51, Pre

pen

C, In the forecastle-24, The door of the bulkhead forward; 25, Officers cabins; 26, Staircase; 27, Foretop-sail sheet bits; 28, The beams; 29, The carlings.

D, The middle gun-deck forward-30, The forejeer bits; 31, The oven and furnace of copper; 32, The captain's cook room; 33, The ladder or way to the forecastle.

E, The lower gun-deck forward-34, The knees fore and aft; 35, The 3pirketings, or the first streak next to each deck, the next under the beams being called clamps; 36, The beams of the middle gun-deck fore and aft; 37, The carlings of the middle gun-deck fore and aft; 38, The fore-bits; 39, The after or main bits; 40, The hatchway to the gunner's and boatswain's store-rooms; 41, The jeer capstan.

F, The orlop-42, 43, 44, The gunner's, boatswain's, and carpenter's store-rooms; 45, The beams of the lower gun-deck; 46, 47, The pillars and the riders, fore and aft; 48, The bulkhead of the store-rooms.

G, The hold-49, 50, 51, The foot-hook rider, the floor rider, and the standard, fore and aft; 52, The pillars; 53, The step of the foremast; 54, The kelson, or false keel, and dead rising; 55, The dead-wood.

Horses. 40, Top. 41, Crowfoot. 42, Jeers. 43, Yard-tackles. 44, Lifts. 45, Braces and pendants. 46, Sheets. 47, Foretacks. 48, Bowlines and bridles. 49, Fore buntlines. 50, Fore leechlines. venter-brace. 52, Futtock-shrouds.-53, Foretop-mast, 54, Shrouds and laniards. 55, Foretop-sail yard and sail. 56, Stay and sail. 57, Runner. 58, Backstays. 59, Halliards. 60, Lifts. 61, Braces and pendants. 62, Horses. 63, Clew-lines. 64, Bowlines and bridles. 65, Reef-tackles. 66, Sheets. 67, Buntlines. 68. Cross trees. 69, Cap. 70, Foretop-gallant mast. 71, Shrouds. 72, Yard and sail. 73, Backstays. 74, Stay. 75, Lifts. 76, Clewlines. 77, Braces and dants. 78, Bowlines and bridles. 79, Flag-staff. 80, Truck. 81, Flag-stay-staff. 82, Flag of the lord high admiral.-83, Mainmast. 84, Shrouds. 85, Laniards. 86, Runner and tackle. 87, Futtock-shrouds. 88, Top-lantern. 89, Crank of ditto. 90, Stay. 91, Preventer-stay. 92, Stay-tackles. 93, Woolding of the mast. 94, Jeers. 95, Yard-tackles. 96, Lifts. 97, Braces and pendants. 98, Horses. 99, Sheets. 100, Tacks. 101, Bowlines and bridles. 102, Crow-foot. 103, Cap. 104. Top. 105, Buntlines. 106, Leechljoes. 107, Yard and sail.-108, Main-topmast. 109, Shrouds and laniards. 110, Yard and sail. 111, Futtock-shrouds. 112, Backstays. 113, Stay. 114, Staysail and halliards. 115, Tye. 116, Halliards. 117, Lifts. 118, Clewlines. 119, Braces and pendants. 120, Horses. 121, Sheets. 122, Bowlines and bridles. 123, Buntlines. 124, Reef-tackles. 125, Cross-trees, 126, Cap.-127. Maintop gallantmast. 128, Shroud and laniards. 129, Yard and sail. 130, Backstays. 131, Stay. 132, Staysail and halliards. 133, Lifts. 134, Braces and pendants. 135, Bowlines and bridles. 136, Clewlines. 137, Flagstaff. 138, Truck. 139, Flagstaff-stay. 140, Flag standard.-141, Mizenmast. 142, Shrouds and laniards. 143, Cap. 144, Yard and sail. 145, Block for signal halliards. 146, Sheet. 147, Pendant lines. 148, Peckbrails. 149, Staysail. 150, Stay. 151. Derrick and span. 152, Top. 153, Crossjack yard. 154, Crossjack lifts. 155, Crossjack braces. 156, Crossjack slings.-157, Mizen-topmast. 158, Shrouds and laniards. 159, Yard and sail. 160, Backstays. 161, Stay. 162, Halliards. 163, Lifts. 164, Braces and pendants. 165, Bowlines and bridles. 166, Sheets. 167, Clewlines. 168, Staysail. 169, Crosstrees. 170, Cap. 171, Flagstaff. 172, Flagstaffstay. 173, Truck. 174, Flag, union. 175, Ensign staff. 176, Truck. 177, Ensign. 178, Stern ladder. 179, Bower cable.

