PART V.
305.—PRECAUTIONS FOR SCUDDING.
When scudding in a heavy gale of wind, care should be taken that sufficient of lofty sail be carried on the vessel, to keep her freely and fairly before the sea. A ship will scud better with the sea right aft, than quartering. With a heavy sea, the danger to be apprehended is, that the wave traveling faster than the ship, may overtake and break over her. To avoid this, and diminish its danger, some such sail as a close-reefed topsail or foresail is generally kept set as long as possible; but there are times when the foresail is not the best suited, nor the safest for scudding. Some ships that steer badly, and manifest an inclination to yaw, will be more steadily steered, and easier managed when scudding under the fore-topsail and fore-staysail. Should the ship happen to broach-to, the foresail, in such a perilous situation, is an unwieldy and unmanageable sail to clew up; and when the sea strikes the ship on the quarter, and causes her head to round-to in the direction of the wind, the main-topsail tends to assist the sea in producing this dangerous movement; whereas, the fore-staysail, together with the fore-topsail, produces the contrary effect.
It is deeply laden ships that are most liable to get pooped; in which circumstance, a skilful foresight must be exercised in lightening them.
Relieving-tackles should be hooked, and hands stationed to attend them; spare tiller and rudder-chocks at hand, and perfectly ready for use; for, if the ship should get pooped with a heavy sea, the tiller is likely to get snapped, the ship to broach-to, and the rudder, if not quickly secured, to be unhung, and after damaging the stern, to be lost. Wreck then almost immediately follows.
When using the foresail, a tackle hooked to the lee fore-tack would be of service in filling the sail.
306.—SCUDDING.—A SHIP BROACHES-TO.
Meet her with the helm, and lee head braces, if necessary; shiver the after yards; should she still come-to, and the sails are taken aback, brace about the head yards, and if necessary, use the helm. If she should get too much stern-board in falling off, haul up the foresail, and pay her off with the fore storm-staysail; fill the after yards as soon as possible, to gather headway, and when she has fallen off sufficiently, brace about the head yards, and trim as before.
Note.—As in scudding, the safety of the ship depends entirely upon the steering, the greatest care should be taken that a steady and expert helmsman is stationed at the wheel, and that when his “trick” is out, and his “relief” arrives to take his place, that he resigns not his hand at the helm, until his successor is in full possession of the easiest method of steering the ship. The officer of the deck should also direct a compass to be placed in the gun-room, and be cautious that a competent seaman is there to attend the relieving tackles, and watch closely the steerage of the ship by the compass-card.
In frigates, and particularly flushed-decked vessels, whose binnacle-lights are liable to be extinguished by the wind, precaution should be taken that lighted lanterns are kept in readiness to supply the place of the blown-out lights. On dark and starless nights, when the steersman has no other guide to govern his steerage than the compass-card, it is of the utmost importance that attention should be paid to this particular; as in a number of instances the accident of broaching-to may be traced to the “blowing out” of the binnacle lights, and carelessness of the helmsman. It requires a quick, small helm to steer a ship when scudding.
307.—SCUDDING.—BROUGHT BY THE LEE.
A ship is said to be “brought by the lee” when struck aback by a change of wind. If she has headway, which will probably be the case, put the helm a-weather, but if she has sternway, the contrary. Brace round the after yards, and when they are full, the head ones. This is the principle of tacking, but it is not thought as well when scudding in a gale, as the ship might get too rapid sternway, which would be dangerous in a heavy sea. As the object is to preserve the headway, the yards are braced round as soon as possible. If scudding under the main-topsail, and it becomes necessary to reduce sail, take in the fore-topsail, for the main being nearer the centre of gravity, has less tendency to bury the ship, and she is consequently more easily steered.
When scudding under the main-topsail and foresail, the ship is to be brought by the wind, and she should have a tendency to gripe, keep the foresail on her; but if otherwise, take in the foresail, and set the fore storm-staysail; brace up the head yards, then the after ones. Watch for a smooth time, and ease down the helm, taking care to meet her in due time.
