The kedge-anchor

489.—PREPARATIONS FOR HEAVING DOWN.

CLEARING THE SHIP.

The ship should be stripped to lower-masts and lower-rigging, cleared of everything excepting the spars and running-gear, which will be required for lashings; top and gear-tackles, runners, luffs, pendant-tackles, and in fact all the tackles of every size. The hammock-nettings should be taken off, the loose bulk-heads removed, and everything that is not applicable to the operation to be performed, as it is desirable to have the ship as light as possible. The lower yards should be kept aloft till the outriggers are placed.

CHOICE AND POSITION OF THE OUTRIGGERS AND SHORES.

If left to your own resources, and large, rough spars are not to be obtained, the following may be used for outriggers, three of which will be required for each mast; i. e., fore and main.

The spars should be placed in the main-deck-ports before and abaft the masts. When they are placed, the lower-yards, caps, tops and cross-trees may be sent down and landed.

The shores should then be placed with their heels resting in shoes or the spare fishes, close out to the water-ways, and their heads between the trestle-trees before and abaft the mast-heads.

MAST-HEAD SHORES.

In preference to using belly-shores, I would recommend to fish the main-mast with the two mizen-topmasts, and the foremast with fore and main-topgallant-masts; if no other spars are to be had, the topgallant-studdingsail-booms must be cut up for shores for the decks and outriggers.

CARPENTERS’ WORK.

In the mean time the carpenters should be employed in shoring the outriggers and decks under the beams, on which the mast-head-shores rest: good stages should also be prepared, the spare-shackle or gammoning-bolts got ready; the copper should be stripped where they are to be driven, viz.: before, abaft, and between the outriggers, as low as convenient for driving, and forelocking them on the inside, or as the water-line will allow.

SECURING THE OUTRIGGERS.

In the meantime a party of riggers or seamen should be employed to fit the martingales and outrigger-shrouds, and to strap the purchase-blocks.

MARTINGALES.

The size of the martingales must depend upon the angle which you are able to give them, as their size must increase as their angle becomes less. If the bolts are near the water-line, three parts of eight-inch for each outrigger will be found sufficient. The main outriggers should be cleated about eighteen feet from the side, for the rigging. The heels should be well shored down and securely lashed; they should also be securely lashed down or gammoned to the breeching-bolts or scupper-holes, and shored by diagonal shores in the angles of the port-sills, that the spars in rising may bring an equal pressure on all parts; otherwise it would probably strain the top sides: the outriggers should also have a stout lashing to the train-bolts amidships. If the topsail-yards are used (which is not advisable when other spars can be obtained), the inner yard-arms must not be allowed to butt the ship’s side, or water-ways; they should have chain-snotters, and must be shored in all directions. The fore-outriggers should be cleated about fifteen feet from the ship’s side, and secured inboard as the main. In addition to the martingale, the three outriggers for each mast may be connected by luffs boused well taut, and the stay-tackles may be used for fore and after-guys, which will bring all to a fair strain. Any farther security that may suggest itself at the time, according to circumstances, should not be omitted, as you will never err by being on the safe side.

STRAPS FOR PURCHASE-BLOCKS.

I would also recommend the straps for the purchase-blocks should be warped of new, three-inch rope, selvagee-fashion, instead of the large rope-strap. The upper one will take about two coils, which will give about twenty-eight parts in the strap. The strap being middled, and the block seized in, the eyes or legs should pass round the mast-head, and lash on the same side as the block, and above it, which will give four times twenty-eight parts of three-inch rope in the neck of the strap.

PIT-BLOCKS.

The length of the lower strap must vary according to the pit you heave down to. It should contain at least thirty parts of three-inch, and also have four parts of the strap in the neck. If the pit is deep, it will be better to warp two separate straps of half the length for the lower blocks. The same way for the foremast, which may be securely lashed as most convenient, but neither of the blocks should be lashed at the mast-head until the outrigger-shrouds are over, set up hand-taut, and matted over all.

PREVENTIVE SHROUDS.⁠[37]

For the main-mast, two lengths of the stream-cable (well parceled) may next be put over the main-mast-head; these may be set up through the lower-deck-ports, and kept clear of the channels by short outriggers of hard wood, with grooves in the outer end to receive the cable resting in the channels, butting against the ship’s side, and cleated round the heel, to form a step; the outrigger-shrouds for each mast may then go over. They should be about eleven-inch-rope; they must be well parceled: dead-eyes or blocks may be used to set them up, as convenient.

For further security, the following purchases may be used.

