.  20,  then  in  addition  to  the  wages  due  from,  and  the  penalties 
imposed  on,  the  master,  her  Majesty  shall  be  entitled  to  sue  such 
master  or  owner  for  all  the  charges  and  expenses  incurred  in  the 
subsistence,  necessary  clothing,  and  conveyance  home,  of  such 
person.— 5  &  6  Win.  IV.,  c.  19.,  s.  40. 


SEAMEN.  243 

can  seaman  found  destitute  within  their  districts.  The 
seamen  must,  if  able,  do  duty  on  board  the  vessel  in 
which  they  are  sent  home,  according  to  their  several 
abilities1. 

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  re- 
strained or  hindered  therein  by  the  master  or  any  officer, 
unless  sufficient  and  valid  objection  exist  against  their 
landing.  In  which  case,  if  any  seaman  desire  to  see  the 
consul,  the  master  must  inform  the  consul  of  it  forth- 
with ;  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  complaint  2. 

Protection.  —  Every  American  seaman  upon  ap- 
plying 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. 


CHAPTER  X. 


SEAMEN — CONTINUED. 
Punishment.  Revolt  and  mutiny.  Embezzlement.  Piracy. 
Punishment  *. — As  to  the  right  of  the  master  to 
punish  a  seaman  by  corporal  chastisement,  imprison- 
ment on  shore,  confinement  on  board,  &c,  and  the  ex- 
tent of  that  right,  and  the  masters  liability  for  exceeding 
it, — the  seaman  is  referred  to  Chapter  IV.,  "  The  Mas- 
ter's relation  to  the  Crew,"  title  "  Imprisonment,"  and 
"  Punishment."     He  will  there  see  that  the  master  pos- 

i  Act  1803,  ch.  62,  §  4.         2  Act  1840,  ch.  23,  §  1, 
3  Act  1796,  ch.  36,  §4. 


*  In  England.] — Punishment. — See  note  to  cap.  4,  page  219. 

R  2 


244  SEAMEN. 

sesses  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, 
personal  insolence,  and  habitual  negligence  and  back- 
wardness, 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  nature1.  The 
master  has  great  responsibilities  resting  upon  him,  and  is 
entitled  to  instant  and  implicit  obedience.  To  ensure 
this,  regular  and  somewhat  strict  discipline  must  be  pre- 
served. 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  respect- 
ful 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  necessary2.  A  good 
seaman,  who  is  able  and  willing  to  do  his  duty  faithfully 
and  at  all  times,  and  treats  his  officers  respectfully,  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; 

1  Ware,  8G.   3  Wash.  515.  2  Ware,  219. 


SEAMEN.  245 

but  he  should  not  attempt  to  punish  the  offender,  or  to 
inflict  anything  in  the  way  of  retaliation l. 

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  command  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  dollars,  and  by  imprisonment 
and  confinement  to  hard  labour  not  exceeding  ten  years, 
according  to  the  nature  and  aggravation  of  the  offence  2. 
And  if  any  seaman  shall  endeavour  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  unlawfully  confine 
the  master  or  other  commanding  officer, — every  person 
committing  one  or  more  of  these  offences  shall  be  im- 
prisoned not  exceeding  five  years,  or  fined  not  exceeding 
1000  dollars,  or  both,  according  to  the  nature  and  aggra- 
vation of  the  offence3. 

It  will  be  seen  that  the  first  of  these  laws  applies  only 

1  Do.  3  Wash,  552.      *  Act  1835,  ch.  313,  §  1.      3  Do.  §  2. 


*  In  England.]  —  Revolt  and  Mutiny  —  Piracy,  —  By  7 
Wm.  IV.,  1  Vic.  c.  88,  s.  3,  persons  convicted  of  these  offences  shall 
be  liable  to  be  transported  for  life,  or  for  any  term  not  less  than  fifteen 
years,  or  to  be  imprisoned  for  any  term  not  exceeding  three  years. 

As  to  what  offences  shall  be  deemed  piracy,  see  the  Act  11  &  12 
Wm.  III.,  c.  7,  s.  9,  made  perpetual  by  6  Geo.  I.,  c.  19  ;  18 
Geo.  II.,  c.  30.— Abbott  on  Skipp.,  6th  edit.,  165. 


246  SEAMEN. 

to  cases  where  seamen  actually  throw  off  all  authority, 
deprive  the  master  of  his  command,  and  assume  the  con- 
trol themselves,  which  is  to  make  a  revolt.  The  last  is 
designed  to  punish  endeavours  and  combinations  to  make 
a  revolt,  w^hich  are  not  fully  carried  out. 

Every  little  instance  of  disobedience,  or  insolent  con- 
duct, or  even  force  used  against  the  master  or  other  offi- 
cer, will  not  be  held  a  revolt  or  an  endeavour  to  make  a 
revolt.  There  must  be  something  showing  an  intention 
to  subvert  the  lawful  authority  of  the  master l.  It  does 
not  excuse  seamen,  however,  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  duty8. 

If  the  crew  interfere  by  force  or  threats  to  prevent  the 
infliction  of  punishment  for  a  gross  offence,  it  is  an  en- 
deavour to  commit  a  revolt 3. 

