The Project Gutenberg EBook of An Universal Dictionary of the Marine, by William Falconer This eBook is for the use of anyone anywhere in the United States and most other parts of the world at no cost and with almost no restrictions whatsoever. You may copy it, give it away or re-use it under the terms of the Project Gutenberg License included with this eBook or online at www.gutenberg.org. If you are not located in the United States, you'll have to check the laws of the country where you are located before using this ebook. Title: An Universal Dictionary of the Marine Or, a Copious Explanation of the Technical Terms and Phrases Employed in the Construction, Equipment, Furniture, Machinery, Movements, and Military Operations of a Ship. Illustrated With Variety of Original Designs of Shipping, in Different Situations; Together With Separate Views of Their Masts, Sails, Yards, and Rigging. to Which Is Annexed, a Translation of the French Sea-terms and Phrases, Collected from the Works of Mess. Du Hamel, Aubin, Saverien, &c. Author: William Falconer Release Date: August 16, 2018 [EBook #57705] Language: English Character set encoding: UTF-8 *** START OF THIS PROJECT GUTENBERG EBOOK DICTIONARY OF THE MARINE *** Produced by Richard Tonsing and the Online Distributed Proofreading Team at http://www.pgdp.net (This file was produced from images generously made available by The Internet Archive) AN UNIVERSAL DICTIONARY OF THE MARINE: OR, A COPIOUS EXPLANATION OF THE TECHNICAL TERMS and PHRASES EMPLOYED IN THE Construction, Equipment, Furniture, Machinery, Movements, and Military Operations OF A SHIP. ILLUSTRATED WITH Variety of Original DESIGNS of SHIPPING, in different Situations; Together with separate Views of their Masts, Sails, Yards, and Rigging. To which is annexed, A Translation of the French Sea-Terms and Phrases, collected from the Works of Mess. Du Hamel, Aubin, Saverien, &c. By WILLIAM FALCONER, Author of The Shipwreck. LONDON: Printed for T. Cadell (Successor to Mr. Millar) in the Strand. MDCCLXIX. TO THE RIGHT HONOURABLE The LORDS COMMISSIONERS FOR EXECUTING THE OFFICE OF LORD HIGH ADMIRAL OF GREAT BRITAIN, &c. THIS WORK IS, By their LORDSHIPS’ Permission, WITH THE UTMOST RESPECT, INSCRIBED, BY The Author. T PREFACE. he following work has engaged my utmost application for some years. Several performances on the same subject have already appeared; as Sir H. Manwaring’s Seaman’s Dictionary; Boteler’s Sea Dialogues; Guillet’s Gentleman’s Dictionary, and Blanckley’s Naval Expositor, &c. Far from exhibiting an enlarged and comprehensive view of naval affairs, these productions are extremely imperfect, according to the very circumscribed plan which their authors have adopted. There are besides, the Dictionaire de Marine of M. Aubin, published in Holland; and that of M. Saverien, published in France. These are indeed voluminous, but very deficient in the most necessary articles. Besides a circumstantial detail of the local oeconomy of different marine departments, they are swelled out with astronomy, navigation, hydrography, natural history, &c. all of which are abundantly better treated in other compositions. Of the machinery of a ship; the disposition of the rigging on her masts and yards; and the comparative force of her different mechanical powers, their accounts however are often vague, perplexed, and unintelligible. With regard to her internal government in action; to the general regulations of the line of battle; and to the principal movements in sailing, they are almost totally silent. Had any of these works been executed with tolerable success, it might have rendered mine unnecessary; or probably have introduced it in the form of a translation. I acknowledge with great pleasure the advantages I have derived in the prosecution of this work, from several authors of distinguished reputation: in reality however none of those above-mentioned are of the number. In that part which is dedicated to the theory and art of ship-building, I owe considerable obligations to the ingenious M. Du Hamel. The principal pieces used in the construction of a ship, together with their combination and disposition, are copiously and accurately described in his Elements of Naval Architecture: and his general account of the art itself is perspicuous and comprehensive. Many of his explanations I have therefore implicitly adopted. In treating of the artillery, I have occasionally consulted Le Blond, Muller, and Robins, besides selecting some valuable materials from the manuscripts of officers of long experience and established reputation in that service. Whatever relates to the rigging, sails, machinery, and movements