Suppose the vessel has to be hove down on her port side: then, Two strong ringbolts, well secured and cleated, having the holes for them bored sloping upwards, are put into the ship's side, below the bends, about 10 feet apart, and so placed that the middle of the space between them is abreast of the foremast. Chain lashings are passed through those ringbolts, and their ends made fast to the outer end of an outrigger lying on the rail, the inner end of which is lashed to the foremast, and the outer end projeeted over the side about 10 feet. A large double block is lashed to the foremast, below the cheeks, and another to the end of the outrigger; a good small warp is rove for a fall, and a strain is put on it nearly equal to that on the starboard rigging. A hard wood broad plank is laid on the waterways, on the port side, abreast of the foremast, and a shore is put on this plank, so that its lower end is just above a beam, and the upper end stands under the cheeks, and is well lashed to the mast, and well secured at the heel, shores being put under the beam. Two small shores, one at one-third the length of the main shore, the other at two-thirds, are put between the mast and main shore, and a lashing put round the mast and main shore, in the way of those two ' small shores. A large threefold block is lashed to the foremast, in the way of the lower part of the cheeks, and a large double block lashed to a place for the purpose on the quay; a good warp is led from a crab winch on shore, through a leading block on the quay, and the first part led through the middle sheave of the upper block, and the fall completely rove. The mainmast is secured, and purchases fixed to it in the same way; the only difference being that there are two purchases on it leading to two crab winches on the shore. The distance between the leading blocks on the shore must be equal to that between the purchase blocks at the mast head. The port topsides and decks are examined, lest there be any place that will make water when the ship is hove down. Two pumps are put down the main hatchway, so that their feet may rest on the port bilge. The vessel is then ready for heaving down. Should the vessel make much water when hove down, sawdust placed in a small basket (say, bushel basket,) with a long pole attached to it, and moved about the place where the water is running in, will generally stop it. When heaving down, keep an equal strain on all the warps; they must not be surged; when it is necessary to fleet them, stopper them, and walk back the winches. When easing the vessel up, it is necessary, or advisable, to walk back the purchases. In Cronstadt, a large strong barge, fitted up with crab winches, is used to make the lower block fast to. In case there be no place or vessel adapted to the purpose of fixing the lower block, then pass a chain under the bottom of some other vessel, and make the lower block fast to it. Or, as the writer has seen at Windau, make fast to a raft of timber loaded with stones and iron. In order to prevent the ship from capsizing, two warps are taken from the shore, or barge, passed under the ship's bottom, brought up on the offside, and made fast on board the ship. As the vessel is hove down, those warps are gradually eased. If there be much danger of the ship capsizing when she is being hove down, shears are rigged over the masts, and tackles made fast, so as to lower her down, and also to heave her up again, if necessary. Sometimes a spar is placed upright, close to the ship's side, in midships, secured to both masts, and the heaving down purchases applied to the upper end of the spar. A great portion of the force exerted is thus applied in a more advantageous manner, and the ship is easier hove down. COMING INTO THE ENGLISH CHANNEL. Q. You are homeward bound from South of the Line, what precautions would you take before entering the Channel ? A. Sight the Azores, and find the error of the chronometer. Find the deviation for the courses up channel. Q. It has been thick weather for a few days, so that you have only dead reckoning to depend on? A. Try to strike soundings on the edge of the bank in the parallel of 49° 20' N.; run on that parallel and sound frequently. When tolerably satisfied with the position given by soundings, shape a course to the Start. Q. What soundings have you North of Scilly? A. Soft bottom, comparatively shoal water. Q. What soundings in the fair way of the channel? A. sand. Broken shells, smell yellow stones with black specks, and fine Q. What soundings towards the French coast ? A. Deep water, coarse stones, red sand. Q. What must you especially guard against in entering the Channel? A. Being set on Scilly or to the Northward of it, by the tide setting to the North or N. W. nine hours, and only three hours to the South. Q. Is the Bishop Rock Light hidden on certain bearings? A. Yes. Between S.W. by W. and W. by N. N. Q. What is the bearing and distance from the Bishop Rock to Ushant? A. S. E. 100 miles. Q. Where are the Seven Stones, Long Ships, Wolf Rock, and Runnel Stone? A. Near the Land's End. Q. What is the night mark for Falmouth from the west ? A. Lizard Lights in one, W. by N. till St. Anthony's Light bears N.N.E., then steer to the harbour. Q. What is the course up channel? A. E. S. correct magnetic. Q. You are in an iron ship, you have had no observations for the error of your compass, and are doubtful of it; it is hazy, but you make Ushant or the Lizard at night, can you find the course to steer up channel by your compass? A. Yes. By bringing the Lights in line. Q. You are nearly up to the Start, it is still thick weather? A. Consult my chart, heave to with head off, or on, as may be best, sound often, till the weather clears up, or I speak an outward-bound vessel, or a fishing boat. Q. How does the tide set in the channel? A. Towards the French coast. Q. Which side of the channel would you keep? A. The English side; because there are fewer dangers, and better, harbours than on the French side. Q. What is the bearing and distance of the Casquets from Portland? A. S. by W. W., 47 miles. Q. What peculiarity is there in the Casquet Lights? A. There are three lights, but when they bear W. by S.; S.S.W. W.; and S.E. by E.; or their opposite points they appear as only two. Q. You are as high as Dungeness, it comes on thick ? A. Heave to with head off or on as may be required till I get a pilot. Q. Where would you anchor in the Downs ? A. In 8 fathoms, between abreast of Walmer Castle and Deal Castle. Q. It is blowing hard, wind S.W., snow showers? A. Double reef the topsails and mizen, take the bearings of the light ships when I can do so Have everything ready in case of parting, or having to slip. If I part, run through the Gull Stream NE. E., run to Margate Roads. Q. You are on the East Coast of England, or any other coast with which you are unacquainted? A. Consult the chart very carefully, and before coming to any difficult part make notes in large handwriting, so that it can be easily read on deck with the aid of a lamp; thus it would not be necessary for me to go off the deck when I was at the difficulty. Q. What is the leading mark through Hollesley Bay ? A. Orfordness Lights in one. Q. What is the leading mark between Aldbro' Napes and Sizewell Bank? A. Orfordness Lights in one. Q. What is the clearing mark for Whitby Scar Rock? A. Whitby South Light open to the Eastward of the North Light. Q. What Light is shown at Hartlepool Heugh Lighthouse from half flood to half ebb? A. A red light below the white light. Q. What light is shewn from Souter Point Lighthouse below the revolving light? A. A white light in the line of Mill Rock and Cape Carr Point. A red light in that of Whitburn Steel, Hendon Rock, and White Stones. EXAMPLE OF AN AVERAGE STATEMENT. : The following example is from Abbott on Shipping : Suppose the following case. A ship was riding in the Downs and slipped from her anchor, she struck on the Goodwin, and the captain was compelled to cut away the mast and cast overboard part of the cargo. In doing these things, another part was damaged, the ship got off the sand, and took refuge in Ramsgate. 100 Do. of E. Expense bringing ship off the 50 0 0 Clear freight, deduct wages, sands victuals, &c. 500 0 0 2000 0 0 5000 0 0 2000 0 0 800 0 0 Total of losses .f1180 0 0 Total of contributory values£11800.0 0 Upon this calculation, the owners are to lose £280; but they are to receive from the contribution £380 to make good their disbursements, and £100 more for the freight of goods thrown overboard, or £480 minus £280. |