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  that  intention4,)  is  a  confine- 
ment5. So  is  a  threat  of  immediate  bodily  injury,  if 
made  in  such  a  manner  as  would  reasonably  intimidate 
a  man  of  ordinary  firmness6. 

In  all  these  cases  of  revolt,  mutiny,  endeavours  to 
commit  the  same,  and  confinement  of  the  master,  it  is 
to  be  remembered  that  the  acts  are  excusable  if  done 
from  a  sufficient  justifying  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 

1  4  Wash.  528.      1  Pet.  Ad.  178.         2  4  Mason,  105. 
3  1  Sumner,  448.  4  4  Wash.  428. 

5  4  Mason,  105.  4  Wash.  548.  1  Sumner,  448.  3  Wash.  525. 

6  Pet.  C.  C.213. 


SEAMEN.  247 

board.  But  an  excuse  of  this  kind  is  received  with  great 
caution,  and  the  crew  should  be  well  assured  of  the  neces- 
sity of  such  a  step,  before  taking  it,  since  they  run  a 
great  risk  in  so  interfering1. 

Embezzlement #. — If  any  of  the  crew  steal,  or  appro- 
priate, or  by  gross  negligence  suffer  to  be  stolen,  any  part  of 
the  cargo,  or  anything  belonging  to  the  ship,  they  are  re- 
sponsible for  the  value  of  everything  stolen  or  appropriated. 

It  is  necessary  that  the  fraud,  connivance,  or  negli- 
gence 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  suspicion2. 

Piracy  t. — 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  dollars ;  or  voluntarily  yield  them  up  to  pirates ; 

1  4  Mason,  105.     1  Sumner,  448.     Pet.  C.  C.  118. 
*  1  Mason,  105.     Gilpin,  461. 


*  In  England.] — Embezzlement. — If  the  cargo  be  embezzled 
by  the  fraud  or  negligence  of  the  seamen,  so  that  the  merchant  has  a 
right  to  claim  a  satisfaction  from  the  master  and  owners,  they  may, 
by  the  custom  of  merchants,  deduct  the  value  thereof  from  the  wages 
of  seamen  by  whose  misconduct  the  injury  has  taken  place  ;-,  and 
the  last  proviso  introduced  into  the  usual  agreement  signed  by  the 
seamen  is  calculated  to  enforce  this  rule  in  the  case  of  embezzle- 
ment either  of  the  cargo  or  of  the  ship's  stores.  This  proviso  is 
to  be  construed  individually  as  affecting  only  the  particular  persons 
guilty  of  the  embezzlement,  and  not  the  whole  crew ;  nor,  as  it 
seems,  is  any  innocent  person  liable  to  contribute  a  portion  of  his 
wages  to  make  good  the  loss  occasioned  by  others. — See  Abbot  on 
Shipp.,  6th  edit.,  584,  585,  and  cases  there  cited. 

f  In  England.] — Piracy. — See  note,  page  245. 


248  seamen's  wages. 

or  if  the  crew  shall  prevent  the  master  hy  violence  from 
fighting  in  the  defence  of  vessel  or  property  ;  such  con- 
duct is  piracy,  and  punishahle  with  death1. 

It  is  also  piracy,  and  punishable  with  death,  to  be 
engaged  in  any  foreign  country  and  kidnapping  any  negro 
or  mulatto,  or  in  decoying  or  receiving  them  on  board  a 
vessel  with  the  intention  of  making  them  slaves  2. 


CHAPTER  XL 


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 

i  Act  1790,  ch.  36,  §  8  ;  1820,  cb.  113,  §  3. 
2  Act  1820,  ch.  113,  §  4,5. 


*  In  England.] — Wages  affected  by  Desertion  or  Absence. — 
See  note  to  cap.  4,  title  "Shipment.'" — If  any  seaman,  after  having 
signed  the  ship's  articles,  or  after  the  ship  has  left  her  first  port  of 
clearance,  wilfully  and  without  leave,  absent  himself  from  the  ship, 
or  his  duty,  he  forfeits  (in  all  cases  not  of  absolute  desertion,  or  not 
treated  as  such  by  the  master,)  out  of  his  wages  to  the  master  or 
owner,  the  amount  of  two  days'  pay  for  every  24  hours  of  absence, 
and  in  a  like  proportion  for  any  less  period  of  time,  or  at  the  option 
of  the  master,  the  amount  of  such  expenses  as  have  been  necessarily 
incurred  in  hiring  a  substitute  to  perform  his  work. 

If  after  the  ship's  arrival  at  her  port  of  delivery,  and  before  her 
cargo  is  discharged,  any  seaman  quits  the  ship  without  a  previous 
discharge  or  leave  from  the  master,  he  forfeits  to  the  master  or 
owner  one  month's  pay  of  his  wages  ;  but  no  such  forfeiture  is 
incurred,  unless  the  fact  of  such  seaman's  temporary  absence, 
neglect  of  duty,  or  quitting  the  ship,  be  duly  entered  or  recorded  in 
the  ship's  log-book;  and  this  entry  must  specify  truly  the  hour  of 
the  day  at  which  it  occurred,  and  the  period  during  which  the  sea- 
man was  absent  or  neglected  his  duty,  the  truth  of  which  entry,  it 
shall  be  incumbent  on  the  owner  or  master,  in  all  cases  of  dispute, 


seamen's  wages.  249 

the  voyage,  neglects  to  render  himself  on  hoard  at  the 
time  appointed,  and  an  entry  thereof  is  made  in  the 

to  substantiate  by  the  evidence  of  the  mate,  or  some  other  credible 
witness. — 5  &  6  W.  4,  c.  19,  s.  7. 