Fig. 2. Plate CCCCLXXXI. is a vertical longitudinal section of a first rate ship of war, with references to the principal parts; which are as follows:

A, Is the head containing,-1, The stem; 2, The knee of the head or cutwater; 3, The lower and upper cheek; 4, The trail-board; 5, The figure; 6, The gratings; 7, The brackets; 8, The false stem; 9, The breast hooks; 10, The hause boles; 11, The bulkhead forward; 12, The cathead; 13, The cathook; 14, Necessary seats; 15, The manger within board; 16, The bowsprit.

B, Upon the forecastle-17, The gratings; 18, The partners of the mast; 19, The gunwale; 20, The belfry; 21, The funnel for smoke; 22, The gangway going off the forecastle; 23, The forecastle guns.

H, At midships in the hold-56, The floor-timbers; 57, The keel; 58, The well; 59, The chain-pump; 60, The step of the mainmast; 61, 62, Beams and carlings of the orlop, fore and aft.

I, The orlop amidships-63, The cable tire; 64, The main hatchway.

K, The lower gun-deck amidships-65, The ladder leading up to the middle gun deck; 66, The lower tire of ports.

L, The middle gun-deck amidship-67, The middle tire of ports; 68, The entering port; 69, The main jeer bits; 70, Twisted pillars or stanchions; 71, The capstan; 72, Gratings; 73, The ladder leading to the upper deck.

M, The upper gun-deck amidships-74, The maintopsail-sheet bits; 75, The upper partners of the mainmast; 76, The gallows on which spare topmasts, &c. are laid; 77, The fore sheet blocks; 78, The rennets; 79, The gunwale; 80, The upper gratings; 81, The drift brackets; 82, The piss dale; 83, The capstan pall.

N, Abaft the main mast-84, The gangway off the quarterdeck; 85, The bulkhead of the coach; 86, The staircase down to the middle gun-deck; 87, The beams of the upper deck; 88, The gratings about the mainmast; 89, The coach or council-chamber; 90, The staircase up to the quarterdeck.

O, The quarterdeck-91, The beams; 92, The carlings; 93, The partners of the mizenmast; 94, The gangway up to the poop; 95, The bulkhead of the cuddy.

P, The poop-96, The trumpeter's cabin; 97, The taffarel.

Q. The captain's cabin.

R, The cuddy, usually divided for the master and secretary's officers.

S, The state-room, out of which is made the bedchamber and other conveniences for the commander in chief; 98, The entrance into the gallery; 99, The bulkhead of the great cabin; 100, The stern lights and after galleries.

T, The ward-room, allotted for the lieutenants and Hh2 marine

Ship marine officers: 101, The lower gallery; 102, The steerage and bulkhead of the wardroom; 103, The whipstaff, commanding the tiller; 104, The after staircase leading down to the lower gun-deck.

V, Several officers cabins abaft the mainmast, where the soldiers generally keep guard.