The reason for bracing up the head yards before luffing, is, in scudding the ship has a rapid headway, and will mind the helm very quickly; moreover, the sea acting with violence on the quarter, will throw her up into the wind, and unless the head yards are braced up so as to prevent that, she will be in the same situation as if she had broached-to.
308.—HEAVING-TO.
Having determined from the known quality of the ship, what sail would be best to heave-to under; bring by the wind as in the previous subject. If intending to lay-to under a main-topsail, when by the wind, haul up and furl the foresail, down foretopmast-staysail; if under lower-staysails, hoist them; at the same time taking in the foresail and main-topsail.
The helm is kept a-lee while laying-to, but not lashed down, it being considered best to have a little steerage-way on.
Note.—It is best to bring by the wind under the square-sails, as the ship is more under command than she would be if they were furled.
309.—TAKING IN A LOWER STUDDING-SAIL—BLOWING FRESH.
This is a much nicer operation than young officers generally are inclined to admit, and unless executed with caution and skill on the part of the officer “carrying on the duty” on deck, the probability is, the topmast studding-sail boom will snap short in the iron, and the sail, swinging-boom gear and all, will have to be recorded in the log as “expended.” When not sailing in a squadron, and the yawing of the ship be a matter of minor importance, the officer of the watch is recommended to proceed as follows:—
Place a steady helmsman at the wheel, and stand close to him; man well the sheet, and lead it well aft along the deck; also see that steady hands attend the tack and guys. When perfectly prepared, direct the helmsman with a “small helm,” to bring the wind gradually on the opposite quarter, and the moment the body of the sail begins to lose the breeze, and the canvass inclines to shiver, lower the outer halliards, ease the tack, and haul in on the sheet as rapidly as possible, lowering the inner halliards at the same time.
Note.—More booms are sprung, and even snapped short in the iron, from the sudden jerk produced by lowering the lower halliards, when the sail is straining and bellying to the breeze, than by even carrying a powerful press of canvass. And here it may be well to impress upon the mind of the young seaman, that a judicious management of the helm, in almost every situation in which it can be placed, will not only aid the physical strength employed, but also greatly facilitate the service sought.
310.—TO UNBEND A TOPSAIL IN A GALE OF WIND.
Those who know the value of minutes to men perched aloft in a perilous position, will adopt that method which will eventually cost the least time and trouble. The sail should be first furled, then detached from the yard, and sent down on deck (slung amidships) by the long tackle[29] hooked at the topmast-head, and steadied forward clear of the top-rim by the weather or lee bowline, according to the side on which the sail is to be sent down. (See 298).
Should the ship be rolling or pitching to any extent, and it is not deemed prudent to lower the furled sail “before all,” the sail may be sent down through lubber’s hole. This method will depend entirely upon the motion of the ship.
[29] Generally called the top-burton.
311.—SECURING IN A GALE.
See that the yards which have sails set upon them are not unnecessarily sharp up; that the yards whose sails are furled are hoisted clear of the caps; that the runners and tackles are up in good time; that all unnecessary strain is taken off the rigging; and that mats are carefully placed wherever a chafe is likely to occur, such as at the bunts of the furled sails, and at the lee quarters of the yards, which are braced up against the rigging.
See also that the fore and main sheets, if set, be checked a little; the weather lifts and trusses well up and taut; jiggers on topsail lifts, and studding-sails out of the rigging; anchors and guns properly secured; and in a small vessel, the hatches battened down, extra on boats, spare spars, &c., &c.
312.—PREPARATIONS FOR A HURRICANE AT SEA.
Endeavor to get sea room; if you have it, run before the wind. The captain and first officer to cunn the ship; two or three of the best men to steer; the master to keep the time, and the courses steered, and have the ship’s place kept worked up.