It  has  been  decided  that  this  section  of  the  act  applies  to  the 
case  of  the  quitting  of  a  ship  after  her  arrival  in  her  port  of  delivery, 
but  before  the  discharge  of  her  cargo. — 4  M.  &  W.  285. 

If  a  seaman  absolutely  desert  the  ship,  he  forfeits  to  the  owner 
or  master  all  wages  and  emoluments  to  which  he  might  otherwise 
have  been  entitled,  and  also  the  clothes  and  effects  he  may  have 
left  on  board,  provided  the  circumstances  attending  such  desertion 
be  entered  in  the  log-book  at  the  time,  and  certified  by  the  signa- 
ture of  the  master,  mate,  or  other  credible  witness ;  and  the 
absence  of  a  seaman  from  the  ship  for  any  time  within  the  space  of 
24  hours  immediately  preceding  the  sailing  of  the  ship,  without 
permission  of  the  master,  or  for  any  period,  however  short,  under 
circumstances  plainly  showing  an  intention  not  to  return,  is  to  be 
deemed  an  absolute  desertion. — 5  &  6  W.  4,  c.  19,  s.  9. 

It  has  also  been  determined  that  this  section  of  the  act  applies  to 
the  case  of  the  desertion  of  a  ship  whilst  in  foreign  parts. — 4  M.  & 
W.  285. 

A  mode  of  ascertaining  the  amount  of  these  forfeitures,  where 
the  seaman  has  contracted  for  the  voyage  or  the  run,  is  expressly 
provided  by  the  act,  s.  8. 

If  a  mariner  quit  the  ship  with  leave  of  the  master,  and  when 
ordered  to  return,  refuses  to  do  so,  his  wages  are  forfeited. — See 
Abbot  on  Shipp.,  6th  Edit.  578.,  and  cases  there  cited. 

It  has  been  already  stated  that'  the  entry  into  the  service  of  her 
Majesty  is  not  deemed  a  desertion,  nor  followed  by  the  forfeiture 
of  wages.  But  where  a  mariner  quitted  a  vessel  in  defiance  of  the 
master,  with  opprobrious  language,  and  without  any  declaration 
of  such  intention  when  he  quitted  the  vessel,  entered  on  board  a 
King's  ship  within  24  hours,  it  was  held  to  be  a  desertion,  working 
a  forfeiture  of  wages. — 2  Hagg.  Ad.  Rep.,  403  ;  Abbot  on 
Shipp.,  6th  edit.,  581. 

A  forfeiture  may  be  waived  by  the  party  entitled  to  take  advan- 
tage of  it.  2  Campb.  590,  and  5  &  6  W.  4,  c.  19,  s.  7.  But  a 
forfeiture  is  not  waived  by  the  acceptance  of  a  seaman's  services 
whilst  the  ship  is  in  distress,  unless  such  acceptance  be  continued 
when  the  necessity  for  them  has  ceased. — 3  C.  &  P.  3. 

As  regards  the  time  of  payment  of  wages.  By  the  5  &  6  W. 
4,  c.  19,  it  is  enacted  that  the  master  or  owner  shall  pay  to  every 
seaman  entering  into  such  contract  as  aforesaid  (i.  e.  the  ship's 
articles),  his  wages,  if  the  same  shall  be  demanded,  within  the 
respective  periods  following ;  that  is  to  say,  if  the  ship  shall  be 


250  seamen's  wages. 

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  l.  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  to  him, 
and  all  his  clothes  and  goods  on  board  at  the  time 2. 

1  Act  1790,  ch.  56,  §  2.]  2  Do.  §  4. 


employed  in  trading  coastwise,  the  wages  shall  he  paid  within  two 
days  after  the  termination  of  the  agreement,  or  at  the  time  when 
the  seaman  shall  he  discharged,  whichever  shall  first  happen  ;  and 
in  every  other  case  the  wages  shall  be  paid  at  the  latest  within  three 
days  after  the  cargo  shall  have  been  delivered,  or  within  ten  days 
after  the  seaman's  discharge,  whichever  shall  first  happen  ;  in  which 
two  cases  of  delayed  payments,  the  seaman  shall,  at  the  time  of  his 
discharge,  be  entitled  to  be  paid  on  account,  one  fourth  part  of  the 
estimated  balance  due  to  him  ;  and  if  any  master  or  owner  shall 
neglect  or  refuse  to  make  payment  in  the  manner  required,  he  shall 
for  every  such  neglect  or  refusal  forfeit  to  the  seaman  the  amount 
of  two  days'  pay,  for  each  day,  not  exceeding  ten  days ;  during 
which,  payment  shall,  without  sufficient  cause,  he  delayed  beyond 
the  period  prescribed,  for  the  recovery  of  which  forfeiture  the  seaman 
shall  have  the  same  remedies  as  he  is  entitled  to  for  the  recovery 
of  the  wages,  s.  11. 

