Man on the Ocean: A Book about Boats and Ships by R. M. Ballantyne (hardest books to read .TXT) đź“•
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By means of the rudder, and placing the sails in various positions, so as to cause them to press against the masts in a particular manner, vessels can be made to sail not only with a side wind, but with a breeze blowing a good deal against them—in nautical phraseology, they can be made to sail “close to the wind.” In short, they can sail in every direction, except directly in the “teeth” of the wind. Some ships sail closer to the wind than others; their powers in this respect depending very much on the cut of their sails and the form of their hulls.
The Lighter is a small, rough, clumsy species of coasting-vessel, usually of the sloop rig. It is used for discharging cargoes of large vessels in harbours, and off coasts where the depth of water is not great. Lighters are usually picturesque-looking craft with dingy sails, and they seldom carry top-sails of any kind. Being seldom decked, they are more properly huge boats than little ships. But lighters are not classed according to their rig,—they may be of any rig, though that of the sloop is most commonly adopted.
The Cutter.This species of vessel is similar, in nearly all respects, to the sloop; the only difference being that it is better and more elegantly built. Gentlemen’s pleasure yachts are frequently cutters; but yachts may be of any form or rig—that is, they may belong to any class of vessels without changing their name of yacht. Cutter-yachts are much more elegantly moulded and rigged than the sloops that we have just described. They are clipper-built—that is, the hull is smoothly and sharply shaped; the cut-water, in particular, is like a knife, and the bow wedge-like. In short, although similar in general outline, a cutter-yacht bears the same relation to a trading-sloop that a racer does to a cart-horse. Their sails, also, are larger in proportion, and they are fast-sailing vessels; but, on this very account, they are not such good sea-boats as their clumsy brethren, whose bluff or rounded bows rise on the waves, while the sharp vessels cut through them, and often deluge the decks with spray.
In our engraving we have several cutter-rigged yachts sailing with a light side wind, with main-sail, gaff, fore-sail, and jib set.
The Schooner.This is the most elegant and, for small craft, the most manageable vessel that floats. Its proportions are more agreeable to the eye than those of any other species of craft, and its rig is in favour with owners of yachts,—especially with those whose yachts are large. The schooner’s distinctive peculiarities are, that it carries two masts, which usually “rake aft,” or lean back a good deal; and its rig is chiefly fore-and-aft, like the sloop. Of the two masts, the after one is the main-mast. The other is termed the fore-mast. The sails of a schooner are—the main-sail and the gaff, on the main-mast; the fore-sail, fore-top-sail, and fore-top-gallant-sail (the two last being square sails), on the foremast. In front of the fore-mast are the staysail, the jib, and the flying-jib; these last are triangular sails. If a schooner were cut in two in the middle, cross-wise, the front portion would be in all respects a sloop with a square top-sail; the stern part would also be a sloop, minus the bowsprit and the triangular sails before the mast. Schooners sometimes carry a large square-sail, which is spread when the wind is “dead aft.” They are much used in the coasting-trade; and one of their great advantages is that they can be worked with fewer “hands” than sloops of the same size.
The Brig.Advancing step by step in our investigation of the peculiar rig and build of ships, we come to the brig. This species of craft is usually, but not necessarily, larger than those that have been described; it is generally built on a larger scale than the schooner, and often approaches in magnitude to the full-sized, three-masted ship.
The distinctive features of the brig are, that it has two masts, both of which are square-rigged. It is a particularly serviceable species of craft, and, when of large size, is much used in foreign trade.
The advantage of the square-rig over the fore-and-aft rig is, that the sails, being smaller and more numerous, are more easily managed, and require fewer men or “hands” to work them. Thus, as we increase the size of our vessel, the more necessity is there that it should be square-rigged. The huge main-sail of the sloop and schooner could not be applied to large vessels; so that when men came to construct ships of several hundred tons burden, they were compelled to increase the number of masts and sails, and diminish the size of them; hence, probably, brigs were devised after schooners. The main-mast of a brig is the aft one.
The sails are named after the masts to which they are fastened,—namely, the main-sail; above that the main-top-sail; above that the main-top-gallant-sail; and sometimes a very small sail, named the royal, is spread above all. Behind the main-sail there is a small fore-and-aft sail similar to the main-sail of a schooner, which is called the boom-main-sail. On the fore-mast is a similar sail, which is called the try-sail. Attached to the respective yards of square-rigged ships there are smaller poles or arms, which can be pushed out at pleasure, and the yard lengthened, in order to receive an additional little sailor wing on each side. These wings are called studding-sails or stun-sails, and are used only when the wind is fair and light. They are named after the sails to which they are fastened; thus there are the main-stun-sails, the main-top-stun-sails, and the main-top-gallant-stun-sails, etcetera. The fore-mast of a brig is smaller than the main-mast. It carries a fore-sail, fore-top-sail, fore-top-gallant-sail, and fore-royal. Between it and the bowsprit are the fore-stay-sail, jib, and flying-jib. The three last sails are nearly similar in all vessels. All the yards, etcetera, are hoisted and shifted, and held in their position, by a complicated arrangement of cordage, which in the mass is called the running-rigging, in contradistinction to the standing-rigging, which, as we have said, is fixed, and keeps the masts, etcetera, immovably in position. Yet every rope, in what seems to a landsman’s eye a bewildering mass of confusion, has its distinctive name and specific purpose.
