Model Ships @ shipmodeling.info

FURRENS.

Pieces to supply the deficiency of timber the molding way.

FUTTOCKS.

The separate pieces of timber of which the frame timbers are composed. They are named according to their situation, that nearest the keel being called the first futtock, the next above, the second futtock.

GALLERY.

The long narrow compartment, or balcony, projecting from the stern and quarters of a large ship. The stern gallery is usually decorated with a balustrade.

GALLEY.

The place appointed for the fire-hearth and the use of the cooks. It is generally under the forecastle or the fore-part of the ship.

GAMMONING-HOLE.

A mortise hole cut through the knee of the head, between the cheeks, through which the rope passes that gammons the bowsprit.

GANG-BOARDS.

The narrow platforms within the sides, next the gunwales, which connect the quarter-deck to the forecastle. Each is composed of three or four Prussia deals fayed and bolted together edgewise.

GANGWAY.

The entrance into the ship by the steps on the side, which, of course, is best when flush with the quarter-deck.

A FIX GANGWAY

is a continuation of the quarter-deck to a knee before it, so as to form the gangway when the quarter-deck of itself reaches not forward enough. There is sometimes a fixed gangway, made at the aft part of the forecastle in large ships, when the waist is longer than the customary length of a deal.

GARBOARD STRAKE.

That strake of the bottom which is wrought next the keel, and rabbets therein.

GOOGINGS or GUDGEONS.

The hinges upon which the rudder traverses. Also the metal pieces upon which a windlass works.

GOOSE-NECK.

A large iron hook, fixed with a strap at the after end of the main channel, to stow the studding sail boom in.

A SHIFTING GOOSE NECK

is a sort of iron cleat, confined near the foremost end of the tiller, by means of thin iron plates, one on each side, which are bolted through the tiller, so that the goose-neck may move forward between the plate as in a groove. Its use is to shift forward as the tiller may shrink and go aft, to be kept fast in the rudder. The goose-neck is fastened by two screw eye-bolts, which go through it and jamb it upon the tiller.

GRAIN-CUT.

Cut athwart the grain; as when the grain of the wood does not partake of the shape required; for instance, if a knee be cut out of a broad straight-grained plank, it is evident that the grain, being cut across, would be very short in one or both arms.

GRATINGS.

The lattice coverings of the hatchways, which are made with openings to admit air, or light, by cross battens and ledges. The openings should never be so large as to admit the heel of a man's shoe, as they may otherwise endanger those that pass over them.

GRIPE.

A piece of elm timber, that completes the lower part of the knee of the head, and makes a finish with the fore-foot. It bolts to the stem, and is farther secured by two plates of copper in form of a horseshoe, and therefore called by that name.

GROMMETS.

Wreaths of rope which confine the oars to the pine in the gunwale.

GROUND WAYS.

Large pieces of timber, generally defective, which are laid upon piles driven in the ground, across the dock or slip, in order to make a good foundation to lay the blocks on, upon which the ship is to rest.

GUARD-IRONS.

Curved or arched bars of iron fixed over the carved work of yachts. particularly over the head and quarter pieces, to prevent their being damaged.

GUN ROOM.

The after-part of the lower deck, parted off for the accommodation of the subaltern officers.

GUNWALE.

That horizontal plank which covers the heads of the timbers between the main and fore drifts.

GUY.

A rope extended from the head of sheers, and made fast at a distance on each side, by which they are kept steady.

HAIR BRACKET.

The molding which terminates the fore ends of the head rails, comes at the back of the figure, and breaks in fair with the upper cheek.

HALF-BREADTH OF THE RISING.

A curve in the floor plan, which limits the distances of the centers of the floor-sweeps from the middle line of the body-plan.

HALF-PORTS.

A sort of shutters made of deal, and fitted to the slope of those ports which have no hanging lids. They have a hole cut in them for the gun to go through.

HALF-TIMBERS.

The short timbers in the cant-bodies, which are answerable to the lower futtocks in the square body.

HAMMACOE, or HAMMOCK-RACKS.

The battens nailed to the sides of the beams, and to which the sailors hang their hammocks and bedding.

HAMMERS.

The tools used by shipwrights for driving nails and clenching bolts. Claw-hammers are the most convenient for the former purpose, having a claw at one end to draw the nail out if it splits or rocks in driving. Clench-hammers should be made of hard steel, with one end flat for clenching, and a face for smoothing the clench.

HANCE or HANCH.

