Chapter XXXIX: Part XI (16)

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| | | |
| | | |
| | | Hemp |
| Beds & Ch’cks | |Cables, H’wsers,|
DATE WHEN PUT | for Tanks and |Chain Cables and| Towlines |
ON BOARD. | Casks—wood, &c.| other Chains. | and Messengers.|
--------------+----------------+----------------+----------------+
|ton.cwt.qrs.lbs.|ton.cwt.qrs.lbs.|ton.cwt.qrs.lbs.|
First Day | — | 36. 1.3.20 | — |
Second Day | — | — | — |
| | | |
Third Day | — | — | — |
Fourth Day | — | — | — |
Fifth Day | 3.12.1.16 | — | 8. 3.0.15 |
| | | |
Sixth Day | — | — | — |
Seventh Day | — | — | — |
Eighth Day | — | 0.11.1. 6 | — |
Ninth Day | — | — | — |
| | | |
Tenth Day | 3.12.1.16 | — | — |
Eleventh Day | 1.16.0.22 | — | — |
| | | |
Twelfth Day | — | — | — |
Thirteenth Day| 3.12.1.16 | — | — |
Fourteenth Day| — | — | — |
Fifteenth Day | 3.12.1.16 | — | — |
--------------+----------------+----------------+----------------+
Total, | 16. 5.3. 2 | 36.13.0.26 | 8. 3.0.15 |

==============+================+================+================+
| Lower | | |
| Cross-trees, | | |
| Trestle-trees, | | |
| Tops, Lower | | |
DATE WHEN PUT | Masts, Bowsprit| Anchors, Kedges| Guns and Gun |
ON BOARD. |Caps and Shores.| and Grapnels. | Carriages. |
--------------+----------------+----------------+----------------+
|ton.cwt.qrs.lbs.|ton.cwt.qrs.lbs.|ton.cwt.qrs.lbs.|
First Day | — | | |
Second Day | 0. 5.1. 8 | 4. 5.2.10 | — |
| | | |
Third Day | 19.11.3. 0 | 0.11.0. 8 | |
Fourth Day | 1. 9.0.26 | — | — |
Fifth Day | 0.11.0. 0 | — | — |
| | | |
Sixth Day | — | — | 61.11.0.10 |
Seventh Day | — | — | 0. 3.1.22 |
Eighth Day | — | 5. 6.0. 1 | — |
Ninth Day | — | — | — |
| | | |
Tenth Day | — | — | 0. 9.1.24 |
Eleventh Day | — | — | — |
| | | |
Twelfth Day | — | — | — |
Thirteenth Day| — | 0. 7.0.20 | — |
Fourteenth Day| — | — | — |
Fifteenth Day | — | — | — |
--------------+----------------+----------------+----------------+
Total, | 20.17.1. 6 | 10. 9.3.11 | 62. 4.0. 0 |

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| | | |
| | | |
| | | |
| Ammunition & | Other Masts and| Rigg’g, |
DATE WHEN PUT | Equipment of |Yards, including| Blocks and Dead|
ON BOARD. | Guns. | Spare Spars. | Eyes Bolsters. |
--------------+----------------+----------------+----------------+
|ton.cwt.qrs.lbs.|ton.cwt.qrs.lbs.|ton.cwt.qrs.lbs.|
First Day | | | — |
Second Day | 24. 8.1. 0 | — | — |
| | | |
Third Day | | | 0.14.0.10 |
Fourth Day | — | 3. 4.2.20 | 4. 6.0. 8 |
Fifth Day | — | 1. 1.3.12 | 0. 3.0.25 |
| | | |
Sixth Day | | | 1. 4.0. 3 |
Seventh Day | — | 8.16.1. 3 | 9.14.0.22 |
Eighth Day | — | 3. 8.1. 6 | 1.15.2.14 |
Ninth Day | 5. 9.3.18 | | 0. 5.3.14 |
| | | |
Tenth Day | 7.16.2.17 | 2. 9.3.10 | 8.13.0.13 |
Eleventh Day | 0. 1.2.12 | 1.15.1.15 | 0.10.1.24 |
| | | |
Twelfth Day | — | 1. 3.1.26 | 0.19.3.17 |
Thirteenth Day| | | 0.11.0.18 |
Fourteenth Day| 5. 7.0.26 | | 0.10.0.23 |
Fifteenth Day | 4. 7.0. 0 | | — |
--------------+----------------+----------------+----------------+
Total, | 47.10.2.17 | 21.19.3. 8 | 29. 7.3.23 |

