98 NAVAL SCIENCES. 



the ship backwards in the direction of the keel. As the sail lies against the 

 mast, with its forward surface exposed to the wind, it must have a contrary 

 effect to that which takes place when it is filled, and as the wind now comes 

 from forward, while the sail is braced aback, the sail has a greater power to 

 drive the ship to leeward. If the mizen-sail is braced aback it drives the 

 ship backwards, but turns the stern to leeward, so that the ship luffs. PI. 26, 

 fig. 10, shows vessels which luff, or bear to windward. 



So much for the first principles of navigating a vessel ; we will now pre- 

 sent some cases of their practical application. Let us suppose a ship with 

 all the sails furled {fig. 5). The object is to loosen the sails ; the sailors 

 are on deck ; the commander gives his directions to the second officer, who 

 gives the order (if, for instance, the topsail is to be unfurled), ''Set top- 

 sails T' The top-men then run up the shrouds, stretch out on the foot- 

 ropes, leaning the body against the yard, cast off the gaskets, and sing out, 

 " All clear !" when the order, "Loose!" is given, and in a moment the ship 

 is covered with a cloud of canvas, behind which the sailors disappear, run- 

 ning down the shrouds. On deck the ends of the sail are stretched to the 

 main or fore-yard by the topsail sheets ; then the topsail-yard is hoisted to 

 the topmast-head by the halliards ; and finally, its arms set in the required 

 direction by the topsail braces. This manoeuvi'e is performed when the 

 sails are to be set, or merely stretched in order to be dried. Fig. 2 shows 

 a ship of war with a part of its sails loosened for drying. 



Tripping the anchor and bringing the sails to the wind is called getting 

 under weigh. When the anchor is to be weighed a boat is sent out to the 

 buoy, and with a small windlass»raises the anchor from the ground ; it is 

 then hove up under the davits by the capstan and secured to the bow. 

 Meantime the sails are set on the general order, " Stand hy to make sail I " 

 {pi. 26, fig. 6). The orders now follow "Loose the top-sail ! " and " Loose 

 the top -gallant- sail ! " &c., on which the clew-lines are overhauled, the 

 tacks and sheets made fast to the clews, the yards drawn up by their lifts, and 

 the sails stretched as much as possible. At the same time the yards are 

 braced at right angles with the ship's axis, and so directed that the ship, as 

 soon as it is free from the anchor, may turn round and take the wind in its 

 sails. Fig. 7 represents a ship which has turned, with its larboard braces 

 forward and its starboard braces aft. On the order, '•' Haul taut star- 

 board fore-hraces" the yards of the foremast are made parallel with the 

 main yards, and the ship now takes the wind in her sails. PL 27, fig. 1, 

 shows two ships which have got free from the anchor and have just set 

 sail, the one to the left not having yet braced up. 



It is surprising to many persons when they see two ships on the same 

 river, or the same sea, and making use of the same wind, yet sailing in 

 opposite directions, one to the right and the other to the left. We will here 

 explain this operation, which is called sailing on a half wind. We will 

 assume that a ship, with a north wind, is to sail towards the east, and in 

 that case the wind stands precisely at right angles, or eight points, with the 

 direction of the keel. Let the ship fall off these eight points, and head with 

 the bow to the east, the yards being braced in the diagonal between the 

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