of a ship; or to the practice of naval war, is generally drawn from my own observations; unless where the author is quoted. As there are abundance of books professedly written on astronomy, and the theory of navigation, I have totally omitted the terms of the former, as foreign to my plan; and slightly passed over the latter: because no reader could acquire a sufficient idea of those sciences from so partial a description. Many of the least important parts of a ship, as well as of her rigging, are very generally defined. To explain the track of every particular rope, through its different channels, would be equally useless and unintelligible to a land reader: to mariners it were superfluous: and even the youths who are trained to the sea, would reap little advantage from it; because their situation affords them much better opportunities of making these minute discoveries. I have in general endeavoured to give the etymology of the most material expressions, unless when their evident analogy to common words rendered this unnecessary. Many reasons may be alledged for introducing the French sea-terms and phrases; particularly that obvious one, of understanding their pilots, when we may have occasion for their assistance. Wherever it was found necessary to explain one technical term by another, the latter is usually printed in italics the first time it is mentioned; so that the reader may refer to it for a further explanation. As the plates of this publication were intended to illustrate the various objects to which they refer, they are little ornamented; but have in general the recommendation of simplicity and geometrical truth. In this part I have been particularly favoured with many original drawings, which are usually considered amongst the inaccessible arcana of ship-building. They are much more numerous, useful, and correct, than what has hitherto appeared in any work of the kind. In fine, I have endeavoured, to the best of my judgment, to retrench the superfluities, and supply the deficiences of former writers on the same subject, as well as to digest and methodise whatever appeared loose or inaccurate therein. This undertaking was first suggested to me by my worthy and ingenious friend George Lewis Scott, Esq; who considered it as a work of extensive utility, Indeed, in a country whose principal sources of strength are derived from the superiority of her marine, it is evidently wanted. I have the pleasure also to know that Sir Edward Hawke, and several officers of respectable abilities in our navy, are of the same opinion. To this may be added, what the celebrated M. Du Hamel lately observed, in a letter to me, s. I mention this expressly, because some sea-officers have considered the work unnecessary. It is however submitted, with all possible deference, to superior judges; to men of science and letters, who know the difficulty of explaining the parts of a mechanical system, when the readers are unacquainted with the subject. A LIST of the SUBSCRIBERS. His Royal Highness the Duke of Gloucester. His Royal Highness the Duke of Cumberland. Right Hon. Lords Commissioners of the Admiralty, as a Board. A Capt. Abdy, of the Navy John Adam, Esq; Robert Adam, Esq; James Adam, Esq; William Adam, Esq; Alex. Anderson, Esq; Capt. Alwright, of the Navy Capt. Antrobus, ditto Mr. Richard Atkinson, 2 copies London Assurance Office Royal Exchange Assurance Office B His Grace the Duke of Beaufort Right Hon. Earl of Berkeley Right Hon. Lord Bottetourt Right Hon. John Buller, Lord of the Admiralty. Col. Bendyshe Hon. George Berkeley The Rev. Dr. Blair Capt. Bentinck, of the Navy Capt. George Bowyer, of ditto Mr. Robert Baynes Edward Hugh Boscawen, Esq; William Glanville Boscawen, Esq; John Boddington, Esq; John Blair, Esq; Calcutta Lieut. Henry Baynes Lieut. T. P. Braithwaite Lieut. James Bradley Mr. J. Bourgh Lieut. Geo. Baker Capt. Brisac Mr. Robert Bogle Mr. William Brymer Mr. James Barwell Mr. William Berry Mr. Burrel Mr. Thomas Barwis Charles Boddam, Esq; Mr. Burgh Mr. Robert Brown John Bullock, Esq; Theobal Burke, Esq; C Right Hon. Lord Cochran Hon. H. S. Conway, Lieut. Gen. of the Ordnance, &c. John Campbell, Esq; F.R.S. Capt. in the Navy John Carter, Esq; Deal John Cartwright, Esq; Charles Cartwright, Esq; Capt. Collin Alexander Craufurd, Esq; Lieut. R. P. Cooper Mr. Henry Crawford John Henry Cochran, Esq; Henry Cort, Esq; William Crighton, Esq; General Clerk Mr. Thomas Clerk Mr. Duncan Clerk Capt. John Campbell D Rear Admiral Sir James Douglas Mr. Dalrymple Mr. Robert Dallas, 2 copies George Dempster, Esq; 2 copies Lieut. George Dawson Lieut. Richard Douglas Mr. Duncan Davidson Major Deaker Mr. Edward