A sudden fall or break, as from the drifts forward and aft to the waist. Also those breaks in the rudder. at those parts where it suddenly becomes narrower.

HANDSPEC.

A wooden bar, made of tough ash, and used as a lever to prize or remove great weights.

HAND SCREWS or JACKS, DOUBLE or SINGLE.

The engine represented in the margin used to cant beams, or other weighty timbers. It consists of a box of elm, containing cogged iron wheels, of increasing powers. The outer one, which moves the rest, is put in motion by a winch on the outside, and is called either single or double, according to its increasing force. The outer figure here shewn represents the inside work separately. [crank turns pinion, which turns wheel w/ coaxial pinion, which works a rack]

HANGING.

Declining in the middle part from a horizontal right line, as the hanging of the decks, hanging of the sheer.

HANGING-CLAMP.

A semi-circular iron, with a foot at each end, to receive nails, by which it is fixed to any part of a ship, to hang stages to.

HANGING-KNEE.

Those knees against the sides whose arms hang vertically or perpendicularly.

HARPINS.

Pieces of oak similar to rib bands, but trimmed and beveled to the shape of the body of the ship, and holding the fore and after cant bodies together until the ship is planked. But this term is mostly applicable to those at the bow; hence arises the phrase "clean and full harpins," as the ship at this part is more or less acute.

HARRIS-CUT.

This term is applied when the edges of planks are cut to an under beveling, to fay one upon another, as the birthing or sides of the well, so that no ballast may get in at the joints.

HATCHES.

The coverings for the hatchways.

HATCHWAYS.

The square or oblong openings in the middle of the decks, for the convenience of lowering down goods; forming also the passages from one deck to another and into the hold.

HAWSE.

The situation of the cables before a vessel's stem, when moored. Also the distance upon the water a little in advance of the stem; as, a vessel sails athwart the hawse, or anchors in the hawse of another.

Open hawse. When a vessel rides by two anchors, without any cross in her cables.

HAWSE-HOOK.

The breast hook over the hawse-holes.

HAWSE-PIECES.

The timbers which form the bow of the ship, whose sides stand fore and aft or nearly so; that is, parallel to the middle line of the ship.

HEAD.

The upper end of any thing; but more particularly applied to all the work fitted afore the stem, as the figure, the knees, rails.

SCROLL HEAD, A

signifies that there is no carved or ornamental figure at the head, but that the termination is formed and finished of by a volute, or scroll turning outwards. A FIDDLE HEAD signifies a similar kind of finish, but with the scroll turning aft or inwards.

HEAD-LEDGES.

The thwartships pieces which frame the hatchways and ladder ways.

HEAD-RAILS.

Those rails in the head which extend from the back of the figure to the cat-head and bows, which are not only ornamental to the frame but useful to that part of the ship.

HEAD-TIMBERS.

The pieces that cross the rails of the head vertically. They are bolted through their heels to the cutting down of the knee, and unite the whole together.

HEEL.

The lower end of a timber. A ship is also said to heel when she is not upright.

HEIGHT OF BREADTH LINES, UPPER and LOWER

The two curved lines described on the sheer-plan, at the height of the main-breadth, or broadest part of the ship, at each timber. In the body-plan, they are horizontal lines at those heights on which the main-breadths of each timber are set off. In those lines are found the centers for sweeping the lower and upper breadth sweeps.

HELM.

The whole of the machinery astern, which serves to steer or guide the ship, as the rudder, the tiller, the wheel.

HELP-PORT.

That hole through the counter, through which the head of the rudder passes.

HELM-PORT TRANSOMS.

The piece of timber placed athwart the inside of the counter timbers at the height of the helm-port. It is bolted through every stern timber, and kneed at each end for the security of that part of the ship.

HELVE.

The handle of axes, adzes, mauls.

HOGGED or BROKEN-BACKED .

The condition of a ship when the sheer has departed from that regular and pleasing curve with which it was originally built. This is often occasioned by the improper situation of the centre of gravity, when so posited as not to counterbalance the effort of the water in sustaining the ship, or by a great strain, or from the weakness of construction. The latter is the most common circumstance, particularly in some French ships, owing partly to their great length, sharpness of floor, or general want of strength in the junction of the component parts.

HOGGING.

A ship is said to hog when the middle part of her keel and bottom are so strained as to curve or arch upwards. This term is therefore opposed to sagging, which, applied in a similar manner, means by a different sort of strain, to curve downwards.