Previous to its coming on, have a life-line set up on each side of the deck. Furl all sails, and secure them with studding-sail tacks as well as long gaskets; batten down the hatches, and have the relieving tackles on the tiller; down topgallant-yards, and send topgallant-masts on deck, and flying jib-boom in. Clear the tops; gaffs down; rudder-chocks and spare tiller at hand; axes and hawsers at hand; scuppers clear; pumps ready. Let each man wear a belt to secure himself if required to the most convenient place; keep the after yards square; head yards thrown forward, and have the fore-staysail set with double sheets.
313.—PREPARATIONS FOR A HURRICANE AT AN ANCHOR, (with notes on the Barometer.)
The ship should be moored with a whole cable each way if in harbor, or if in an open roadstead, veer to a hundred fathoms on each anchor.
The more your berth is out of the way of other ships, the better, as vessels driving, or getting adrift, occasion much damage to those who might otherwise have held on.
If moored, the sheet cable to be bent and ranged, and the anchor let go, and veer on the bowers to the clinches.
All the ground tackle you have should be used. Have a shackle abaft the foremost stopper, on each cable, ready for slipping if absolutely necessary, to prevent swamping, or from other causes.
Batter down fore and aft.
Down topgallant yards and masts.
If time, unbend sails (topsails and courses, I mean).
Strike lower-yards and topmasts.
Get yards as much fore and aft as possible.
Jib-boom eased in.
Keep try-sails and fore stay-sail bent, and the former reefed. Unreeve the running rigging, that nothing may be aloft to hold the wind.
Clear the tops.
No boats to be above the gunwale.
Axes and hawsers up ready.
If anchors drag, cut away lower masts—the rigging being first cut and cleared. Remember the stays.
Notes and remarks on the Barometer.
| SCALE OF BAROMETER AT PRESENT. |
As the force of the wind is what is required for service at sea, the following would be better understood. |
||
|---|---|---|---|
| Inches. | Inches. | ||
| 31.0 | Very dry. | ||
| 30.5 | Set fair. | 30.5 | Very settled. |
| 30.0 | Fair. | 30.0 | Fine weather. |
| 29.7 | Unsettled. | ||
| 29.5 | Changeable. | 29.5 | Gale. |
| 29.2 | Storm. | ||
| 29.0 | Rain. | 29.0 | Violent storm. |
| 28.5 | Much rain. | 28.5 | Tempest. |
| 28.0 | Stormy. | ||
When the mercury falls in the Barometer, it announces rain, or wind, or in general what is called bad weather; and, on the contrary, when it rises, it announces fair weather.
When the mercury falls in frosty weather, either snow, or a thaw may be expected; but if it rises in the winter with a north or east wind, it generally forebodes a frost.
If the mercury sinks slowly, we may expect rain, which will probably be of some continuance; but if it rises gradually, we may expect fine weather that will be lasting.
When the Barometer is fluctuating, rising and falling suddenly, the weather may be expected to be like it—changeable.
When the mercury falls very low, there will be much rain; but if its fall is low and sudden, a high wind frequently follows.
When an extraordinary fall of the mercury happens, without any remarkable change near at hand, there is some probability of a storm at a distance.
In very warm weather the fall of the mercury indicates thunder.
The Barometer will descend sometimes as an indication of wind only, and sometimes rise when the wind is to the north or east.
A north-east wind generally causes the Barometer to rise, and it is generally low with a south-west wind.
An extraordinary fall of the mercury will sometimes take place in summer previous to heavy showers, attended with thunder; but in spring, autumn, and winter, it indicates violent winds.
The mercury is higher in cold than in warm weather, and lower at noon and midnight than at any other period of the day.
The mercury generally falls at the approach of new and full moon, and rises at the quadratures.
Before high tides, there is almost always a great fall of the mercury; this takes place oftener at the full than at the new moon.
The greatest changes of the Barometer commonly take place during clear weather with a north wind, and the smallest risings during cloudy, rainy, or windy weather, with a south or nearly south wind.
The words generally engraved on the plate of the Barometer, rather serve to mislead, than to inform; for the changes of weather depend rather on the rising and falling of the mercury, than on its standing at any particular height.