Downes Mr. John Delaton Thomas Dunkerley, Esq; Stillingfleet Durnford, Esq; E Right Hon. Earl of Edgcumbe Right Hon. Earl of Egmont Right Hon. Lord Elibank Sir John Elwill General Ellison Arthur Edie, Esq; Mr. John Ewer F Sir Thomas Frankland, Bart. Vice-Admiral of the Red Squadron Capt. Fanshaw Sir Robert Fletcher, Kt. Charles Ferguson, Esq; Sir Adam Ferguson Mr. John Finch Mr. Francis Farrar G Right Hon. Earl of Gainsborough Charles Gore, Esq; Mr. John Gathorne James Gordon, Esq; 2 copies Mr. Arch. Gairdner John Gray, Esq; Alexander Geddes, Esq; Mr. William Gemmell H Right Hon. Earl of Home Right Hon. Lord Viscount Howe Right Hon. Sir Edw. Hawke, K. B. first Lord of the Admiralty, &c. &c. Thomas Hanway, Esq; Commissioner of the Navy Capt. John Hay, of the Navy Mr. Samuel Hannay, 4 copies Sir Thomas Hesketh, Bart. Col. Hale Warren Hastings, Esq; The Rev. Wm. Hirst, A.M. F.R.S. 2 copies John Hope, Esq; Lieut. Charles Hope Capt. Horne, of the East India Company Capt. Hume, of ditto John Hume, Esq; Mr. John Hunter, of Lisbon Lieut. Edmond Hawker Lieut. Harry Harmood Adam Hayes, Esq; Dr. Harris Mr. Hall Mr. Hutton Lieut. Harris I The Court of Directors of the East India Company William Innis, Esq; George Johnstone, Esq; 4 copies John Johnstone, Esq; Mr. James Johnston Lieut. Judd K Hon. Augustus Keppel, Rear Admiral of the blue squadron Mr. Daniel Kemp Mr. John Kendrick L Hon. Capt. Leveson Sir John Lindsay, Capt. in the Navy Lieut. Charles Logie Francis Lucas, Esq; William Lascelles, Esq; of the Inner Temple Mr. S. Cousgarne Lloyd Dr. Lawrence Capt. Lauder, of the East India Company Mr. Liddel Mr. Lennox M Capt. Macbride, of the Navy Mr. Colin Mackenzie, 2 copies Mr. Majendie Major Mills Richard Maitland, Esq; Lieut. David Maitland Lieut. James Macnamara Lieut. Thomas Montagu, 2 copies Edward Meadows, Esq; James Montresor, Esq; Robert Mure, Esq; Mr. James Mason Mr. Mackworth Mr. Robert Man Mr. James Mather Mr. William Myrtle Mr. Money James Mill, Esq; Mr. John Mackintosh N The principal Officers and Commissioners of his Majesty’s Navy Valentine Neville, Esq; Mr. Francis Newton Mrs. Sarah Norton O Charles Ogilvie, Esq; Capt. Ommanney, of the Navy Mr. Ousnam P Right Hon. Earl of Plymouth Right Hon. Lord Palmerston, Lord of the Admiralty Right Hon. Lord Pigot Capt. Hugh Pigot, of the Navy Mr. Simon Parry Edward Payne, Esq; The Rev. Hugh Panton, L. L. B. Lieut. Henry Gibson Panton Mr. Thomas Poynting Mr. Paterson Mr. John Perriman Mr. Pitchford Q His Grace the Duke of Queensbury and Dover R Capt. Lockhart Ross, of the Navy Capt. Joseph Rowley, of ditto Capt. Reynolds, of the Navy Dr. Charles Richardson Capt. George Richardson, of the East India Company S Hon. Sir Charles Saunders, K. B. Vice-Admiral of the Blue Squadron George Lewis Scott, Esq; F.R.S. 2 copies Robert Stewart, Esq; Edward Salway, Esq; Gordon Skelly, Esq; Capt. Stott Lieut. Patrick Stewart Henry Smith, Esq; Capt. Peter Stokes, of the East India Company T The Corporation of Trinity House Capt. Tonyn, of the Navy Lieut. Henry Tuite Mr. William Trotter Mr. Tais Mr. Taulbert Mr. William Tennant Mr. Thomas Trower Thomas Townshend, Esq; V The Commissioners for Victualling his Majesty’s Navy, as a Board Hon. Capt. Raby Vane His Excellency Count San-Vincent, Rear Admiral of Portugal Henry Vansittart, Esq; George Vandeput, Esq; Capt. in the Navy W Mr. Thomas Walker Mr. John Way Andrew Wilkinson, Esq; Capt. Williams Mr. William Wigginton, of Bristol Capt. John Waddell, of the East India Company Lieut. George Robinson Walters Y Rear Admiral Young TABLE OF CONTENTS PREFACE. A LIST OF THE SUBSCRIBERS. AN UNIVERSAL DICTIONARY OF THE MARINE. A TRANSLATION OF THE PHRASES AND TERMS OF ART IN THE FRENCH MARINE. AN UNIVERSAL DICTIONARY OF THE MARINE. A A. BACK, coeffé, the situation of the sails when their surfaces are flatted against the masts by the force of the wind. The sails are said to be taken aback, when they are brought into this situation, either by a sudden change of the wind, or by an alteration in the ship’s course. They are laid aback, to effect an immediate retreat, without turning to the right or left; or, in the sea-phrase, to give the ship stern-way, in order to avoid some danger discovered before her in a narrow channel; or when she has advanced beyond her station in the line of battle, or otherwise. The sails are placed in this position by slackening their lee-braces, and hauling in the weather ones; so that the whole effort of the wind is exerted on the fore-part of their surface, which readily pushes the ship astern, unless she is restrained by some counter-acting force. See Backing, and Bracing. It is also usual to spread