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| | | |
| | | |
| | | |
| | | |
DATE WHEN PUT | Boats and their| |Whiskey, Vinegar|
ON BOARD. | Equipments. | Water. | and Molasses. |
--------------+----------------+----------------+----------------+
|ton.cwt.qrs.lbs.|ton.cwt.qrs.lbs.|ton.cwt.qrs.lbs.|
First Day | — | 83.16.1. 4 | |
Second Day | — | — | — |
| | | |
Third Day | | | |
Fourth Day | | | |
Fifth Day | | | |
| | | |
Sixth Day | — | 23,468 Gallons | — |
Seventh Day | | of Water. | |
Eighth Day | 2.18.2.18 | | — |
Ninth Day | — | | — |
| | | |
Tenth Day | — | | — |
Eleventh Day | 2. 1.3.21 | | 7. 0.1. 9 |
| | | |
Twelfth Day | 0. 8.3. 0 | — | — |
Thirteenth Day| — | — | — |
Fourteenth Day| 0. 6.0.27 | — | — |
Fifteenth Day | — | — | 0. 2.3.22 |
--------------+----------------+----------------+----------------+
Total, | 5.15.2.10 | 83.16.1. 4 | 7. 3.1. 3 |

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| | | |
| | | |
| Galley, Forge, | | |
| and their | Coal, Paints, | Miscellaneous |
DATE WHEN PUT | Appurtenances— | Paint Oil, and | Articles— |
ON BOARD. | Spare Iron. | Naval Stores. | Plank, &c. |
--------------+----------------+----------------+----------------+
|ton.cwt.qrs.lbs.|ton.cwt.qrs.lbs.|ton.cwt.qrs.lbs.|
First Day | | | |
Second Day | — | — | 0. 3.0.24 |
| | | |
Third Day | | | |
Fourth Day | | | |
Fifth Day | | | |
| | | |
Sixth Day | 2. 7.0.21 | 2.17.3. 3 | 0. 3.0. 0 |
Seventh Day | | | |
Eighth Day | — | — | 0. 2.0.16 |
Ninth Day | — | — | 0. 1.2. 7 |
| | | |
Tenth Day | 0.16.1.18 | — | 0. 6.1.11 |
Eleventh Day | — | 3. 8.3. 2 | 1.14.3. 4 |
| | | |
Twelfth Day | — | 1. 9.1.27 | 0. 5.2.14 |
Thirteenth Day| — | — | 0.13.1.25 |
Fourteenth Day| — | 0. 1.0.10 | 1. 0.1. 2 |
Fifteenth Day | — | — | 0.14.1. 1 |
--------------+----------------+----------------+----------------+
Total, | 3. 3.2.11 | 7.17.0.14 | 5. 4.2.20 |

==============+================+================+================+
| | | |
| Carpenters’ & | | |
| Joiners’ Work, | Provisions, | |
| including | including | Sails, |
DATE WHEN PUT | Furniture | Priv’te Stores | Canvass, Spare |
ON BOARD. | & Mess Chest. | of Officers. |Hammocks & Bags.|
--------------+----------------+----------------+----------------+
|ton.cwt.qrs.lbs.|ton.cwt.qrs.lbs.|ton.cwt.qrs.lbs.|
First Day | | | |
Second Day | | | |
| | | |
Third Day | | | |
Fourth Day | | | |
Fifth Day | | | |
| | | |
Sixth Day | | | |
Seventh Day | | | |
Eighth Day | | | |
Ninth Day | — | 20. 4.1.17 | |
| | | |
Tenth Day | 0. 1.2. 8 | 11.17.2.10 | 0. 8.3.20 |
Eleventh Day | 0.16.3.22 | 9.15.0. 9 | 3.14.2.26 |
| | | |
Twelfth Day | 0. 7.3. 6 | 3.12.3.17 | — |
Thirteenth Day| 0.13.2.24 | 2. 2.3. 3 | 0. 9.1. 4 |
Fourteenth Day| — | 3. 2.0.11 | 2.19.1.14 |
Fifteenth Day | — | 3.17.0. 0 | 1. 6.3. 4 |
--------------+----------------+----------------+----------------+
Total, | 2. 0.0. 4 | 54.11.3.11 | 8.19.0.12 |