When the mercury is as high as “fair,” and the surface of it is concave, (which is the case when it begins to descend,) it very often rains; and on the contrary, when the mercury is opposite “rain,” and the surface of it is convex, (which is the case when it begins to ascend,) fair weather may be expected. These circumstances not being duly attended to, is the principal cause that many people have not a proper confidence in this instrument.
For sea-service, it would be as well to read the Barometer off three times a day at least—at 8 A. M., noon, and 8 P. M.—and oftener if bad weather.
In Europe, if the alteration in the quicksilver should be in as great a proportion as six-tenths of an inch to twenty-four hours, sudden but not lasting changes of weather may be expected.
If the alteration should be gradual, probably in the proportion of two or three-tenths to twenty-four hours, the weather indicated will be likely to last.
One-fifth of the variation of the Barometer, in any climate, in twenty-four hours, may be considered as an indication of sudden change.
If wind should follow rain, the wind may be expected to increase.
Rain following wind is likely to lull it, and the wind may be expected to abate.
314.—THE FOREMAST IS CARRIED AWAY.
Hard up the helm, brace in the after yards, hoist the main-staysail, take in after sail, and endeavor to get before the wind; if successful, keep her so, by veering a range of cable over the stern, and lashing it amidships; if not, which is most likely to be the case, and should carry away the main-topmast also, lay her to under the main-staysail. If the main-topmast should stand, clew-up the main-topsail immediately, get the breast backstays over the topsail-yard, and set them up as far forward as possible, by means of tackles. Bend hawsers on the wreck, clear it away, especially the lanyards of the lee-rigging, so as to preserve the channels and chain-bolts, and endeavor to haul it aboard. Send down the after yards and spars, and save as much of the wreck as possible. Rig a jury-foremast, fitting spars and sails to the best advantage; when the jury-mast is rigged, reeve a main-topmast stay, of a hawser, and take the breast-backstays aft again, after which cut clear of the wreck, if not required.
315.—TO RIG A JURY-MAST.
Take a spare spar, the largest on board, a main-topmast for instance, and launch the head over the night-heads, the heel resting against the stump of the old mast; put on the cross-trees and bolsters, fit the rigging and stays from hawsers, and hook a couple of tackles from the jury-mast head—which take to the sides and haul taut; hook another, which take well aft; lash the heel of the stump to prevent slipping, and raise the mast with the after purchase, tending the stays and pendant-tackles; when up, reeve the lanyards, set up the rigging and stays. Cleet and lash the heel securely. Ship the cap, send up a topgallant-mast for a topmast, fit a topsail yard for a lower yard, and a topgallant yard for a topsail yard, and so on.
316.—ACCIDENTS TO TILLER.
In the event of losing a mast.
Should the tiller break in the rudder head, the rudder must immediately be chocked, that its stump may be taken out and the spare tiller fitted, which, together with the chock, should always be placed in readiness for immediate use. While the rudder is useless, the ship must be hove-to till it is repaired, or some contrivance prepared to supply its place.
317.—THE MAIN-MAST IS CARRIED AWAY.
Hard-up the helm, secure the mizen topmast if it still stands, clear the wreck, save as much as possible, and rig a jury main-mast, as above.
318.—THE BOWSPRIT IS CARRIED AWAY.
Hard-up the helm, shiver the after yards, take in after sail, and get the ship before the wind; take the fore-topmast breast-backstays forward over the top-sail yard, hook the pendant tackles and set them up to the cat-heads; unreeve the main-topmast and spring-stays, and set them up to the foretopsail sheet bitts; hitch a hawser to the foretopmast head, take this in through one of the hawse-holes, and set it up on the gun-deck. While this is performing, let some hands be reducing sail, sending down topgallant yards and masts if they are aloft, and clearing the wreck; rig a jury-bowsprit of a spare main-topmast or a jib-boom.
319.—A TOPMAST IS CARRIED AWAY.