The  preceding  clause  is  not  to  extend  to  the  case  of  ships  em- 
ployed in  the  southern  whale  fishery,  or  on  voyages  for  which 
seamen,  by  the  terms  of  their  agreement,  are  compensated  by  shares 
in  the  profit  of  the  adventure. 

No  assignment  of  wages,  made  prior  to  the  earning  of  them,  shall 
be  valid  or  binding  upon  the  party  making  it. 

If  a  seaman,  after  having  been  discharged  three  days,  shall  be 
desirous  of  proceeding  to  sea  on  another  voyage,  and  in  order  thereto 
shall  require  immediate  payment  of  the  wages  due  to  him,  it  shall 
be  lawful  for  any  justice  of  the  peace,  on  his  application,  and  on 
satisfactory  proof  that  he  would,  by  delay,  be  prevented  from 
obtaining  employment,  to  summon  the  master  or  owner  before  him, 
and  if  no  satisfactory  reason  shall  be  assigned  for  further  delay,  such 
justice  shall  order  payment  to  be  made  forthwith  ;  in  default  of 
compliance  with  which  order,  the  master  or  owner  shall  forfeit 
£b. ;  s.  14. 


seamen's  wages.  251 

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  *he  sea- 
man, and  that  he  was  absent  without  leave  1. 

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  2.  If,  however,  the  seaman  is  absent 
without  fault  of  his  own  3,  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  sea- 
man must  prove  that  the  treatment  wras  such  that  he 
could  not  remain  without  imminent  danger  to  his  life, 
limbs,  or  health 4.  If  the  voyage  for  which  he  shipped 
has  been  abandoned,  or  there  has  been  a  gross  and  un- 
necessary deviation,  he  does  not  forfeit  his  wages  for 
leaving  the  vessel ;  but  then  the  change  of  voyage  must 
have  been  actually  determined  upon  and  known  to  the 
seaman  5. 

Even  if  the  seaman  shall  have  clearly  deserted  with- 
out 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  pre- 
vious conduct  would  justify  a  discharge 6.  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  wrages  for  the  whole  voyage 7. 
If,  however,  the  owner  has  suffered  any  special  damage 
from  the  wrongful  absence  of  the  seaman,  as,  if  the  ves- 
sel has  been  detained,  or  a  man  hired  in  his  place,  all 

i  Gilpin,  83,  140,  207.     Ware,  309.  2  Ware,  309. 

3  1  Mason,  45.     Bee,  134,  48.     Gilpin,  225. 
*  1  Pet.  Ad.  186.    Gilpin,  225.   2  Pet.  Ad.  420,  428.    Ware, 
83,  91,  109. 

5  Gilpin,  150.     2  Pet.  Ad.  415.  6  1  Sumner,  373. 

7  2  Wash.  272.  Gilpin,  145.   1  Sumner,  373.  IPet.Ad.  160. 


252  seamen's  wages: 

such  necessary  expenses  may  be  deducted  from  the 
wages l. 

A  mere  leaving  of  the  vessel,  though  a  wrongful 
absence,  is  not  a  desertion,  unless  it  is  done  with  the  inten- 
tion to  desert 2.  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  refusal  of  duty  3.  If  the  voyage  is 
at  an  end,  according  to  the  articles,  and  the  vessel  is 
safely  moored  at  the  port  of  discharge,  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  suffered4.  The 
custom  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  them5.  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  re- 
fuses 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 6. 

The  master  and  owners  of  a  vessel  are  allowed  ten 
days  after  the  voyage  is  up,  before  a  suit  can  be  brought 

1  Gilpin,  145,  298,  98.  2  1  Sumner,  373.  Ware,  309. 

3  1   Pet.  Ad.  253. 

4  1  Sumner,  373.     Gilpin,  208.     Ware,  454.     2  Hagg.  40. 
L    *  1  Sumner,  373.     Gilpin,  208.  6  1  Pet.  Ad.  253. 


seamen's  wages.  253 

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  2. 

Wages  affected  by  Misconduct  *. — A  seaman  may 
forfeit  his  wages  by  gross  misconduct ;  and  if  not  for- 
feited, he  may  be  liable  to  have  a  deduction  made  from 
them,  for  any  damage  caused  to  the  owner  by  such  mis- 
conduct. To  create  a  forfeiture,  his  misbehaviour  must 
be  gross  and  aggravated  3.  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  ex- 
citement caused  by  punishment  will  not  forfeit  wages, 
unless  followed  by  obstinate  perseverance  in  such  refu- 
sal 5.  Where  drunkenness  is  habitual  and  gross,  so  as  to 
create  a  general  incapacity  to  perform  duty,  it  is  aground 
of  forfeiture  of  wages..  But  occasional  acts  of  drunken- 
ness, if  the  seaman  in  other  respects  performs  his  duty, 
will  not  deprive  him  of  his  wages 6.  In  this,  as  in  all 
cases    of  neglect,  disobedience,    or  wilful  misconduct, 


1  Act  1790,  ch.  56,  §6. 

2  1  Pet.  Ad.  165,  210.     Ware,  458.     Darl.  Ad.  Pr.  99. 

3  4  Mason,  84.     Bee,  148.  4  4  Mason,  84. 

b  Do.  6  2  Hagg.  2.    4  Mason  541. 