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| | | |
| | | |
| | | |
| | | |
DATE WHEN PUT | | Boatswain’s | |
ON BOARD. |Purser’s Stores.| Stores. |Gunner’s Stores.|
--------------+----------------+----------------+----------------+
|ton.cwt.qrs.lbs.|ton.cwt.qrs.lbs.|ton.cwt.qrs.lbs.|
First Day | — | — | — |
Second Day | — | — | — |
| | | |
Third Day | — | — | — |
Fourth Day | — | — | — |
Fifth Day | — | — | — |
| | | |
Sixth Day | — | — | 2. 6.3.24 |
Seventh Day | — | — | — |
Eighth Day | — | — | — |
Ninth Day | — | — | — |
| | | |
Tenth Day | — | — | 1.17.2. 5 |
Eleventh Day | — | 3.18.2. 5 | — |
| | | |
Twelfth Day | — | 1.10.0.15 | 0. 7.3.24 |
Thirteenth Day| — | — | — |
Fourteenth Day| 8. 3.1.13 | — | 0. 6.0.27 |
Fifteenth Day | 3. 4.1.16 | 0.16.3.12 | — |
--------------+----------------+----------------+----------------+
Total, | 11. 7.3. 1 | 6. 5.2. 4 | 4.18.2.24 |

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| | | |
| | | |
| | | |
| | | |
DATE WHEN PUT | Carpenter’s | Sailmaker’s | |
ON BOARD. | Stores. | Stores. |Master’s Stores.|
--------------+----------------+----------------+----------------+
|ton.cwt.qrs.lbs.|ton.cwt.qrs.lbs.|ton.cwt.qrs.lbs.|
First Day | — | — | — |
Second Day | — | — | — |
| | | |
Third Day | — | — | — |
Fourth Day | — | — | — |
Fifth Day | — | — | — |
| | | |
Sixth Day | — | — | — |
Seventh Day | — | — | — |
Eighth Day | — | — | — |
Ninth Day | — | — | — |
| | | |
Tenth Day | — | — | — |
Eleventh Day | — | 0.17.1.23 | — |
| | | |
Twelfth Day | — | — | 0. 3.0. 5 |
Thirteenth Day| 1.13.1. 2 | — | 0.11.2.27 |
Fourteenth Day| — | — | — |
Fifteenth Day | 0. 5.2.24 | 1. 6.3. 4 | — |
--------------+----------------+----------------+----------------+
Total, | 1.18.3.26 | 2. 4.0.27 | 0.14.3. 4 |

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| | |
| | |
| | |
| | Aggregate |
DATE WHEN PUT | | Amount of |
ON BOARD. |Hospital Stores.| Weight per day.|
--------------+----------------+----------------+
|ton.cwt.qrs.lbs.|ton.cwt.qrs.lbs.|
First Day | — | 126.19.3. 6 |
Second Day | — | 50. 2.3. 9 |
| | |
Third Day | — | 20.17.0.18 |
Fourth Day | — | 18. 0.0.11 |
Fifth Day | — | 15. 2.3. 2 |
| | |
Sixth Day | — | 73. 1.2. 2 |
Seventh Day | — | 18.13.3.19 |
Eighth Day | — | 14. 2.0. 5 |
Ninth Day | — | 26. 9.0. 6 |
| | |
Tenth Day | — | 38. 9.3.12 |
Eleventh Day | — | 37.16.3. 2 |
| | |
Twelfth Day | 1. 3.1.25 | 14.15.2.12 |
Thirteenth Day| — | 29. 0.1.18 |
Fourteenth Day| — | 22. 3.2. 9 |
Fifteenth Day | — | 19.14.0.15 |
--------------+----------------+----------------+
Total, | 1. 3.1.25 | 525. 9.2. 6 |

RECIPES.

=527.=--FOR BLACKING SHIP’S STANDING-RIGGING.

To a half barrel of tar add 6 gallons of whiskey, 4 pounds of litharge, 4 pounds lamp-black, 2 buckets of boiling beef-pickle, or hot salt water out of the coppers, if the other cannot be had conveniently; mix well together and apply immediately.

=528.=--FOR BLACKING GUNS.

Six pound of beeswax mixed with one gallon of spirits of turpentine, one paper of lamp-black, mixed well together, for twenty 24 pounders.

_Note._--The beeswax to be cut fine, and dissolved in spirits of turpentine before being mixed with the lamp-black.