Get the ship before the wind immediately, and reduce sail; hook the top-blocks and reeve hawsers through them; bend the lee one to the topsail-yard, which is probably hanging to leeward of the topmast, with the wreck. Clew up the topsail if practicable, and cut the parrel if it can be got at. The yard now hangs clear of the topmast; bend the weather hawser to the wreck of the topmast; have guys from the weather side of the deck—clear away the lanyards of the rigging and stays, also the rigging leading to the topmast head, and send it down on deck; hook the yard-tackles, slack the braces and trusses, bouse the lower yards forward, and send down the stump; get the topsail-yard down in the lee-gangway, and repair its damages while the spare topmast is got aloft and secured by the old rigging; send aloft the yard, set the topsails, and bring her to her course again.
320.—THE JIB-BOOM IS CARRIED AWAY.
Mind the weather helm, hoist the foretopmast-staysail, and get in the wreck by the fore pendant-tackles, hooked to the fore-stay; reeve a heel-rope and get in the stump; point another boom, and rig it with the old rigging, if sound, if not, with spare ropes or hawsers.
321.—THE FOREMAST IS SPRUNG NEAR THE HOUNDS OR BIBBS.
Get the ship before the wind immediately, reduce sail, and get all the strain off the foremast; secure the main-topmast.
Send down topgallant yards and masts; hook the jeers, and settle the fore yard; hook top-blocks, reeve top-pendants and house topmasts, allowing the heel to come considerably below the defect; fish the foremast with side fishes, and the heel of the topmast, wedging the lashings. Clap a lashing around the doublings of the mast-head, having chocks between; keep the pendant-tackles rove, turn in the rigging afresh, and set it up; wedge the topmast in the cap, and sway the fore yard close up to the heel of the topmast; reef the head sails to diminish the strain if required.
322.—THE FOREMAST AND BOWSPRIT CARRIED AWAY.
Proceed as in 314, the remarks being applied to the present case; lay-to under the main-staysail, to leeward of the wreck, and repair damages on board, in the best possible manner; rig a jury foremast and bowsprit, and then cut clear, having saved as many spars and sails, and as much rigging as possible; if the ship lays easily by the wreck, it would probably be well to ride by it, until the gale abates. If it is absolutely necessary to veer, it might be done as before mentioned, with the assistance of the mainsail, making use of the wreck as a drag, by taking the hawser as a spring to the quarter.
323.—THE BOWSPRIT IS SPRUNG.
Up helm, shiver the after yards, take in after sail, and get the ship before the wind; haul down the head sails, come up the main topmast stays, and set them up on deck; get the fore-topmast breast-backstays forward, hook the fore pendant tackles, and set them up to the cat-head; come up all the head stays, and rig in the head booms; send down upper yards and masts, take the fore-topmast stays through the hawse-hole, and set them up.
Note.—All strain now being off the bowsprit, fish it with the regular fishes; if there are none on board, use the jib-boom; if thought sufficiently strong to bear the strain of the head stays, get them in their proper places, but if not, get stays out merely to make sail.
324.—A TOPMAST IS SPRUNG NEAR THE LOWER CAP.
Get the ship before the wind and reduce sail; if a spare topmast is not to be had, the old one may be housed far enough to allow the spring to come some feet below the cap, setting the lower yard as in the last case; fit a larger chock between the topmast and lowermast head, and clap stout lashings around, above, and below the defect part, wedging them well; reef the foresail so that it can be set with the yard in its present place, and also the top-sail, to lessen the strain on the weak spar.
Note.—Sheep-shank the rigging, if required, before setting up.
325.—TO SEND ALOFT A TOPMAST, AND A HEAVY SEA ON.
After the topmast is pointed and rigged, hook the burtons to stout strops, at the rim of the top on each side; hitch hawsers to the mast-head, leading one through a larger block at the fore-topmast head, and another aft through one at the mizen; haul the burtons and hawsers taut; sway aloft the topmast, slacking up as it goes aloft; when fidded, steady the topmast until the rigging and stays are set up.
326.—THE GAMMONING CARRIED AWAY.