some sail aback near the stern, as the mizen-top-sail, when a ship rides with a single anchor in a road, in order to prevent her from approaching it so as to entangle the flukes of it with her slackened cable, and thereby loosen it from the ground. See Anchor. Fig. 1. Plate III. discovers the plan of a ship, a b, with her main-top-sail, c d, aback; in which the curved dotted line expresses the cavity of it, as blown back by the wind on each side of the mast. The fore-top-sail, which is full, is exhibited by the line e f. Fig. 3. represents a perspective view of the ship in the same situation; and the dart shews the direction of the wind upon both. Lay all flat Aback, the order to arrange all the sails in this situation. ABAFT, arriere, (abaftan, Sax. behind) the hinder part of a ship, or all those parts both within and without, which lie towards the stern, in opposition to afore; which see. Abaft, arriere de, is also used as a preposition, and signifies further aft, or nearer the stern; as, the barricade stands abaft the main mast, i. e. behind it, or nearer the stern. ABOARD (à bord, Fr. abordo, Ital.) the inside of a ship: hence any person who enters a ship is said to go aboard: but when an enemy enters in the time of battle, he is said to board. A phrase which always implies hostility. See the article Boarding. To fall Aboard of, aborder, to strike or encounter another ship, when, one or both are in motion; to be driven upon a ship by the force of the wind or current. Aboard-main-tack! amure la grande voile! the order to draw the main-tack, i. e. the lower corner of the main-sail, down to the chess-tree. See Chess-tree. ABOUT, reviré, (abutan, Sax.) the situation of a ship immediately after she has tacked or changed her course by going about, and standing on the other tack. See Tacking. About-Ship! adieu-va! the order to the ship’s crew to prepare for tacking. ABREAST, par le travers (of breost, Sax.), side by side, or opposite to; a situation in which two or more ships lie, with their sides parallel to each other, and their heads equally advanced. This term more particularly regards the line of battle at sea, where, on the different occasions of attack, retreat, or pursuit, the several squadrons, or divisions of a fleet, are obliged to vary their dispositions, and yet maintain a proper regularity by sailing in right or curved lines. When the line is formed abreast, the whole squadron advances uniformly, the ships being equally distant from, and parallel to each other, so that the length of each ship forms a right angle with the extent of the squadron or line abreast. The commander in chief is always stationed in the center, and the second and third in command in the centers of their respective squadrons. See this farther illustrated in the article Line. Abreast, within the ship, implies on a line with the beam, or by the side of any object aboard; as, the frigate sprung a leak abreast of the main hatch-way, i. e. on the same line with the main hatch-way, crossing the ship’s length at right angles, in opposition to afore or abaft the hatch-way. See Abaft. We discovered a fleet Abreast of Beachy-Head, i. e. off, or directly opposite thereto. ACORN, pomme de girouette, a little ornamental piece of wood, fashioned like a cone, and fixed on the uppermost point of the spindle, above the vane, on the mast-head. It is used to keep the vane from being blown off from the spindle in a whirlwind, or when the ship leans much to one side under sail. See plate I. fig. 1. where a represents the acorn, b the vane and stock, c the spindle, and d the mast-head. ADMIRAL, amiral, an officer of the first rank and command in the fleet, and who is distinguished by a flag displayed at his main-top-mast-head. Also an officer who superintends the naval forces of a nation, and who is authorised to determine in all maritime causes. The origin and denomination of this important office, which seems to have been established in most countries that border on the sea, have given rise to a great variety of opinions. Some have borrowed them from the Greek, others from the Arabic, while a third sort, with greater probability, derive both the title and dignity from the Saracens.