=529.=--FOR BLACKING HAMMOCK-CLOTHS, YARDS, AND BENDS.

First scrub the cloth well with salt water, and while wet put on the first coat of priming, which should be well-ground paint, with one and-a-half pounds of beeswax added to each gallon of paint; after the first coat is dry, put on second, mixed as follows, viz.: one pound lamp-black mixed for paint, one pound red lead, one gallon paint oil, half pound litharge, and half an ounce of indigo, boiled for half an hour, and stirred at intervals. Care should be taken that the composition boils that length of time. After it has cooled a little, add one pint of spirits of turpentine; apply when warm, and it will dry in a short time with a beautiful gloss, and be perfectly limber. This last mixture has been found very suitable for yards, and also the bends; but it must never be used too warm, particularly on canvass, in which case it will lose its gloss. The priming, or first coat, is not put on cloths that have been blacked before.

=530.=--FOR MAKING LIQUID-BLACKING.

Four ounces of ivory black, five or six table-spoonsful of molasses, one and a-half ounce oil of vitriol, one and a-half ounce sweet oil, and six gills of vinegar. After mixing the ingredients together well and stirring them frequently, the blacking will be fit for use.

=531.=--FOR BLACKING GUNS.

Six ounces of lamp-black, three pints of spirits of turpentine, and three ounces of litharge to be put in after the lamp-black and turpentine are well mixed; add one ounce of umber to give it a gloss, and one gallon bright varnish.

=532.=--COMPOSITION FOR BLACKING GUNS.

Six pounds of beeswax cut up fine, then add seven quarts spirits of turpentine; let it stand until it is well dissolved, then add one pound lamp-black, and mix it well together.

=533.=--FOR MAKING BLACK-VARNISH, NO. I.

Two pounds of gum shellac, two pounds umber, one gallon linseed oil, and quarter pound of lamp-black; boiled together for four hours over a slow fire.

=534.=--COMPOSITION FOR BLACKING HAMMOCK CLOTHS, NO. I.

Twenty pounds of beeswax, four pounds rosin, two gallons spirits of turpentine, one gallon paint oil, and six pound of lamp-black. Boil them well together, and keep it warm while putting on.

_Note._--To be primed first with lead-colored paint.

=535.=--COMPOSITION FOR HAMMOCK CLOTHS, NO. II.

Forty-eight pounds of yellow ochre, eight pounds black paint, half pound soap, and three pints of fresh water.

=536.=--FOR HAMMOCK CLOTHS, NO. III.

Half a pound of black paint, three pounds yellow ochre, half pound of soap, three-quarters of a gill of fresh water.

=537.=--FOR HAMMOCK CLOTHS, NO. IV.

Eighty pounds black paint well ground, ten gallons linseed oil, ten pounds of beeswax, five pounds litharge, and one gallon of spirits of turpentine. For blacking bends, add two gallons of tar.

=538.=--FOR MAKING BLACK-VARNISH, NO. II.

One gallon of the spirits of turpentine, one pound and four ounces of rosin, one pound and four ounces lamp-black, and one quart of linseed oil; to be boiled on a slow fire for half-an-hour, then used or laid on when cold.

=539.=--SOLDER FOR COPPER.

Nothing is necessary here, but good tough borax and brass, well mixed together with water, to the consistence of paste.

=540.=--SOLDER FOR LEAD.

Take two parts of water-lead, and one part of tin; its goodness is tried by melting it, and pouring the size of a half dollar piece on a table; then if it be good there will arise small, bright stars or beads on it. Apply rosin when you use it.

=541.=--TO MAKE THE BEST DRYING OIL.

Mix one pound of litharge of gold to every six gallons of oil; boil it over a slow fire, but not too much, least it prove too thick, and be unserviceable.

=542.=--FOR BLACK STAIN.

Four ounces of copperas; iron rust, or a few pieces of old iron hoop; one gallon of vinegar; half pound lamp-black, and a small quantity of oak shavings.

=543.=--BLACKING GUNS, SHOT, &c.

Coal tar alone, or mixed with a little salt water, is a good thing for blacking guns and shot. It should be laid on quite warm, and if the day be cold, a hot shot may with advantage be put into the guns to warm the metal, and make it take the blacking better, due attention being previously paid to unloading.

Lay the stuff on as thin as possible, with paint-brushes, using hot loggerheads or bolts to keep it warm.