Proceed as in 323, until all strain is off the bowsprit; put a stout chock on the bowsprit, and pass the end of the messenger out of a hawse-hole, over the chock, in through the other hawse-hole, and bitt it; take the other end to the capstan, and get the bowsprit well down in its bed by the messenger and bob-stays; come up the old gammoning, and pass a new one.
Note.—Iron gammonings are used for all vessels, by new regulation. (See Rigging Table.)
327.—A LOWER CAP SPLITS.
Take all sail off the mast, pass a stout lashing around the topmast and lower mast-head, which wedge; after which woold and wedge the cap.
328.—THE TRESTLE-TREES ARE SPRUNG.
Get the ship before the wind, take all sail off the mast, send down topgallant yards and masts, housing the others; hook the top-blocks, reeve top-pendants, hook top-tackles, and bouse them well taut, taking all strain off the fid; pass several stout lashings around the heel of the topmast and lower mast-head, cleating them to prevent their slipping; make sail as the mast will bear.
329.—A LOWER YARD IS CARRIED AWAY IN THE SLINGS.
If the fore-yard, get the ship before the wind, haul up the foresail, clew up the topsail, take in all sail on the mizen-mast, unreeve the foretopsail sheets and board them on deck; bring her on your course again, and haul the bowlines.
If a main-yard, keep on the course, haul up the mainsail, clew up the topsail, unreeve the sheets, board them on deck, and haul the bowlines well out; having proceeded thus far, get stout strops around the inner quarter of the yard, and hook the pendant-tackles to bolts in the lower cap, and these strops; if the pendant-tackles are not at hand, use the burtons.
Lash the jear-blocks, reeve the jears, and send the yard down by the jears, lifts, and pendant-tackles; fish the lower yards immediately, if it can be done; if it cannot, rig a topsail yard for a lower yard.
330.—A TOPSAIL YARD IS CARRIED AWAY.
If it is the fore, reduce after sail; mind the weather helm, and keep the ship on her course. If it is the main, stand on, clew up the sail, unbend it, and get it into the top the best manner possible. Get a strop around the topmast-head, above the eyes of the rigging, to which hook a large single block, and reeve a hawser through it. If the yard is completely broken off, bend the hawser which is not secured by the parrel, bend on guys, and send it down; then send down the other piece. If it still remains together, bend on the slings, stop out to leeward, have a tripping line and rolling ropes, and get it fore and aft on deck; take off all the old rigging, which put on to the spare yard in the chains; then bend on the hawser, sway aloft, and cross it as in fitting the ship out, have rolling ropes around it as it goes aloft; bend the topsail, and set it.
331.—THE SHIP LEAKS FASTER THAN THE PUMPS CAN FREE HER.
Find out where the leak is; thrum an old sail very thickly, and have stout ropes attached to each leech; make it up, take it under the bowsprit, and get the ropes on their respective sides; heave the ship to; when her headway eases, drop the sail overboard; after it has sunk beneath the keel, break the stops, haul aft on the ropes attached to each clew; when the body of the sail is over the leak, haul well taut all the ropes attached to the leeches and the head, which will prevent the sail from going aft when going ahead; make sail, and continue pumping.
332.—THE PUMPS ARE CHOKED.
Hoist them out, and clear them.
333.—A SHOT GETS LOOSE IN A GUN SECURED FOR A GALE.
Prick the cartridge well down, and pour vinegar enough in the touch-hole to drown it.
334.—TO THROW A LOWER DECK GUN OVERBOARD.
Fit a chock in the port-sill, and over the pomelion of the gun, to which, from the housing-bolt, hook a stout tackle; unlash the muzzle, heave up the breech, and put in the bed and coin; unreeve the breeching, throw back the cap squares, and place capstan bars under the breech to ease it, and prevent the gun from slipping back into the carriage again; man the side and port tackles, watch the roll, trice up the port briskly, run out, and throw the gun clear of the carriage, by the breech-tackles and capstan-bars; shut in the port immediately.
United States’ Sloop-of-War Albany, under full sail.