W, The gun room-105, the tiller commanding the rudder; 106, The rudder; 107, The stern-post; 108, The tiller transom; 109, The several transoms, viz. 1, 2, 3, 4, 5; 110, The gun-room ports, or stern-chase; III, The bread-room scuttle, out of the gun-room; 112, The main capstan; 113, The pall of the capstan ; 114, The partner; 115, The bulkhead of the bread

Ships of war are fitted out either at the expence of the state or by individuals. Those fitted out at the public expence are called King's ships, and are divided into ships of the line, frigates, sloops, &c. For an account of each of these, see the respective articles. Ships of war fitted out by individuals are called privateers. See the article PRIVATEER.

Armed-SHIP. See ARMED-Ship.
Bomb-SHIP. See BOMB Vessels.
Double-SHIP. See SHIP-Building.
Fire-SHIP. See FIRE-Ship.

Hospital SHIP, a vessel fitted up to attend on a fleet of
men of war, and receive their sick or wounded; for
which purpose her decks should be high, and her ports
sufficiently large. Her cables ought also to run upon
the upper deck, to the end that the beds or cradles may
be more commodiously placed between decks, and admit
a free passage
of the air to disperse that which is offen-
sive or corrupted.
Merchant-SHIP, a vessel employed in commerce to
carry commodities of various sorts from one port to an-
other.

The largest merchant ships are those employed by the different companies of merchants who trade to the East Indics. They are in general larger than our 40 gun ships; and are commonly mounted with 20 guns on their upper-deck, which are nine pounders; and six on their quarter-deck, which are six pounders.

Register-SHIP. See REGISTER-Ship. Store-SHIP, a vessel employed to carry artillery or naval stores for the use of a fleet, fortress, or garrison. Transport-SHIP, is generally used to conduct troops from one place to another.

Besides the different kinds of ships above mentioned, which are denominated from the purpose for which they are employed, vessels have also, in general, been named according to the different manner of rigging Plate them. It would be an endless, and at the same time CCCCLXXXI. an unnecessary task, to enumerate all the different kinds fig. 3. of vessels with respect to their rigging; and therefore a few only are here taken notice of. Fig. 3.

is a ship which would be converted into a bark by strip Ship. ping the mizen mast of its yards and the sails belonging to them. If each mast, its corresponding topmast and topgallant-mast, instead of being composed of soparate pieces of wood, were all of one continued piece, then this vessel with very little alteration would be a polacre. Fig. 4. represents a snow ; fig. 5. a bilander ; fig. 6. a brig; fig. 7. a ketch; fig. 8. a schooner ; vccclxxxii. fig. 9. a sloop; fig. 10. a zebec; fig. 11. a galliot; fig. fig. 6. 12. a dogger; fig. 13. à galley under sail; fig. 14. ditto rowing.

Ships are also sometimes named according to the different modes of their construction. Thus we say, a catbuilt ship, &c.

To SHIP, is either used actively, as to embark any person or put any thing aboard ship: or passively, to receive any thing into a ship; as, "we shipped a heavy sea at three o'clock in the morning."

To SHIP, also implies to fix any thing in its place; as, to ship the oars, that is, to put them in their rowlocks; to ship the swivel guns, is to fix them in their sockets; to ship the handspokes, &c.,

Machine for drawing Bolts out of SHIPS, an instrument invented by Mr William Hill for this purpose. His account of which is as follows*.

Plate

* Transae

the Encou

"First, The use of this machine is to draw the kelson tions of the and dead wood bolts out, and to draw the knee of the Society for head bolts. Secondly, The heads of the kelson bolts) ragement of heretofore were all obliged to be driven through the kel- Arts, &c. son, floor-timbers, and keel, to get them out; by this vol. x. means the kelson is often entirely destroyed, and the large hole the head makes materially wounds the floors; and frequently, when the bolt is much corroded, it scarfs, and the bolt comes out of the side of the keel.-Thirdly, The dead-wood boits that are driven with two or three drifts, are seldom or never got out, by which means the dead wood is condemned, when some of it is really serviceable.-Fourthly, In drawing the knee of the headbolts, sometimes the knee starts off, and cannot be got to again, but furs up, and with this machine may be drawn in; for it has been proved to have more power in starting a bolt than the maul.”