*  In  England.]  —  Wages  affected  by  Misconduct. — If  any 
seaman,  without  sufficient  cause,  neglects  to  perform  such  duty  as 
shall  reasonably  be  required  of  him  by  the  master  or  other  person 
in  command  of  the  ship,  he  is  subject  to  a  like  forfeiture,  as  in  case 
of  absence,  in  respect  of  every  offence,  and  of  every  24  hours'  con- 
tinuance of  it. — 5  &  6  W.  4.,  c.  19,  8.  7. 

Any  cause  which  will  justify  the  master  in  discharging  a  seaman 
during  the  vovage,  will  also  deprive  the  seaman  of  his  wages. — 
2  Rob.  Ad.  Rep.,  261. 


254  seamen's  wages. 

which  do  not  create  a  forfeiture,  a  deduction  may  be 
made  if  the  owner  has  suffered  any  loss  *. 

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  punished  2. 

If  the  seaman  is  imprisoned  for  misconduct,  he  does 
not  forfeit  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  im- 
prisonment 2. 

If  the  crime  of  a  seaman  is  against  the  laws  of  the 
United  States,  and  too  great  for  the  masters  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 4. 

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  affect- 
ed by  any  previous  misbehaviour 6. 

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  wages6. 

Wages  affected  by  Imprisonment  *. — If  a  seaman 


1  4  Mason,   541.     1  Sumner,  384.     Bee,  237.   2  Hagg.  420. 
Gilpin,  150.     1  Pet.  Ad.  168. 

2  Bee,  184.  3  Gilpin,  83,  140,  33.      Ware,  9. 

4  1  Pet.  Ad.  168.  5  4  Mason,  84.  6  Ware,  109. 


*  In  England."] — Wages  affected  by  Imprisonment. — It  is 
apprehended  that  if  a  seaman  should  do  any  act  which  would  justify 
the  master  in  ordering  him  to  be  imprisoned,  such  seaman  could 
not  recover  wages  for  the  time  of  his  imprisonment ;  but,  on  the 
contrary,  would  be  answerable  to  the  owners  for  any  loss  or  damage 
they  might  sustain  through  his  misconduct;  and  it  would  seem 
they  might  set  off  such  loss  or  damage  against  a  demand  of  wages. 
—2  Hagg.  Ad.  Rep.,  243. 


SEAMENfS   WAGES.  255 

is  imprisoned  by  a  warrant  from  a  judge  or  justice  of  the 
peace,  within  the  limits  of  the  United  States,  for  deser- 
tion 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  l.  So, 
if  a  seaman  is  imprisoned  in  a  foreign  port  by  the  autho- 
rities 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  of  the  master  2. 
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 s. 

Wages  affected  by  Capture. — If  a  neutral  ship 
is  captured,  it  is  the  right  and  duty  of  the  seaman  to 
remain  by  the  vessel  until  the  case  is  finally  settled  4.  If 
she  is  liberated,  they  are  then  entitled  to  their  wages  for 
the  whole  voyage ;  and  if  freight  is  decreed,  they  are 
entitled  to  their  wages  for  as  much  of  the  voyage  as 
freight  is  given  5.    And  if  at  any  future  time  the  owners 

1  Gilpin,  223.  2  Gilpin,  223. 

3  Ware,  13,  503.     Gilpin,  83,  233. 

4  2  Sumner,  443.     1  Pet.  Ad.  128. 

5  2  Gall.  178.     2  Sumner,  443. 


*  In  England.] — Wages  affected  by  Capture. — The  payment 
of  wages  depends  generally  upon  the  successful  termination  of  the 
voyage.  If  in  the  course  of  the  voyage  a  total  loss  or  capture  of 
the  ship  takes  place,  the  seamen  lose  their  wages. — Abbott  on 
Shipp.,  6th  edit.,  571. 

It  has  heen  held  that  the  condemnation  of  a  vessel  for  illegal 
trading  on  the  part  of  the  master,  to  which  the  mariners  were  not 
parties,  does  not  work  a  forfeiture  of  wages,  or  har  the  mariner's 
action  against  the  owners. — 2  Hagg,  Ad.  Rep.,  158. 

The  payment  of  wages  is  divisible,  and  if  a  ship  has  delivered  its 
cargo  at  one  place,  the  wages  are  so  far  due,  although  the  ship  be 
afterwards  taken  or  sunk.  But  if  a  ship  sail  to  one  place,  in  order 
to  take  in  a  cargo  there  to  be  conveyed  to  another  place,  and  having 
received  the  cargo  accordingly,  be  taken  before  its  arrival  at  the 
place  of  delivery,  nothing  is  payable  to  the  seamen  for  navigating 
the  ship  to  the  first  place. — Abbott,  572. 


256  seamen's  wages. 

recover  the  vessel,  or  her  value,  upon  appeal  or  by  treaty, 
they  are  liable  for  wages1.  In  order  to  secure  his  wages 
in  these  cases,  the  seamen  must  remain  by  the  vessel 
until  her  sale  or  condemnation,  and  the  master  cannot 
oblige  him  to  take  his  discharge2.  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 
wages3.  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  there4. 

Wages  affected  by  Loss  of  Vessel  or  Inter- 
ruption of  Voyage*. — If  a  vessel  meets  with  a  dis- 
aster, 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  h.     If  they  abandon  the  vessel  un- 

i  3  Mason,  161.  2  1  Mason,  45. 