In order to elucidate this subject, let us suppose a vessel to be acted upon by several forces as in the figure a b, [a simple "force" diagram] with the forces or weight, e, f, acting downwards [at either end], and c, d, the pressure of the water, acting upwards [amidships; could be a single force; that there are two of them emphasizes the notion that the upwards force is applied to some extent over the length of the ship, but predominantly amidships]; the vessel may in this state be maintained in equilibrium, provided that it has a sufficient degree of strength; but, so soon as it begins to give way, we that it must bend in a convex manner, since its middle would obey the forces c and d, acting upward, whilst its extremities would be actually forced downwards by the forces or weights e and f.

Vessels deficient in strength are generally found in such a situation; and, since similar effects continually act whilst the vessel is immersed in the water, it has happened but too often that the keel has experienced the bad effect of a strain.

Hence it is evident, that hogging may arise either from want of strength in the component parts of a vessel, or from disarrangement in the stowage.

Many long, deep, straight floored vessels, too slightly built, have been found to hog, owing to the great upward pressure of the water upon the broad part of the bottom; and it has been found that, the longer and larger ships are, the more easily have their bottoms bent or hogged, even when the stowage has been correct; and much more so when it has been unequally distributed towards the head and stern.

Ships deeply laden, with very heavy cargoes or materials nearly amidships, have, on the contrary, been sometimes found to sag downwards, in proportion as the weight of the cargo has exceeded the upward pressure of the water.

But, according to the present practice of building in Great Britain, these disadvantages are little to be feared; although, in a less advanced state of the art, they were frequently found in British vessels, and are still as frequently found in vessels of foreign construction; many of the latter being of too small scantlings and too slightly constructed. Even sharp built vessels of this country, upon the present construction, are seldom found to hog; and we presume that no vessel constructed agreeably to the Table of Dimensions and Scantlings, will be found so to do. But it is to be particularly observed, that these dimensions, with respect to the strength of the body, will not admit of diminution.

If, however, the relative dimensions be changed; and, if the length be increased, as recommended in some cases, in order to produce an increase in the velocity, or, if the ship is intended to be laden with very heavy materials, as lead. the strength may be proportionally increased by enlarging the scantlings of the thick stuff at the joints of the timbers.

HOLD.

That part of the ship below the lower deck, between the bulk-heads, which is reserved for the stowage of ballast, water, and provisions, in a ship of war; and for that of the cargo, in merchant vessels.

HOLLOW-MOULD.

The same with Floor-hollow, which . Sometimes the back sweep which forms the upper part of the top-timber is called the top-timber hollow.

HOOD.

The name given to all the foremost and aftermost planks of the bottom, both within side and without. Also a covering to shelter the mortar in bomb-vessels. In merchant ships it is the birthing round the ladderway.

HOODING-ENDS. [hood ends]

These ends of the planks which bury in the rabbets of the stem and stern post.

HOOKING.

The act of working the edge of one plank. into that of another, in such a manner that they cannot be drawn asunder endways.

HORIZONTAL RIB BANDS.

Those ideal rib bands, used in laying off, which are taken off level or square with the middle line of the ship's body.

HORN or HORNING.

Placing or proving any thing to stand square from the middle line of the ship, by setting an equal distance thereon from each side of the middle line; then bringing the same distance equally from some fixed spot in the middle line by a batten or staff of some length.

HORSE.

The round bar of iron which is fixed to the main rail and back of the figure in the head, with stanchions, and to which is attached a netting for the safety of the men who have occasion to be in the head. Also the cross-pieces of timber tendoned on to the heads of the bitts for the booms to rest upon.

HORSE-IRON.

An iron fixed in a handle, and used with a beetle by caulkers, to horse-up or harden in the oak hams .

HORSE-SHOES.

Large straps of iron or copper shaped like a horse-shoe and let into the stem, which gripe on opposite sides, through which they are bolted together to secure the gripe to the stem.

HULL.

The whole frame or body of a ship, exclusive of the masts, yards, sails, and rigging.

JAMBS, for fixing the LIGHTS.

Thick broad pieces of oak, fixed up endways, and between which the magazine lights are fitted.

IN AND OUT.

A term sometimes used for the scantling of the timbers the molding way, but more particularly applied to those bolts in the knees, riders. which are driven through the ship's sides, or athwartships, and therefore called "In and out Bolts."

INBOARD.

Within the ship; as the Inboard Works.

INNER POST.