66

Plate

In fig. 1. A, A, represent two strong male screws, working in female screws near the extremities of the cccclxxxiii. cheeks, against plates of iron E, E. C C is the bolt fig. 1. to be drawn; which, being held between the chaps of the machine at DD, is, by turning the screws by the lever B, forced upwards out of the wood or plank of the ship. F, F, are two dogs, with hooks at their lower extremities; which being driven into the plank, serve to support the machine till the chaps have got fast hold of the bolt. At the upper part of these dogs are rings passing through holes in a collar, moveable near the heads of the screws. Fig. 2. is a view of the upper side Fig. 2. of the cheeks when joined together; a, a, the holes in which the screws work; b, the chaps by which the bolts are drawn. Fig. 3. The under side of the cheek: a, a, Fig. 3. the holes in which the screws work; b, the chaps by which the bolts are drawn, and where the teeth that gripe the bolt are more distinctly shown. Fig. 4. One Fig. 4. of the checks separated from the other, the letters referring as in fig. 2. and 3.

This machine was tried in his majesty's yard at Deptford, and was found of the greatest utility." First, it drew a bolt that was driven down so tight as only to go

one

Ship.

8 Caution respecting

watch.

If the gale continues to increase, the topmasts should be struck in time; but the fore-yard should seldom, if ever, be lowered down, that in case of parting the fore-sail may be ready to be set. At such times there should be more on deck than the common anchor-watch, that no accident may happen from inattention or falling asleep.

In a tide-way a second anchor should never be let go but when absolutely necessary; for a ship will sometimes ride easier and safer, especially if the sea runs high, with a very long scope of cable and one anchor, than with less length and two cables; however, it is advisable, ag a preventive, when ships have not room to drive, and the night is dark, to let fall a second anchor under foot, with a range of cable along the deck. If this is not thought necessary to be done, the deep-sea lead should be thrown overboard, and the line frequently handled by the watch that they may be assured she rides fast.

If at any time the anchor-watch, presuming on their own knowledge, should wind the ship, or suffer her to the anchor break her sheer without calling the mate, he should immediately, on the very first opportunity, oblige the crew to heave the anchor in sight; which will prevent the commission of the like fault again; for besides the share of trouble the watch will have, the rest of the crew will blame them for neglecting their duty.

The parti-
Qular duty

of the chief matc.

Prudent mates seldom lie a week in a road-steed without heaving their anchor in sight; even though they have not the least suspicion of its being foul. There are other reasons why the anchor should be looked at; sometimes the cable receives damage by sweeping wrecks or anchors that have been lost, or from rocks or stones; and it is often necessary to trip the anchor, in order to take a clearer birth, which should be done as often as any ship brings up too near.

Method for the safe removal of such SHIPS as have been driven on shore. For this purpose empty casks are usually employed to float off the vessel, especially if she is small, and at the same time near the port to which it is proposed to conduct her. In other cases, the followPhiloso- ing method adopted by Mr Barnard will answer. phical Transac tions, vol. lxx. part 1.

"On January 1. 1779 (says Mr Barnard), in a most dreadful storm, the York East Indiaman, of eight hundred tons, homeward bound, with a pepper cargo, parted her cables in Margate roads, and was driven on shore, within one hundred feet of the head and thirty feet of the side of Margate pier, then drawing twenty two feet six inches water, the flow of a good spring tide being only fourteen feet at that place.