3  1  Mason,  45.  4  1  Pet.  Ad.  203. 

*  Ware,  49.     1  Pet.  204. 


*  In  England.]  —  Wages  affected  by  Loss  of  Vessel  or  In- 
terruption of  Voyage. — See  the  last  note. 

If  a  ship  become  disabled  on  the  voyage,  the  seamen  lose  their 
wages.  But  if  the  ship  has  earned  its  freight,  the  seamen  who 
have  served  on  board  the  ship  have  in  like  manner  earned  their 
wages. 

And  if  a  ship  sails  to  several  places,  wages  are  payable  to  the 
time  of  the  delivery  of  the  last  cargo. 

And  where  money  is  advanced  to  the  owners  in  part  of  the 
freight  outward,  and  the  ship  perishes  before  her  arrival  at  the  port 
of  delivery,  the  seamen  will  be  entitled  to  wages  in  proportion  to 
the  money  advanced. — Abbott,  558. 

Wages  are  not  lost  by  the  hypothecation  of  the  ship,  nor  even 
by  the  sale  of  it,  unless  the  sale  be  made  under  the  authority  of 
a  competent  court ;  nor  by  the  ship  being  wrecked,  if  the  seamen 
assist  in  saving  from  the  wreck  sufficient  to  pay  them. — Abbott,  571. 

It  is  the  duty  of  every  mariner  to  exert  himself  to  the  utmost 
to  sa ve  as  much  as  possible  of  the  vessel  and  cargo  ;  and  he  is  not 
entitled  to  any  remuneration  for  such  exertions  beyond  the  wages 
stipulated  to  be  paid  to  him. — 1  Hagg.  Ad,  Rep.,  227. 


seamen's  wages.  257 

necessarily,  tliey  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  cargo1.  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  for  salvage2.  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  there3. 

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  ballast4.  A  seaman  also  secures  his 
wages  wherever  the  ship  might  have  earned  freight  but 
for  the  agreement  or  other  act  of  the  owner5.  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  tying  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 
there6. 

These  rules  apply  only  to  cases  where  the  voyage  is 

1  Pet.  C.  C.  182.     3  Sumner,  286. 

2  Ware,  49.     Gilpin,  79.     2  Mason,  319.     1  Hagg.  227. 

3  2  Mason,  329.  1  Pet.  Ad.  204,  130  ;  2  do.  391.  11 
Mass.  545.  4  2  Mason,  319.     I  Pet.  Ad.  207. 

5  3  Sumner,  286.     2  Mason,  319.     2  Hagg.  158. 
«  Pet.  C.  C.  182.     2  Pet.  Ad.  390. 


«  Pet.  C.  < 


258  seamen's  wages. 

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  com- 
pelled 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  pay1.  And,  by  the 
general  law,  they  would  always  receive  some  extra 
wages  as  a  compensation  for  the  loss  of  the  voyage,  and 
as  a  means  of  supporting  themselves  and  procuring  a 
passage  home;  or,  perhaps,  full  wages  for  the  voyage2. 

Wages  on  an  Illegal  Voyage  *. — A  seaman  has 
no  remedy  for  his  wages  upon  an  illegal  voyage  ;  as,  for 
instance,  in  the  slave  trade3.  Wages  have,  however, 
been  allowed  where  it  was  proved  that  the  seaman  was 
innocent  of  all  knowledge  of,  or  participation  in,  the 
illegal  voyage4. 

Wages  affected  by  Death  or  Disability  *. — If 
a  seaman  dies  during  the  voyage,  wages  are  to  be  paid 
up  to  the  time  of  his  death5.  A  seaman  is  entitled  to  all 
his  wages  during  sickness,  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 


'  Act  1803,  ch.  62,  §  3. 

8  2  Pet.  Ad.  264.     Bee,  48.    2  Gall,  182.    3  Johns.  R.  518. 
*  9  Wheat.  409.     6  Rob.  207.     2  Mason,  58.     Edw.  35. 
4  9  Wheat.  409.  5  Bee,  254,  441. 


*  In  England.] — Wages  on  an  Illegal  Voyage. —  Wages 
affected  by  Death  or  Disability. — The  observations  under  these 
respective  heads  are  applicable  to  British  vessels. 


SEAMEN.  259 

loss  of  his  services1.  So  where  the  death  of  a  seaman 
was  caused  by  his  own  unjustifiable  and  wrongful  acts, 
his  wages  were  held  forfeited2.  If  a  seaman,  at  the  time 
he  ships,  is  labouring  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  case3.  If,  in  consequence  of  sickness,  a 
seaman  is  left  at  a  foreign  port,  he  is  still  entitled  to 
wages  for  the  whole  voyage4. 


CHAPTER  XII. 


SEAMEN CONCLUDED. 

Recovery  of  wages.    Interest  on  wages.    Salvage. 

Recovery  of  Wages*. — A  seaman  has  a  threefold 
remedy  for  his  wages — first,  against  the  master ;  secondly, 

i   1  Pet.  Ad.  142,138.      2  Do.  142. 

3  2  Pet.  Ad.  263.         4  Bee,  414.     2  Gall.  46.      1  Pet.  117. 


