Man on the Ocean: A Book about Boats and Ships, R. M. Ballantyne [moboreader .txt] 📗
- Author: R. M. Ballantyne
Book online «Man on the Ocean: A Book about Boats and Ships, R. M. Ballantyne [moboreader .txt] 📗». Author R. M. Ballantyne
The ribs of the ship next rise to view. These are curved wooden beams, which rise on each side of the keel, and are bolted firmly to it. They serve the same purpose to a ship that bones do to the human frame—they support and give strength to it as well as form.
The planks follow the ribs. These are broad, and vary in thickness from two to four inches. They form the outer skin of the ship, and are fastened to the ribs, keel, stem-post, and stern-post by means of innumerable pins of wood or iron, called tree-nails. The 
spaces between the planks are caulked—that is, stuffed with oakum; which substance is simply the untwisted tow of old and tarry ropes. A figure-head of some ornamental kind having been placed on the top and front of the stem-post, just above the cutwater, and a flat, ornamental stern, with windows in it to light the cabin, the hull of our ship is complete. But the interior arrangements have yet to be described, although, of course, they have been progressing at the same time with the rest.
The beams of a ship are massive wooden timbers, which extend across from side to side in a series of tiers. They serve the purpose of binding the sides together, of preventing them from collapsing, and of supporting the decks, as well as of giving compactness and great strength to the whole structure.
The decks are simply plank floors nailed to the beams, and serve very much the same purposes as the floors of a house. They also help to strengthen the ship longitudinally. All ships have at least one complete deck; most have two, with a half-deck at the stern, called the quarter-deck, and another at the bow, called the forecastle. But the decks of large ships are still more numerous. Those of a first-rate man-of-war are as follows—we begin with the lowest, which is considerably under the surface of the sea:—
The Orlop-deck, the Gun-deck, the Middle-deck, the Upper-deck, the Quarter-deck, and the Poop—the latter deck being the highest deck of all, a very small one, at the stern.
Thus a man-of-war is a floating house with six stories—the poop being the garret, and the orlop-deck the cellars. The upper decks are lighted by sky-lights; those farther down by port-holes (or gun-holes) and windows; the lowest of all by candles or lamps, daylight being for ever banished from those gloomy submarine regions!
The bulwarks rise above the upper-deck, all round the ship, and serve the purposes of protecting the upper-deck from the waves, and supporting the belaying-pins, to which the ropes are fastened. In ships of war the top of the bulwarks forms a sort of trough all round the ship, in which the hammocks (the swinging-beds) of the men are stowed away every morning. This trough is termed the hammock-nettings, and the hammocks are placed there to be well aired. In action the bulwarks serve to protect the crew from musketry.
The wheel, which has been already referred to, stands usually at the stern of the ship, on the quarter-deck; but it is sometimes placed on an elevated platform amid-ships, so that the steersman may see more clearly where he is going.
The binnacle stands directly in front of the wheel. It is a species of box, firmly fixed to the deck, in which is placed the compass. It is completely covered in, having a glass window, through which the man at the wheel can observe the course he is steering.
The capstan stands on the main-deck, sometimes near the centre of the vessel, at other times near the bow or the stern. 
It is a massive block of timber moving on a pivot, which is turned round by wooden levers, called capstan bars, or hand-spikes, and is used for any purpose that requires great tractive power—the drawing in of the cable, for instance, or warping the ship; which means that a rope is fixed on shore, or by an anchor to the bottom of the sea, and the other end of it is coiled round the capstan, so that when the capstan is forced round by the handspikes, the rope coils on to it, and the ship is slowly dragged forward.
The windlass is simply a horizontal, instead of a perpendicular capstan. Its sole purpose is for heaving up the anchor, and it is placed close to the bow of the ship.
The galley, or cooking-house, is usually near to the windlass, in the front part of the vessel. Here the cook reigns supreme; but this nautical kitchen is wonderfully small. It is just big enough to hold the fireplace and “coppers,” with a small shelf, on which the cook (always a man, and often a negro) performs the duties of his office.
The various decks below are partitioned off by means of plank walls, which are called bulk-heads, into a variety of berths and apartments; and the greater part of the centre of the vessel (in merchantmen) is called the hold, and is reserved for cargo.
The hull of the ship being finished, now gets a coat of tar all over it, which preserves the wood from the action of the weather, and helps to render the seams water-tight. Some vessels are sheathed from the keel to a short way above their water-line with thin sheets of copper, to preserve them more effectually from tear and wear, and especially to defend them against those barnacles and marine insects that would otherwise fasten to them.
Being now ready to be launched from her cradle into the sea—her future home—we will proceed in our next chapter to describe the process of launching.