"On the third of the same month I went down, as a ship-builder, to assist, as must as lay in my power, my worthy friend Sir Richard Hotham, to whom the ship belonged. I found her perfectly upright, and her shere (or side appearance) the same as when first built, but sunk to the twelve feet water-mark fore and aft in a bed of chalk mixed with a stiff blue clay, exactly the shape of her body below that draft of water; and from the rudder being torn from her as she struck coming on shore, and the violent agitation of the sea after her being there, her stern was so greatly injured as to admit free access thereto, which filled her for four days equal to the flow of the tide. Having fully informed myself of her situation and the flow of spring-tides, and being 3.

clearly of opinion she might be again got off, I recommended, as the first necessary step, the immediate discharge of the cargo; and, in the progress of that business, I found the tide always flowed to the same height on the ship,; and when the cargo was half discharged, and I knew the remaining part should not make her draw more than eighteen feet water, and while I was observing the water at twenty-two feet six inches by the ship's marks, she instantly lifted to seventeen feet eight inches; the water and air being before excluded by her pressure on the clay, and the atmosphere acting upon her upper part equal to six hundred tons, which is the weight of water displaced at the difference of these two drafts of water.

"The moment the ship lifted, I discovered she had received more damage than was at first apprehended, her leaks being such as filled her from four to eighteen feet water in an hour and a half. As nothing effectual was to be expected from pumping, several scuttles or holes in the ship's side were made, and valves fixed thereto, to draw off the water at the lowest ebb of the tide, to facilitate the discharge of the remaining part of the cargo: and, after many attempts, I succeeded in an external application of sheep-skins sewed on a sail and thrust under the bottom, to stop the body of water from rushing so furiously into the ship. This business effected, moderate pumping enabled us to keep the ship to about six feet water at low water, and by a vigorous effort we could bring the ship so light as (when the cargo should be all discharged) to be easily removed into deep water. But as the external application might be disturbed by so doing, or totally removed by the agitation of the ship, it was absolutely necessary to provide some permanent security for the lives of those who were to navigate her to the river Thames. I then recommended as the cheapest, quickest, and most effectual plan, to lay a deck in the hold, as low as the water could be pumped to, framed so solidly and securely, and caulked so tight, as to swim the ship independent of her own leaky bottom.

"Beams of fir-timber twelve inches square were placed in the hold under every lower-deck beam in the ship, as low as the water would permit; these were in two pieces, for the conveniency of getting them down, and also for the better fixing them of an exact length, and well bolted together when in their places. Over these were laid long Dantzic deals of two inches and a half thick, well nailed and caulked. Against the ship's sides, all fore and aft, was well nailed a piece of fir twelve inches broad and six inches thick on the lower and three inches on the upper edge, to prevent the deck from rising at the side. Over the deck, at every beam, was laid a cross piece of fir timber six inches deep and twelve inches broad, reaching from the pillar of the hold to the ship's side, on which the shores were to be placed to resist the pressure of the water beneath On each of these, and against the lower-deck beam, at equal distances from the side and middle of the ship, was placed an upright shore, six inches by twelve, the lower end let two inches into the crosspiece. From the foot of this shore to the ship's side, under the end of every lower deck beam, was placed a diagonal shore six inches by twelve, to ease the ship's deck of part of the strain by throwing it on the side. An upright shore of three inches by twelve was placed from the end of every cross

piece

I

ip piece to the lower deck beams at the side, and one of three inches by twelve on the midship end of every cross piece to the lower deck beam, and nailed to the pillars in the hold. Two firm tight bulkheads or partitions were made as near the extremes of the ship as possible. The ceiling or inside plank of the ship was very securely

Definition.

History.

caulked up to the lower deck, and the whole formed a complete ship with a flat bottom within side, to swim the outside leaky one; and that bottom being depressed six feet below the external water, resisted the ship's weight above it equal to five hundred and eighty-one tons, and safely conveyed her to the dry-dock at Deptford."

the art of constructing a ship so as to answer a particular purpose either of war or merchandise.

To whom the world is indebted for the invention of ships, is, like all other things of equal antiquity, uncertain.