*  In  England.]  Recovery  of  Wages. — As  regards  wages  not 
exceeding  20/.,  it  is  provided  by  the  act  5  &  6  W.  4,  c.  19,  that 
it  shall  be  lawful  for  any  justice  of  the  peace  residing  near  to  the 
place  where  the  ship  shall  have  ended  her  voyage,  cleared  at  the 
Custom  House,  or  discharged  her  cargo,  or  near  to  the  place  of 
residence  of  the  master  or  owner,  upon  complaint  on  oath  by  the 
seaman,  or  on  his  behalf,  to  summon  the  master  or  owner  before 
him,  and  to  examine  upon  the  oath  of  the  parties,  and  of  their  wit- 
nesses (if  any),  touching  the  complaint  and  the  amount  of  wages 
due,  and  to  make  order  for  payment  as  shall  appear  to  him  to  be 
reasonable  and  just ;  and  that  in  case  such  order  shall  not  be  obeyed 
within  two  days  after  the  making,  such  justice  may  issue  his  war- 
rant to  levy  the  amount  awarded,  and  all  expenses,  by  distress  and 
sale  of  the  goods  of  the  party  upon  whom  the  order  shall  have  been 
made  ;  and  if  sufficient  distress  cannot  be  found,  may  cause  the 
amount  to  be  levied  upon  the  ship  and  furniture  ;  and  if  they  be 
not  within  his  jurisdiction,  may  cause  the  party  upon  whom  the 
order  shall  be  made  to  be  apprehended  and  committed  to  gaol,  un- 


2(30  SEAMEN. 

against  the  owners ;  and  thirdly,  against  the  ship  itself 
and  the  freight  earned1.  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  hy  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  dif- 
ferent owners2.     A  seaman  does  not  lose  his  lien  upon 

1  Bee,  254.     2  Sumner,  443.     2  Gall.  398. 

2  2  Sumner,  443.     5  Pet.  R.  675. 


til  the  amount,  with  all  costs,  shall  be  paid  ;  which  award  and  deci- 
sion is  to  be  final  and  conclusive  on  both  parties,  s.  15. 

And  in  order  to  enforce  the  adoption  of  this  remedy,  it  is  by  a 
subsequent  clause  enacted,  that  if  any  suit  for  wages  instituted  in 
an  Admiralty  Court,  or  in  any  Court  of  Record  in  the  British  do- 
minions, it  shall  appear  to  the  judge  that  the  plaintiff  might  have 
had  an  effectual  remedy  by  the  mode  above  prescribed,  the  judge 
is  to  certify  accordingly  ;  and  thereupon  no  costs  of  suit  are  to  be 
awarded  to  the  plaintiff,  s.  16. 

The  burthen  of  producing  the  written  contract  in  cases  of  dispute 
with  the  mariners,  is  cast  on  the  master  and  owners,  s.  5. 

All  suits  and  actions  brought  in  the  Court  of  Admiralty  for  sea- 
men's wages,  must  be  commenced  within  six  years  next  after  the 
wages  become  due,  unless  the  party  entitled  to  sue  shall  at  that  time 
be  under  the  age  of  twenty-one  years,  a  feme  covert,  non  compos 
mentis,  or  imprisoned,  or  unless  such  party,  or  the  party  sued, 
shall  be  at  that  time  beyond  the  seas,  in  which  cases  the  suit  may 
be  brought  within  six  years  after  the  party  suing  shall  be  of  full 
age,  discovert,  of  sane  memory,  or  at  large  ;  or  either  the  party 
suing,  or  the  party  sued,  shall  return  from  beyond  the  seas. — 4 
Anne,c.  16,  ss.  17,  18,  and  19. 

And  actions  in  the  courts  of  common  law  are  also  limited  to  the 
same  period  of  six  years  with  the  same  provisoes,  unless  they  are 
founded  on  a  contract  under  seal ;  if  they  are  founded  on  such  a 
contract,  the  statutable  limitation  does  not  apply  to  them;  but  after 
a  lapse  of  twenty  years,  the  claims  will  be  presumed  to  have  been 
satisfied  without  any  proof  of  payment.  —  Abbott,  595. 

As  to  the  time  of  wages  becoming  due,  see  the  note  to  chap.  xi.? 
page  249. 


SEAMEN.  261 

the  ship  by  lapse  of  time.  He  may  take  the  ship  when- 
ever he  finds  her ;  though  he  must  not  allow  a  long  time 
to  elapse,  if  he  has  had  any  opportunity  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  admiralty1. 

The  lien  of  the  seaman  for  wages  takes  precedence  of 
every  other  lien  or  claim  upon  the  vessel2.  The  sea- 
men'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;  and  the  rule  in  admiralty  is,  that 
a  seaman's  claim  on  the  ship  is  good  so  long  as  there  is 
a  plank  of  her  left3.  If,  after  capture  and  condemna- 
tion, the  ship  itself  is  not  restored,  but  the  owners  are 
indemnified  in  money,  the  seaman's  lien  attaches  to  such 
proceeds4.  Besides  this  lien  upon  the  ship,  the  seaman 
has  also  a  lien  upon  the  freight  earned,  and  upon  the 
cargo5.  He  may  also  sue  the  owner  or  master,  or  both, 
personally.  They  are,  however,  answerable  personally 
only  for  the  wages  earned  while  the  ship  was  in  their 
own  hands6.  But  a  suit  may  be  brought  against  the 
ship  after  she  has  changed  owners7. 