Ships begin life with a retrograde movement; they imitate the crabs: in other words, they are launched stern foremost. Whether great or small, long or short, whether clothed in patrician copper or smeared with plebeian tar, they all start on their first voyage with their stern-posts acting the part of cut-water, and, also, without masts or sails. These necessary adjuncts, and a host of others, are added after they have been clasped to the bosom of their native sea. One notable exception there is to this rule, the launch of the far-famed Great Eastern, which monster of the deep was forced into her element sidewise, of which a full account will be found in another part of this volume.
The cradles on which ships are launched are wooden frameworks, so constructed as to slide down an inclined plane, called the ways, bearing their burdens along with them into the water. When a ship is ready for launching, the shores, or supports, that have kept her so long in position are knocked away one by one, until the entire weight of the ship rests on the cradle. The ways are then well greased, and it only remains to knock away one or two remaining checks to allow the vessel to seek her future home by means of her own weight.
But before this last act is done, a day must be fixed for the launch; friends of the owners must be invited to go on board during this her first voyage; a fair maiden must be asked to go through the ceremony of giving the ship her name; and paragraphs must go the round of the newspapers. As the hour draws near, crowds of human beings, young and old, male and female, must hurry to the spot to witness the great event, and hundreds of little boys must beg leave from school (if they can); in short, a great stir must be made, and a great day must dawn, before the last shores are knocked away, and the noble structure be permitted to rush down that inclined plane, and for the first time cleave the waves.
And now, having shown how the launching of our ship is accomplished, let us turn to consider the next step towards completion; for there is yet much to be done ere she is able to brave the tempest.
Rigging a Ship.Although fitting-in the lower-masts of a ship cannot well be deemed a part of the rigging, we will nevertheless describe the operation here.
As the lower-masts of a large ship are from five to six feet in circumference, it is manifest that some powerful mechanical contrivance is required to raise them over the bulwarks, and put them in an upright position, into their appointed places. Such contrivances, in the form of enormous cranes, are fixed in some of the larger docks; but the most useful method is to have the masts put in by means of:
The Shear Hulk. This is a strongly built hull of a ship, moored in a part of a river or harbour that will afford depth of water to float vessels of any size alongside. It has one stout mast, with two immense beams attached to it near the deck, and sloping outwards over the bulwarks in such a way that their ends overhang the deck of the vessel into which masts are to be placed. These sloping beams are prevented from falling overboard altogether, and their slope is regulated, by blocks and tackles from the mast of the hulk. By means of this contrivance, which is just a gigantic floating crane, the ponderous lower-masts of large ships are raised and lowered into their places.
When these are fixed, the rigging of the ship commences. The method of putting it up cannot prove interesting to general readers; not even to boys, for when they take to rigging model ships, they do not require the mechanical contrivances that are necessary in rigging large vessels. But all readers of sea stories and nautical history will find it of the utmost advantage to their clear understanding of what they read, to have a general idea of the names and uses of the principal parts of a ship’s rigging.
We shall, therefore, devote a small space to the explanation of this subject. And, first, let us examine the Masts.
These vary in size, form, and number in different ships, but in all they serve the same purpose—to support the sails. Lower masts of large vessels are never formed out of one tree. They are found to be stronger when built up of several pieces, which are fastened together by strong iron hoops. Masts sometimes consist of three distinct parts. The lower-mast, top-mast, and top-gallant-mast. In most large ships there are three masts, each having three parts. The centre mast, being the largest, is the main-mast; the front one, which is next in size, is the fore-mast; and the one next the stern, the smallest, is called the mizzen.
Although we have spoken of lower-masts for the sake of clearness, the name is never used. The name of the mast itself designates the lower part of it. To name the masts in order, we have the Fore-mast. Main-mast. Mizzen-mast. Fore-top-mast. Main-top-mast. Mizzen-top-mast. Fore-topgallant-mast. Main-topgallant-mast. Mizzen-topgallant-mast.
The parts of the different masts are connected and secured by means of cross-trees and caps, which are named after the mast and part of the mast to which they belong. Thus we have the fore-top, the fore-top-mast cross-trees, the main-top, and main-top-mast cross-trees, etcetera. Observe, particularly, that the fore-top, main-top, and mizzen-top, are the platforms, or cross-trees, at the tops of the lower-masts, and not—as might well be supposed by landsmen—the extreme tops of these masts. 
The button-like objects on the summits of the masts are called the trucks; which, besides forming a sort of finish to them, are fitted with small pulleys, through which signal-halyards, or cords for hoisting the flags, are rove.
In first-rate men-of-war the tops are so large that a number of men can be stationed on them. Besides their other purposes, they are very frequently used as a place of punishment for the midshipmen,
Comments (0)