A piece of oak timber, brought on and fayed to the foreside of the main stern-post, for the purpose of seating the transoms upon it. It is a great security to the ends of the planks, as the main post is seldom sufficiently afore the rabbet for that purpose, and is also a great strengthener to that part of the ship.

INTERSECTION.

The point in which one line crosses another.

IRONS.

The tools used by the caulkers for driving the oakum.

JOINT.

The place where any two pieces are united. This term is, however, more particularly used to express the lines which are laid down in the mould-loft for the purpose of making the moulds for the timbers, as those lines exhibit the shape of the body between every two timbers, which is hence called the joints.

KEEL.

The main and lowest timber of a ship, extending longitudinally from the stem to the stern-post. It is formed of several pieces, which are scarped together endways, and form the basis of the whole structure, of course it is usually the first thing laid down upon the blocks for the construction of the ship.

KEELSON, or, more commonly, KELSON.

The timber formed of long square pieces of oak, fixed within the ship exactly over the keel) and which may therefore be considered as the counter part of the latter for binding and strengthen the lower part of the ship, for which purpose it is fitted to, and laid upon, the middle of the floor-timbers, and bolted through the floor and keel.

KEVELS.

Pieces of oak plank, shaped like timber heads, and fixed into mortises cut through other pieces that are fastened to the insides of the ship. They answer the purpose of timber heads to belay the ropes to.

KEVEL, or CAVEL HEAD BLOCKS.

A sort of blocks , having a sheave hole or two cut through fore and aft, and which are bolted to the ship's sides, nearly opposite the masts, to reeve the lifts.

KEY.

A dry piece of oak. cut tapering, to drive into scarps that have hook-butts.

KILN.

A convenience for heating planks to make them pliable. A steam-kiln [steam box] is a trunk composed of deals, grooved neatly into each other, which is generally from three to four feet square, and from forty to sixty feet in length, having a door at each end. It is confined together by bolts driven through it at certain distances, which answer for bearers to rest the plank upon, and it is supported upon brick work. Beneath it, in the middle, is a large iron or copper boiler, or sometimes two boilers, which are then fixed near each end, the steam from which, issuing into the trunk, enters the pores of the plank and makes it pliable.

A BOILER KILN

is shaped similar to the former, but with an open top. It is formed of sheets of copper riveted together, and is fixed in brick work. Under each end, or in the middle, are furnaces to make the water boil, when the plank is in. The upper part is covered with shutters that are hoisted occasionally by small tackles. The dimensions. of a copper boiler in one of the royal yards are, length, forty feet; breadth at the ends, four feet three inches; and in the middle, six feet; depth, two feet ten inches; and weight, fifty-three cwt. three quarters, and seven pound.

KNEES.

The crooked pieces of oak timber, by which the ends of the beams are secured to the sides of the ship. Of these, such as are fayed vertically to the sides are called hanging-knees, and such as are fixed parallel to, or with the hang of the deck, are called lodging-knees.

KNEE TIMBER.

That sort of crooked timber which forms, at its back or elbow, an angle of from forty-five to twenty-four degrees. The more acute this angle is, the more valuable is the timber on that account. But if their angle be more obtuse, they are said to be raking, and are proportionally less valuable, being of the less utility for the formation of knees.

KNEE OF THE HEAD.

The large flat timber fayed edgeways upon the fore-part of the stem. It is formed by an assemblage of pieces of oak coked or tabled together edgewise, by reason of its breadth, and it projects the length of the head. Its fore-part should form a handsome serpentine line, or inflected curve. The principal pieces are named the main-piece and lacing.

KNIGHT-HEADS, or BOLLARD-TIMBERS.

Large oak timbers fayed and bolted to each side of the stem, the heads of which run up sufficiently above the head of the stem to support the bowsprit, care being taken to cast them sufficiently open above the stem to the diameter of the bowsprit.

KNUCKLE.

A sudden angle made on some timbers by a quick reverse of shape, such as the knuckles of the counter timbers.

KNUCKLE-TIMBERS.

Those top-timbers in the fore-body whose heads stand perpendicular, and form an angle with the flair or hollow of the topside. This work is the best when the touch or knuckle is at the plank sheer.

LABOURSOME.

Subject to labour, or to pitch and roll violently in a heavy sea, by which the masts and even the hull may be endangered. For by a successive heavy roll the rigging becomes loosened, and the masts at the same time may strain upon the shrouds with an effort which they will be unable to resist; to which may be added, that the continual agitation of the vessel loosens her joints, and makes her extremely leaky.