A  seaman  does  not  lose  his  lien  upon  the  vessel  by 
taking  an  order  upon  the  owner8. 

After  a  vessel  is  abandoned  to  the  underwriters,  they 
become  liable  for  the  seamen's  wages,  from  the  time  of 
the  abandonment9. 

If  at  the  end  of  the  voyage  the  crew  are  discharged 
and  not  retained  to  unload,  their  wages  are  due  imme- 
diately10 ;   but  J;hey  cannot  sue  in  admiralty  until  ten 

1  2  Gall.  477.     Paine  C.  C.  180.     3  Mason,  91. 

2  Ware,  134,  41.  3  3  Sumner,  50.     1  Ware,  41. 
*  5  Pet.  R.  675.  5   Ware,  134.     5  Pet.  R.  675. 

6  11  Johns.  72.     6  Mass.  300  ;  8  do.  483. 

7  5  pet.  R.  675.     2  Sumner,  443. 

8  Ware,  185.  9  4  Mason,  196. 
Ware,  458.     Dunl.  Ad.  Pr.  99.     1  Pet.  Ad.  165,  210. 


"    ware, 
10  Ware, 


262  SEAMEN. 

days  after  the  day  of  discharge1.  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  immediately2.  If  the  owner  retains 
his  crew  while  the  cargo  is  unloading,  he  must  unload 
it  within  a  reasonable  time.  Fifteen  working  days  has 
frequently  been  held  a  reasonable  time  for  unloading, 
and  the  ten  days  have  been  allowed  to  run  from  that 
time3. 

The  longest  time  allowed  by  law  for  unloading  vessels 
is  twenty  days  if  over  300  tons,  and  ten  days  if  under 
that  tonnage.  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  suit4. 

Salvage  t. — If   a  vessel  is  picked  up  at  sea  aban- 

1   Act  1790,  ch.  56,  §6.  2  Do. 

3  1  Pet.  Ad.  165.     Abb.  Shipp.  456,  n. 

4  2  Gall.  45. 

*  In  England.]  Interest  on  Wages. — It  has  been  already 
stated,  that  if  the  master  or  owner  shall  neglect  or  refuse  to  pay  the 
seaman  his  wages  when  due,  he  becomes  liable  to  forfeit  to  such 
seaman  the  amount  of  two  days'  pay  for  each  day  not  exceeding  ten 
days  during  which  payment  shall  without  sufficient  cause  be  de- 
layed, c.  11;  see  note  to  c.  11,  p.  250. 

If  the  seaman  wishes  to  entitle  himself  to  interest  upon  his 
wages,  he  should  give  a  written  notice  to  the  master  or  owner,  of 
his  intention  to  claim  such  interest  if  his  wages  be  not  paid  within 
a  given  period. 

f  In  England.]  Salvage. — The  crew  of  a  British  vessel  can- 
not claim  as  salvors  or  joint-salvors  in  respect  of  services  performed 
on  board  their  own  vessel,  not  even  in  the  case  of  shipwreck. — 1 
Hag.  Ad.  Rep.,  227. 

For  further  information  on  this  subject,  the  reader  is  referred  to 
Abbott  on  Shipp.,  6th  edit.,  title  "  Salvage." 


SEAMEN.  263 

doned,  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  bringing  her  into  port,  they  are 
entitled  to  salvage1.  In  this  case  all  the  crew  who  are 
ready  and  willing  to  engage  in  the  service  are  entitled 
to  a  share  of  the  reward,  although  they  may  not  have 
gone  on  board  the  wreck2.  The  reason  is,  that  where  all 
are  ready  to  go,  and  a  selection  is  made,  there  would  be 
injustice  and  favouritism  in  allowing  any  one  the  pri- 
vilege more  than  another.  Besides,  those  who  remain 
have  an  extra  duty  to  perform,  in  consequence  of  the 
others  having  gone  on  board  the  wreck3. 

Crews  are  not  ordinarily  entitled  to  salvage  for  ser- 
vices 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 4 ;  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,  considering  it  as  in  the 
nature  of  wages  due.  In  one  instance  salvage  was  re- 
fused 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  5. 

Yet  seamen  may  entitle  themselves  to  salvage  for  ser- 
vices 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 G.  So,  where  a  ship  was  abandoned  at 
sea,  and  one  or  two  men  voluntarily  remained  behind, 
and  by  great  exertions  brought  her  into  port 7.  If  an 
apprentice  is  a  salvor,  he  and  not  his  master,  is  entitled 
to  the  salvage  8.     If  one  set  of  men  go  on  board  a  wreck, 

1  Ware,  477.      1  Pet.  Ad.  306. 

2  Ware,  477.     2  Pet.  Ad.  281.  3  2  Dodson,  132. 

4  10  Pet.  R.  108.     1  Hagg.  227. 

5  2  Dods.  14.  6  1  Pet.  Ad.  306. 

7  2  Cr.  240.  1  Pet.  Ad.  48.        8  2  Cr.  240.  2  Pet.  Ad.  282. 


264  SEAMEN. 

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 l. 

1  1  Sumner,  400. 


THE    END. 


LONDON : 
BUAOBURY   ANO    EVANS,  PK1NTERS,    WHITEFRIARS. 


mi