Brigs and schooners, being light and handy craft, are generally used by pirates and smugglers in the prosecution of their lawless pursuits, and many a deed of bloodshed and horror has been done on board such craft by those miscreants.
The Brigantine.The rig of this vessel is a mixture of that of the sloop and brig. The brigantine is square-rigged on the fore-mast, and sloop-rigged on its after or mizzen mast. Of its two masts, the front one is the larger, and, therefore, is the main-mast. In short, a brigantine is a mixed vessel, being a brig forward and a sloop aft.
Such are our coasting-vessels; but it must be borne in mind that ships of their class are not confined to the coast. When built very large they are intended for the deep ocean trade, and many schooners approach in size to full-rigged “ships.”
We now come to speak of ships of large size, which spread an imposing cloud of canvas to the breeze, and set sail on voyages which sometimes involve the circumnavigation of the globe.
The Barque.This vessel is next in size larger than the brig. It does not follow, however, that its being larger constitutes it a barque. Some brigs are larger than barques, but generally the barque is the larger vessel. The difference between a barque and a brig is that the former has three masts, the two front ones being square-rigged, and the mizzen being fore-and-aft rigged. The centre mast is the main one. The rigging of a barque’s two front masts is almost exactly similar to the rigging of a brig, that of the mizzen is similar to a sloop. If you were to put a fore-and-aft rigged mizzen-mast into the after part of a brig, that would convert it into a barque.
The term clipper simply denotes that peculiar sharpness of build and trimness of rig which insure the greatest amount of speed, and does not specify any particular class. There are clipper sloops, clipper yachts, clipper ships, etcetera. A clipper barque, therefore, is merely a fast-sailing barque.
The peculiar characteristics of the clipper build are, knife-like sharpness of the cut-water and bow, and exceeding correctness of cut in the sails, so that these may be drawn as tight and flat as possible. Too much bulge in a sail is a disadvantage in the way of sailing. Indeed, flatness is so important a desideratum, that experimentalists have more than once applied sails made of thin planks of wood to their clippers; but we do not know that this has turned out to be much of an improvement. The masts of all clippers, except those of the sloop or cutter rig, generally rake aft a good deal—that is, they lean backwards; a position which is supposed to tend to increase speed. Merchant vessels are seldom of the clipper build, because the sharpness of this peculiar formation diminishes the available space for cargo very much.
The Ship.The largest class of vessel that floats upon the sea is the full-rigged ship, the distinctive peculiarity of which is, that its three masts are all square-rigged together, with the addition of one or two fore-and-aft sails.
As the fore and main masts of a “ship” are exactly similar to those of a barque, which have been already described, we shall content ourself with remarking that the mizzen-mast is similar in nearly all respects to the other two, except that it is smaller. The sails upon it are—the spanker (a fore-and-aft sail projecting over the quarter-deck), the mizzen-top-sail and mizzen-top-gallant-sail, both of which are square sails. Above all these a “ship” sometimes puts up small square-sails called the royals; and, above these, sky-sails.
The birth of the British Navy may be said to have taken place in the reign of King Alfred. That great and good king, whose wisdom and foresight were only equalled by his valour, had a fleet of upwards of one hundred ships. With these he fought the Danes to the death, not always successfully, not always even holding his own; for the Danes at this early period of their history were a hardy race of sea-warriors, not less skilful than courageous. But to King Alfred, with his beaked, oared war-ships, is undoubtedly due the merit of having laid the foundation of England’s maritime ascendency.
England under the Normans does not seem to have greatly desired to excel in maritime enterprise, but it was otherwise during the Plantagenet period. Henry the Second possessed a most formidable fleet, numbering some five hundred vessels of war. During the reign of his successor a novel artifice in naval warfare was resorted to by the English which merits notice. The English admiral caused a number of barrels of unslaked lime to be placed in his ships. Having brought his fleet to windward of the enemy—the French—he ordered water to be poured on the lime. This of course raised a great and dense smoke, which, being blown by the wind into the very faces of the French, prevented the latter from seeing on what quarter they were being attacked. A panic arose, and spread, among the French vessels, and the victory fell easily to the English.
The navy of Edward the Third numbered eleven hundred ships when he undertook the invasion of France. But the great majority of these were not properly men-of-war—in fact, there were only five fully equipped warships; the rest were for the most part merchant vessels converted into fighting ships and transports for the time being.
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