[1] But since no certain conclusions have been deduced from these elaborate researches, and as it rather appears the province of this work to give the reader an idea of the office and duty of an admiral at sea, than to furnish an historical or chronological detail of the rank and power with which admirals have been invested in different nations, we shall contentedly resign this task to the ingenious lexicographers who have so repeatedly entertained us with such critical investigations. The Admiral, or commander in chief of a fleet, being frequently invested with a great charge, on which the fate of a kingdom may depend, ought certainly to be possessed of abilities equal to so important a station and so extensive a command. His fleet is unavoidably exposed to a variety of perplexing situations in a precarious element. A train of dangerous incidents necessarily arise from those situations. The health, order, and discipline of his people, are not less the objects of his consideration, than the condition and qualities of his ships. A sudden change of climate, a rank and infectious air, a scarcity, or unwholsomness of provisions, may be as pernicious to the former, as tempestuous weather or dangerous navigation to the latter. A lee-shore, an injudicious engagement with an enemy greatly superior, may be equally fatal to both. He ought to have sufficient experience to anticipate all the probable events that may happen to his fleet during an expedition or cruise, and, by consequence, to provide against them. His skill should be able to counter-act the various disasters which his fleet may suffer from different causes. His vigilance and presence of mind are necessary to seize every favourable opportunity that his situation may offer to prosecute his principal design; to extricate himself from any difficulty or distress; to check unfortunate events in the beginning, and retard the progress of any great calamity. He should be endued with resolution and fortitude to animate his officers by the force of example, and promote a sense of emulation in those who are under his command, as well to improve any advantage, as to frustrate or defeat the efforts of his ill fortune. The most essential part of his duty, however, appears to be military conduct. As soon as the fleet under his command puts to sea, he is to form it into the proper order of battle, called the Line. In this arrangement he is to make a judicious distribution of strength from the van to the rear, throwing the principal force into the center, to resist the impression of the enemy’s fleet; which might otherwise, at some favourable opportunity, break through his line, and throw the van and rear into confusion. A competent knowledge of the seas, weather, and reigning winds, of the coast or region where he is stationed, is also requisite, as it will greatly facilitate his plans on the enemy. It will enable him to avoid being improperly embayed, where he might be surprised in a disadvantageous situation; and to judge whether it will be most expedient to attack his adversary, or lie prepared to receive his assault. When his fleet is forced by stress of weather or otherwise to take shelter in a road or bay, it will likewise suggest the necessary conduct of keeping a sufficient number of cruisers at sea, to bring him early intelligence, that they may be ready to cut or slip the cables when they are too much hurried to weigh their anchors. As the forming a complete, strong, and uniform line is a very material article in naval war, the admiral ought frequently to arrange the fleet under his command into this order, that the inferior officers may observe to bring their ships, with greater dexterity and alertness, into their several stations, and maintain the regularity of the line when they tack, veer, or sail abreast. See Line. When the admiral intends a descent on an enemy’s coast, or other attack which may be attended with complicated and unforeseen incidents, his orders should be delivered or drawn up with the greatest accuracy and precision: they should be simple, perspicuous, direct, and comprehensive; they should collect a number of objects into one point of view, and, foreseeing the effects of success or defeat, appoint the proper measures to be adopted in consequence thereof. History and experience confirm the necessity of this observation, and present us with a variety of disasters that have happened on such occasions, merely by a deficiency in this material article. In the commanding officer, inattention, barrenness of expedient, or a circumscribed view of the necessary effects of his enterprize, may be equally pernicious. And general orders ought to be utterly free from pedantry and perplexity, which always betray a false taste and confused imagination, besides the probability of producing many fatal consequences. When an admiral conquers in battle, he should endeavour to improve his victory, by pushing the advantages he has acquired as far as prudence directs; a conduct which merits his attention as much as any in the action! When he is defeated, he ought to embrace every opportunity of saving