FOR THE MAIN-MAST,

Two main-top-tackles lashed at the mast-head; one set up at the main-tack-bolts, the other to the after-quarter-deck-port; two mast-head-runners to assist the main-stay; two belly-stays of eleven-inch,⁠[38] lashed one-third down the mast, and set up on the weather-side; two main-yard tackles lashed one-third down; one set up in the main-tack-bolts, the other, after-quarter-deck-port.

FOR THE FORE-MAST.

To assist the lower rigging, two threefold purchases lashed to the spare chain-plate-bolts; two launches’ purchases lashed to the mast-head, and set up, one to the cat-head, and the other to the after part of the fore-chains; two runners lashed at the mast-head; one set up to the cat-head, one to the chess-tree-bolts; two belly-stays of eleven inch, one-third way down the mast, and set up half-way in on the bowsprit; two fore-top-tackles one-third down the mast; one to the cat-head, one to the chess-tree-water-ways, or scupper-holes, as most convenient.

THE BOWSPRIT

May be secured by the two fore-yard-tackles, hooked on the weather-side.

THE MIZEN-MAST

May be shored with one shore at the mast-head, and the mizen-pendant-tackles and burtons may be used to assist the rigging, if considered necessary.

SETTING UP THE RIGGING.

The wedges being taken out, and the masts drawn over to the opposite partners, the shores may be cleated and lashed above the rigging, and below the trestle-trees with good worn rope of three or three-and-a-half-inch; the lashing should be passed on both, with racking turns, hove taut by a Spanish windlass, the ends frapped round all parts, and secured; the heels should also be lashed to the side, so that they can have no play forward or aft. The outriggers and martingales being well set up to the span-shackle bolts, and secured otherwise as before mentioned, the lower rigging and outrigger-shrouds may be set up to a fair and equal strain, respectively; the outrigger-shrouds may be a little tauter than the rigging, because they have a longer drift, and are less strained when offering the same support; in proportion, the additional purchases may then be set up.

There is one point in the foregoing arrangements that merits peculiar attention; having once measured the distance between the mast-heads, and the same between your lower blocks, you must be careful to preserve the same distance between the mast-heads whenever you may have occasion to set up afresh; if you neglect this, your mast spreads apart as the ship comes down, and the stays and rigging are unfairly strained.

The slack of the opposite rigging should then be taken in, and a swifter should be rove to keep it from hanging in a bight as the ship goes down.

When the masts are thus secured, the purchase-blocks may be lashed, and the shores wedged under the heels until they have taken part of the strain off the rigging. Care should be taken that the shore-heads are clear of the trestle-trees; the strain should not be wholly upon the shores and deck, but each shroud and purchase must bear its proportion.

PURCHASE FALLS.

Eleven-inch fall tailed with eight inch, is sufficient for the heaviest ship in the service. If you have only your own resources, use the large hawsers tailed with the smaller, or whatever rope is convenient in the store-room, which may suit the purpose.

MAST-HEAD STOPPERS.

Two good stoppers of eleven-inch rope should be fitted to each mast; they may go with a clove-hitch round the mast-head, the ends being long enough to reeve through the strap of the lower purchase-blocks, to hitch and seize back; a small jigger, and two balls of spun-yarn should be ready for each purchase; the leading block should also be lashed alongside of its respective pit-block with a long lashing, to allow the leader to rise high enough to clear the fall of the edge of the pit; and stoppers must also be fitted for each leader-crab or capstan.

The greatest attention is required to the leading of the falls, as the slightest chafe or rub, with so great a strain, might prove of serious consequence; a sharp axe should be ready at each pit.

THE PIT.

The formation of the pit, or sleeper, in which your lower block is secured, must vary so much in locality, that no general rule can be given.

ANCHORS AND CABLES.

The bowers may be landed, or used to moor the ship with, head and stern; the sheet-anchors may next be laid out a-beam as tripping-anchors, at such a distance according to the depth of the water, as may ensure their holding; one should be abreast of the foremast, the other opposite the main-mast; a stout hawser should be bent to the ring of each, and brought in at the second lower-deck port, abaft the main-mast, and first port abaft the foremast, on the same side as the anchors are laid out.

The chains to these tripping-anchors should be tailed with a stream-cable, which is to pass under the ship’s bottom and in at the quarter-deck port, abaft the main channels and second port on the forecastle; these ports should be well lined, and stoppers fitted ready for fleeting; a three-fold purchase stretched across the deck, may be here applied, so that when you have tripped the ship off by the hawsers you may bouse the cables in taut, stopper and rack to the breeching-bolts.

