Man on the Ocean: A Book about Boats and Ships by R. M. Ballantyne (hardest books to read .TXT) 📕

Having in the previous chapters treated of the subjects of ancient navigation and ships, and given some account of the boats of the present time, we now proceed to write about modern ships. In doing so, let us turn our attention first to:—

If we were a maker of riddles, we would ask our reader, “Why is a ship like a human being?” and having added, “D’ye give it up?” would reply, “Because it commences life in a cradle;” but not being a fabricator of riddles, we don’t ask our reader that question. We merely draw his attention to the fact that ships, like men, have not only an infancy, but also have cradles—of which more hereafter.

Let us enter one of those naval nurseries—the dockyard—where ships may be seen commencing their career. What a scene it is! What sawing and thumping, and filing, and grinding, and clinching, and hammering, without intermission, from morn till noon, and from noon till dewy eve! What a Babel of sounds and chaos of indescribable material!

That little boy whom you observe standing under the shadow of yonder hull—his hands in his pockets (of course), his mouth open (probably), and his eyes gazing up fixedly at the workmen, who cluster like bees on the ribs and timbers of yonder infant ship has stood there for more than an hour, and he will stand there, or thereabout, for many hours to come; for it happens to be a holiday with him, and he dotes on harbours and dockyards. His whole being is wrapped up in them.

And this is natural enough. Most boys delight to gaze on incomprehensible and stupendous works. Let us—you and I, reader—follow this urchin’s example, keeping our mouths shut, however, save when we mean to speak, and our eyes open.

There are ships here of every shape and size—from the little coasting-vessel to the great East Indiaman, which, in its unfinished condition, looks like the skeleton of some dire megatherium of the antediluvian world. Some of these infant ships have an enormous shed over them to protect them from the weather; others are destitute of such protection: for ships, like men, it would seem, are liable to vicissitudes of fortune. While the “great ones” of the dockyard world are comfortably housed, the small ones are not unfrequently exposed to the fitful buffeting of the rude elements even from their birth.

There are ships here, too, in every state of progression. There, just beside you, is a “little one” that was born yesterday. The keel has just been laid on the blocks; and it will take many a long day of clinching and sawing and hammering ere that infant assumes the bristling appearance of an antediluvian skeleton. Yonder is the hull of a ship almost completed. It is a gigantic infant, and has the aspect of a very thriving child. It evidently has a robust constitution and a sturdy frame. Perhaps we may re-visit the dockyard to-morrow, and see this vessel launched.

Besides these two, there are ships with their ribs partially up, and ships with their planking partially on; and in a more distant part of the yard there are one or two old ships hauled up, high and dry, to have their bottoms repaired and their seams re-pitched, after many a rough and bravely-fought battle with the ocean waves.

Now that we have gazed our fill at the general aspect of the dockyard, let us descend a little more to particulars. We shall first tell of the:—

There are two kinds of docks—dry and wet. A dry-dock is usually constructed with gates, to admit or shut out the tide. When a ship arrives from a long voyage, and needs repair to the lower part of her hull, she must be got out of the water somehow or other.

This object is frequently attained in regard to small vessels by simply running them gently on the flat sand or mud beach of a bay or harbour, so that, when the tide retires, they shall be left dry. But it would be dangerous as well as inconvenient to do this with large ships, therefore dry-docks have been constructed for this purpose. They are so built that when the tide is full the dry-docks are also full. When thus full of water, the gates of a dry-dock are opened, and the large ship is dragged slowly in, after which the gates are shut. The tide then retires, leaving it in this basin of water. The ship is then propped up on all sides with timbers, in such a way that she stands upright, “upon an even keel,” and thus, the pressure on her hull being equally distributed, she is not damaged. Then the water is let out by means of sluices in the gates, or it is pumped out, and the ship left dry. When the tide returns, the gates and sluices are all shut, and its entrance into the dock prevented, until such time as the ship is repaired, when water is let slowly in. As the vessel floats, the props and supports fall away, the gates of her hospital are opened, and off she goes again, in all the vigour of recruited health, to wing her way over the billows of the great deep.

A wet-dock is somewhat similar to a dry-dock, the chief difference being that ships while in it are kept floating in water.

Docks are not only used, however, for repairing and building ships. They are also used for loading and unloading them; and as ships are entering and departing from them almost constantly, the busy, bustling, active scene they present is always agreeable.

The principal docks in the United Kingdom are as follows:—

Docks on the Thames—namely, East and West India Docks, London Docks, Saint Katherine’s Docks, Commercial Docks, Victoria Docks.

Southampton Docks.

Liverpool and Bristol Docks.

Hull Docks.

Glasgow Docks.

Dundee Docks.

Leith Docks.

Birkenhead Docks.

So much for docks in passing. Let us now turn our attention to the process of:—

As we think it highly improbable that any of our readers intend to become either ship-carpenters or ship-architects, we will not worry them with technical explanations. To give an easily understood and general idea of the manner of building a ship is all we shall attempt. The names of those parts only that are frequently or occasionally referred to in general literature shall be given.

The term ship is employed in two significations. In familiar language it denotes any large or small vessel that navigates the ocean with sails. In nautical language it refers solely to a vessel having three masts, each consisting of a lower-mast, a top-mast, and a top-gallant-mast. At present we use the term ship in the familiar sense.

Elaborate and complicated drawings having been prepared, the shipbuilder begins his work.

The keel is the first part of a ship that is laid. It is the beam which runs along the bottom of a boat or ship from one end to the other. In large ships the keel consists of several pieces joined together. Its uses are, to cause the ship to preserve a direct course in its passage through the water; to check the leeway which every vessel has a tendency to make; and to moderate the rolling motion. The keel is also the ground-work, or foundation, on which the whole superstructure is reared, and is, therefore, immensely strong and solid. The best wood for keels is teak, as it is not liable to split.

Having laid the keel firmly on a bed of wooden blocks, in such a position that the ship when finished may slide into the water stern foremost, the shipbuilder proceeds next to erect the stem and stern posts.

The stem-post rises from the front end of the keel, not quite perpendicularly from it, but sloping a little outwards. It is formed of one or more pieces of wood, according to the size of the ship; but no matter how many pieces may be used, it is always a uniform single beam in appearance. To this the ends of the planks of the ship are afterwards fastened. Its outer edge is called the cut-water, and the part of the ship around it is named the bow.

The stern-post rises from the opposite end of the keel, and also slopes a little outwards. To it are fastened the ends of the planking and the framework of the stern part of the ship. To it also is attached that little but most important part of a vessel, the rudder. The rudder, or helm, is a small piece of timber extending along the back of the stern-post, and hung movably upon it by means of what may be called large iron hooks-and-eyes. By means of the rudder the mariner guides the ship in whatever direction he pleases. The contrast between the insignificant size of the rudder and its immense importance is very striking. Its power over the ship is thus referred to in Scripture,—“Behold also the ships, which, though they be so great, and are driven of fierce winds, yet are they turned about with a very small helm, whithersoever the governor listeth.” The rudder is moved from side to side by a huge handle or lever on deck, called the tiller; but as in large ships the rudder is difficult to move by so simple a contrivance, several ropes or chains and pulleys are attached to it, and connected with the drum of a