as many of his ships as possible, and endeavour principally to assist those which are disabled. In short, it is his duty to avail himself of every practicable expedient rather than sink under his misfortune, and suffer himself to become an easy prey to the enemy. He should be sufficiently acquainted with civil law, to judge with propriety of the proceedings of courts- martial, and to correct the errors, and restrain the abuses which may happen therein by mistake, or ignorance, or inattention. As secret treaties, propositions, or schemes of the enemy, may occasionally be submitted to his inspection, or fall into his possession by capture; and which it might be improper to discover to any person near him, he ought to have a competent knowledge of the modern languages, or at least, those of the countries against whom his military operations are directed, to be able to comprehend with facility the full scope and purport of such papers. He ought to be well versed in geometry, to order proper and correct surveys of unknown coasts, roads, or harbours to be made, and to judge of their accuracy, and detect their errors. To ascertain the situation and longitude of different places, he should be also sufficiently skilled in astronomy, and the method of taking observations, which indeed is essentially necessary to the profession of a sea-officer, although too much neglected. By his orders the admiral is likewise to assist at all councils of war that relate to naval affairs: to visit, as often as convenient, the other ships of his squadron: to enquire particularly into their condition, and observe the men mustered, taking care that no supernumeraries are borne on the books. He is directed to acquaint the secretary of the admiralty of all his proceedings relating to the service, for the information of the lord-high-admiral, or lords commissioners of the admiralty; and to attend him or them, on his return home, with an account of his voyage or expedition, and to transmit a copy of his journal to their secretary. Much more might be observed on this occasion. It appears however by the general outline which we have sketched, that the office and duty of an admiral requires greater skill and more comprehensive abilities than is generally supposed necessary to the command of a naval armament. And that he ought to be duly qualified, at least in this kingdom, to assist at the councils of his sovereign, and enter into the enlarged system of protecting his country from an invasion by sea, or of meditating a descent on an enemy’s coast; as well as to improve navigation, and open new channels of commerce. For further particulars of his charge, see the articles Engagement, Line, Squadron. Admiral of the fleet, the highest officer under the admiralty of Great-Britain: when he embarks on any expedition, he is distinguished by the union flag at the main-top-mast-head. Vice-Admiral, vice-Amiral, the officer next in rank and command to admiral; his flag is displayed at the fore-top-mast-head. Rear-Admiral, contre-amiral, lieutenant-général des armées navales, the officer next in rank and command to the vice-admiral, and who carries his flag at the mizen-top-mast-head. There are at present in England, besides the admiral of the fleet, three admirals of the white squadron, and four of the blue. Three vice-admirals of the red, three of the white, and four of the blue. Four rear- admirals of the red, four of the white, and five of the blue squadron: besides twenty-two rear-admirals that have carried no flag, who are superannuated upon half-pay. Vice-Admiral is also a civil officer appointed by the lords-commissioners of the admiralty. There are several of these officers established in different parts of Great-Britain, with judges and marshals under them, for executing jurisdiction within their respective districts. Their decisions, however, are not final, an appeal lying to the court of admiralty in London. ADMIRALTY, Amirauté, the office of lord-high-admiral, whether discharged by one single person, or by joint commissioners, called Lords of the Admiralty. ADVICE-BOAT, pacquet d’ avis, a small vessel employed to carry expresses or orders with all possible dispatch. ADRIFT (from a and drift, Sax.) the state of a ship or vessel broke loose from her moorings, and driven without controul at the mercy of the wind, seas, or current, or all of them together. AFLOAT, (à flot, Fr.) floating on the surface of the water: a ship is said to be afloat when there is a volume of water under her bottom of sufficient depth to buoy her up from the ground. AFORE, avant, (fore, Sax.) all that part of a ship which lies forward, or near the