In tripping off, you must be careful to keep the ship parallel to the pits, or you may chance to bring one anchor home.

CAULKING, &C.

While the foregoing preparations are being made, the pumps should be shortened, to work on the lower deck. The caulkers and carpenters should be employed upon the side that is to be hove down, stopping the air-holes on all the decks, and thoroughly caulking every seam or hole that will either be immersed, or exposed to the action of the water that may find admittance, particularly in the wake of the hammock-nettings that have been removed, and round the quarter-galleries.

Arrangement of the Pumps, in heaving down.

The caulking should be considered a very important point; the smallest hole that can admit water must be carefully stopped.

The main-deck ports must be filled up in the centre with plank, well caulked, and covered with tarred canvass; the lower deck ports and scuttles thoroughly caulked in; the holes for the port-pendants plugged, cross-caulked, and payed over, and the scuppers made tight in the same manner; and it must be remembered that want of attention to these particulars may cost you hours at the pumps, or perhaps oblige you to right the ship at a moment when you might advantageously continue the repair; the hawse-holes and stern-ports need not be stopped, for they will not be near the water when the ship is keel out.

LADDERS, &C.

Battens four inches deep, should be nailed fore and aft on each deck; knotted ropes and Jacob’s-ladders should be placed at convenient distances, to secure ready access to every part of the ship, which is more difficult when she is down than would be imagined.

ARRANGEMENT OF THE PUMPS.

If the water must be raised more than thirty feet, two sets of pumps will be required; the lower ones must throw the water into tubs or tanks placed on the lower deck—the upper ones must be placed in these vessels, and raise it from them to the upper deck; for this purpose nine or ten pumps will be required; they may be built square, of plank caulked in the seams, well parceled and woolded, or if timber can be had, may be formed by sawing straight spars in half lengthwise, and rejoining them after they are hollowed; then parceling, tarring, and woolding all over.

The number required being completed, the lower and orlop-decks must be scuttled, to allow the pumps to be placed at the required angle, so that their ends may rest a little below the orlop-wing gratings; the main and upper deck pumps may be sufficiently sloped in the hatchways with their heels in the vessels, which are raised on platforms inclined at an angle, to preserve their level when the ship is down.

The pumps should have large holes in their nozzles, and troughs should be made to carry the water over the skids to leeward on the upper deck.

Substantial platforms must be secured at the same angle, at convenient positions, for the men to work the pumps.

The pumps should be tried before you heave down, to see that they are tight, and also when in position to see that the brakes work clear of the beams and comings.

Any fire engines that can be procured, should be worked in the hold on similar platforms, with their hoses led on deck.

WEIGHT FOR HEELING AND TRIPPING SHIP.

The rigging being set up, the purchase falls rove, the pumps rigged and all the foregoing preparations made, fifteen or twenty tons of water in casks may be placed on the side to be hove down, and lashed to the breeching-bolts, &c., on the quarter-deck and fore-castle.

PREPARATIONS FOR HEAVING.

The ship may then be hove off by the tripping-hawsers to the distance of seventy or eighty feet from the pits, and the tripping-cables boused well taut.

The men required to work the pumps and engines, should be on board, with a proportion of carpenters to stop small leaks, clear the pumps, attend the masts in the partners, &c.; the hand-pumps should be used as long as they will act, so as to keep the ship perfectly dry; the ‘men’ should be to leeward on the upper deck, to assist with their weight the purchases; at slack water you may commence heaving; the ship will incline 15° before the slack of the falls is through, and will continue to close the pits until she is down to 35°; she will then begin to go off. It must be remembered that the main-mast is to heave the ship down; the fore purchase is only an assistant, and must not be unfairly hove upon; avoid surging as much as possible; the moment the pumps will draw they must begin to work. When the ship is down the falls must be stoppered and racked, the mast-head stoppers passed, boused taut and secured; you may then walk back and reverse the falls upon the capstans, taking a turn round the bitts with the running part, which is to be hove off by the capstans as you ease up, and will cause less surging.

STAGES.

Substantial floating stages having been previously made by the carpenters, should now be ready to haul in; a large boat containing tool-chests and the stores necessary for stopping the leak, should be in attendance; when the ship is down, not a single second should be lost; let your men sing out cheer at the pumps, and forego that part of your discipline for a short time, which might be a hindrance to your immediate object. Watch narrowly the purchases and be ready to ease-up at a moment’s warning, if they slacken or any of the gear carries away. In easing-up, when the main-deck scuppers are out of water, hold on, take the lead or canvass off that secured them, and let the water escape from the deck; you may get rid of several tons thus without much labor.