A very small portion of art or contrivance was seen in the first ships: they were neither strong nor durable; but consisted only of a few planks laid together, withont beauty or ornament, and just so compacted as to keep out the water. In some places they were only the hulks or stocks of trees hollowed, and then consisted only of one piece of timber. Nor was wood alone applied to this use; but any other buoyant materials, as the Egyptian reed papyrus; or leather, of which the primitive ships were frequently composed; the bottom and sides being extended on a frame of thin battens or scantlings, of flexible wood, or begirt with wickers, such as we have frequently beheld amongst the American savages. In this manner they were often navigated upon the rivers of Ethiopia, Egypt, and Sabæan Arabia, even in latter times. But in the first of them, we find no mention of any thing but leather or hides sewed together. In a vessel of this kind, Dardanus secured his retreat to the country afterwards called Troas, when he was compelled by a terrible deluge to forsake his former habitation of Samothrace. Accordingly to Virgil, Charon's infernal boat was of the same composition.

But as the other arts extended their influence, naval architecture likewise began to emerge from the gloom of ignorance and barbarism; and as the ships of those ages were increased in bulk, and better proportioned for commerce, the appearance of the floating citadels of unusual form, full of living men, flying with seeming ly expanded wings over the surface of the untravelled ocean, struck the ignorant people with terror and astonishment: and hence, as we are told by Aristophanes, arose the fable of Perseus flying to the Gorgons, who was actually carried thither in a ship! Hence, in all probability, the famous story of Triptolemus riding on a winged dragon is deduced, only because he sailed from Athens, in the time of great dearth, to a more plentiful country, to supply the necessities of his people. The fiction of the flying horse Pegasus may be joined with those, who, as several mythologists report, was nothing but a ship with sails, and thence said to be the offspring of Neptune the sovereign of the sea; nor does there appear any other foundation for the stories of griffins, or of ships transformed into birds and fishes, which we so often meet with in the ancient poets. So acceptable to the first ages of the world were inventions of this nature, that whoever made any improvements in navigation or naval architecture, building new ships better fit

rendered the old more commodious by additional contrivances, or discovered countries unknown to former travellers, were thought worthy of the greatest honours, and often associated into the number of their deified beroes. Hence we have in astronomy the signs of Aries and Taurus, which were no other than two ships; the former transported Phryxus from Greece to Colchos, and the latter Europa from Phoenicia to Crete. Argo, Pegasus, and Perseus, were likewise new ships of a different sort from the former, which being greatly admired by the barbarous and uninstructed people of those times, were translated amongst the stars, in commemoration of their inventors, and metamorphosed into constellatious by the poets of their own and of succeeding ages.

The chief parts, of which ships anciently consisted, were three, viz. the belly, the prow, and the stern: these were again composed of other smaller parts, which shall be briefly described in their order. In the description, we chiefly follow Scheffer, who has so copiously treated this subject, and with such industry and learning col lected whatever is necessary to illustrate it, that very little room is left for enlargement by those who incline to pursue this investigation.

1. In the belly, or middle part of the ship, there was rgonis, carina, or the "keel," which was composed of wood: it was placed at the bottom of the ship, being designed to cut and glide through the waves, and there fore was not broad, but narrow and sharp; whence it may be perceived that not all ships, but only the pançar, which ships of war were called, whose bellies were straight, and of a small circumference, were provided with keels, the rest having usually flat bottoms. Around the outside of the keel were fixed pieces of wood, to prevent it from being damaged when the ship was first launched into the water, or afterwards struck on any rocks; these were called xxivoμara, in Latin cunei.

Next to the keel was paλxis, the " pump well, or well-room," within which was contained the avTOV, Or "pump," through which water was conveyed out of the ship.

After this, there was devτiew Teoris, or the "second keel," somewhat resembling what is now called kelson ; it was placed beneath the pump, and called sobov, χαλκηνε, κλειτοπόδιον ; by sone it is falsely supposed to be the same with φαλκις.

Above the pump was an hollow place, called by Herodotus κοιλη της vnos, by Pollux, κυ αυτός and γατρα, because large, and capacious, after the form of a belly; by the Latins testudo. This was formed by crooked ribs, with which it was surrounded, which were pieces of wood rising from the keel upwards, and called by Hesychius