stem. Afore, as a preposition, likewise implies further forward, or nearer the prow; as, the manger stands afore the fore-mast, i. e. further forward, or nearer the stem. In both these senses afore is used in contradistinction to abaft. See the article Abaft. AFT, arriere, (from æfter, or abaft) behind, or near the stern of the ship; being opposed to fore; as, run out the guns fore and aft! i. e. from one end of the ship to the other; and whence, AFTER, de l’arriere, (æfter, Sax.) a phrase applied to any object situated in the hinder-part of the ship; as, the after-hatchway, the after-capstern, the after-sails, &c. The After-Sails usually comprehend all those which are extended on the mizen-mast, and on the stays between the mizen and main-masts. They are opposed to the head-sails, which include all those that are spread on the fore-mast and bowsprit; and both by their mutual operation on the opposite ends of the ship, duly balance her when under sail. See the article Trim. AGENT-Victualler, avitalleur, an officer stationed at a royal port, to regulate the victualling of the king’s ships, under the directions of the commissioners for victualling the navy. He receives all the provisions from the victualling-office in London, and distributes them to the ships in the harbour. He also receives into his store-houses such as may be returned by ships after the expiration of their voyage, and renders an account thereof to the said commissioners. AGROUND, echoué, (from a and ground) the situation of a ship whose bottom, or any part of it, hangs or rests upon the ground, so as to render her immoveable till a greater quantity of water floats her off; or till she is drawn out into the stream, by the application of mechanical powers. AHEAD, avant, au devant, (from a and head, Sax.) further onward than the ship, or at any distance before her, lying immediately on that point of the compass to which her stem is directed. It is used in opposition to astern, which expresses the situation of any object behind the ship. See Astern. To run Ahead of one’s reckoning, depasser, to sail beyond the place shewn erroneously in the dead- reckoning as the ship’s station. Line Ahead. See the article Line. A-HULL, à sec; à mats, & à cordes (from a and hull) the situation of a ship when all her sails are furled on account of the violence of the storm, and when having lashed her helm on the lee-side, she lies nearly with her side to the wind and sea, her head being somewhat inclined to the direction of the wind. See this further explained in the article Trying. AIM, the direction of a cannon, or other fire-arm, to its object, or the point to which it is directed; whence, To take Aim, prendre sa mire, (from esmer, Fr.) is to point a gun to its object according to the point- blank range. See Cannon and Range. ALEE, envoié, (from a and lee) the situation of the helm when it is pushed down to the lee side of the ship, in order to put the ship about, or lay her head to the windward. ALL in the wind, the state of a ship’s sails when they are parallel to the direction of the wind, so as to shake and shiver, by turning the ship’s head to windward, either by design, or neglect of the helm’s man. All’s well! an acclamation of safety or security pronounced by a centinel, and repeated by all the others who are stationed in different places of a ship of war, at the time of striking the bell each half-hour during the period of the night watch. All hands high, or All hands hoay! tout le monde haut! the call or order by which all the ship’s company are summoned upon deck by the boatswain. ALOFT, en haut, (loffter, to lift up, Dan.) up in the tops, at the mast-heads, or any where about the higher yards or rigging. ALONG-side, bord à bord, flanc & flanc, side by side, or joined to a ship, wharf, &c. and lying parallel thereto. To lay Along-side, alonger, to arrange a ship by the side of another. Along-shore, along the coast; this phrase is commonly applied to coasting-navigation, or to a course which is in sight of, and nearly parallel to, the shore. Lying Along, à la bande, (au longe, Fr.) the state of being pressed down sideways by a weight of sail in a fresh wind that crosses the ship’s course either directly or obliquely. ALOOF, lof, this has frequently been mentioned as a sea-term, but whether justly or not we shall not presume to determine; it is known in common discourse to imply, at a distance; and the resemblance of the phrases, keep aloof, and keep a luff, or keep the luff, in all probability gave rise to this conjecture. If it was really a sea-phrase originally, it seems to have referred to the dangers of a lee-shore, in which situation the