The carpenters must be careful in clearing the injured part, not to increase the leak by undertaking more than they are able to perform; as a general rule, make all as tight as possible before you think of easing-up for the night.

490.—A DERRICK.

What is termed a derrick, is a single spar rounded off at the heel to set in a shoe, (similar to a shear-leg;) the upper end is made with shoulders or cleats, to stop the purchase-block from working down, also the guys; the derrick may be used for many purposes instead of shears to great advantage, especially on board of merchant ships when discharging, it being so easily swung from a perpendicular position to rake over the ship’s side, the heel resting in its shoe, and the head canted in any position by the guys; any kind of a purchase may be used at a derrick-head, but the most general, is the single and double-burton.

On the subject of providing means—few ships go to sea without a spare topmast or a spar to make one, which spar is in every way calculated for a derrick, if it will make a topmast.

The rigging, (that is the various guys and ropes necessary to sustain it in its position,) and the purchase-blocks for lifting the weight, may be secured to the spar any height above the deck to suit the particular purpose in hand, without either cutting the spar, or nailing on cleats—as by a well managed arrangement of lashings, all slipping or shifting of position may certainly be prevented.

GENERAL CAUTIONS.

In any very intricate Navigation,

Anchor at night or when in doubt.

Take frequent and short departures.

Pay particular attention that the proper course is steered.

Hand in the chains, and lead kept going.

Good look out.

Anchors ready, and cables clear.

Canvass well regulated and be ready for bringing up.

Boats ready, tackles at hand.

Stream cable and hawsers ready.

Top-gallant-mast-ropes rove.

Taken in a Squall.

A vigilant look out, will usually prevent your being taken by a squall in an unprepared state.

If taken in a squall with the wind on the beam, before it, or close hauled, keep your luff, and lower away, and clew up all as fast as you can. In doing so the ship will be relieved, and the canvass got in better than if the helm had been put up.

But if taken in a squall with the wind abaft the beam, putting the helm up, and running away from it, as well as shortening sail, will then be the readiest mode of easing a ship. (Remember this.)

On Good Order—(Merchant Service).

In a man-of-war, discipline is productive of the greatest good—the energies of all are called for, and employed as most required; but even without martial law good regulations might, and ought to be established in every ship, at all times, and in all places.

The greatest assistance to the promotion of good order, would be SOBRIETY in seamen. The few shades in the sterling qualities which belong to them, many of their irregularities and acts of insubordination, may be traced to intemperance. They might abstain, perhaps, but they cannot refrain. If owners would give $1 a month in lieu of spirits, and have a mutual agreement respecting its use abroad, with a stipulated penalty for drunkenness, ships might be managed much more safely, and with greater ease and economy than at present; half the work of discipline would then be effected.

Where the men are sober, have entire confidence in their officers, and are well treated, not harrassed unnecessarily, and see that the comforts they ought to have are properly attended to—I think it would be found in most instances, that effective good order would establish itself. Where it does exist, the vessel’s services are rendered in every way more effective and beneficial to her employers, as well as more agreeable to the officers, crew, and passengers, if any, and her chances of casualties considerably lessened.

The remedy, too, is in a great measure in the hands of shipowners and captains themselves; for if they required certificates of sobriety before they would ship men, drunken ones would either remain unemployed or become sober,—for even a sober landsman, is more useful than a drunken sailor.

On Cleanliness, as regards the Preservation of Life in Vessels.

Nothing is too trifling for an officers attention, that tends to the health and benefit of those dependent on his care and forethought.

Every vessel should be pumped out morning and evening.

A clean, sweet, and dry hold is essential to the health of the crew.

Nothing can be more injurious than for men to sleep over bilge-water, which must be the case if any water is left in the hold at night.

The hold ought to be cleared often, and when it is, it should be white-washed; and also the between-decks frequently white-washed.

On Painting.

In tropical climates, avoid painting as much as possible, particularly in-board.

On the Health of Men, in the Merchant Service.

In port, in tropical climates, give the men a little coffee before they go to work in the morning.

The inconsiderate indulgence in new rum, has been one great means of increasing the numbers attacked with yellow fever.

Do not allow the men to lay about in night dews; and particularly not to wait about at wharfs.

Allow the men the use of fresh water whenever it can be spared, for washing clothes, and also for themselves.

Scale-Draft of the United States Sloop-of-War Albany.