If well laid on, and wiped afterwards with an oil-cloth occasionally, this process will prevent rust, and preserve the good look of the guns for a length of time, without having recourse to washing with water.

=544.=--FRENCH RECIPE FOR BLACKING GUNS, &c.

To one gallon of vinegar, put ten ounces of lamp-black, and one pound and a-half of clear sifted iron-rust, and mix them well together.

Lay this on the guns after a good coat of black paint, and rub it occasionally with a soft oil-cloth.

OPINIONS OF THE PRESS.

From the Sailor’s Magazine.

THE KEDGE ANCHOR; or, YOUNG SAILOR’S ASSISTANT: _second edition,
improved and enlarged with additional matter, illustrated with
seventy engravings, and tables, 8vo., pp. 420_. By WILLIAM BRADY,
_Sailing Master_, _U. S. Navy_; _reviewed by a Master Mariner_.

This is a work very much needed for the younger members of our profession, being the most complete thing of the kind that has ever been published. There is nothing of the smallest moment in use on board a man-of-war, or merchantman, but it has illustrated in a plate, and its use or uses fully described. With singular faithfulness it details the whole minutiæ of ship’s duty, from the knotting of ropeyarns to splicing heavy cables and fitting standing rigging. It not only embraces all the particulars of the rigging work, but explains with equal clearness the various mechanical operations necessarily combined to fit out a first class ship. Here the novice may acquire a great deal by practising from the various plates and figures, while preparing for a nautical life; besides, from its fullness on those subjects the most interesting to the young sailor, it will be calculated to lead him to study his Manual, and thereby not entirely lose all relish for study, when first embarking in his ocean life, which has hitherto been so common and so disadvantageous to young men. There is no kind of duty on ship-board but is here explained, and I conceive it the most valuable work not only for novices, but for every grade in our profession. There is a great deal of very useful information for all, however experienced they may be. Every kind of spar is described, with its relative proportions and use--the rules for which few men can carry in their minds. And it is quite important to know, in masting and sparring a ship, what are the principles which govern the usage of the day, even if we alter the proportions afterward to suit our own caprice or fancy.

The author has clearly shown himself to be master of his business; he has described fully all the various parts of the ship’s hull and spars--the different pieces of standing and running rigging, with the way to fit the one and how to cut and reeve the other. He teaches how to get the masts and yards on board, aloft, and rigged--he speaks of all with sufficient clearness, and at the same time does not unnecessarily multiply words. After rigging and sparring the ship, he bends the sails, after the most judicious plan in fitting out for sea, or when blown away or split in a storm--and after putting the ship to sea, as it were, he then, in a seamanlike manner, explains all the various evolutions through which a ship may be passed, and supposes almost every extremity to which a ship is liable, giving the modern, and I might add, profitably improved method of doing things: for it is well known, that during the last 30 years there have been very many and equally great improvements in the method of rigging as well as working sea-going ships.

I observe the author explains, in such places as have been deemed necessary, the different methods in use on board heavy-armed ships and merchantmen, which makes the book the more valuable to both classes of the service. Mr. Brady has some capital and useful remarks on the subject of the barometer, some of which I found entirely new to myself, although having used one for the last twenty years. But I conceive that his tables are very valuable even to shipmasters. Instead of lumbering up this book with what in fact belongs to an epitome of navigation, as has been the practice generally hitherto, he has confined himself, strictly speaking, to only those subjects which would naturally occur to one as coming under the head of seamanship--or, in other words, he has compiled literally “a Sailor’s Assistant.” I confidently assert, I have never seen the same amount of really useful and practical information in the same space adapted to our profession before. Here we find enumerated for the various classes of vessels, according to their tonnage, the requisite number of anchors, cables, guns, carriages, shot, &c., with their size, weight, and the comparative strength of the cables and rigging both chain and hemp: also a variety of most useful intelligence, and which must have been elicited only after considerable practical experiment--all of the most interesting as well as useful importance, not only to the novice, but the officer--the master--and I would even confidently add, that there is a great deal of information contained in this work which would make it a valuable acquisition to every ship-owner’s counting-room. There is nothing put on board the various classes of ships, but is described in the book, first to tell how it is made, and how it is rigged--how it is taken on board (if heavy)--its weight, and the amount allowed according to the length of the cruise. Nothing is omitted. I conceive that every ship-owner would find it an acquisition as a counting-house companion, as well as a “Young Sailor’s Assistant.” His recipes, which I find at the termination of the book, are not without their value; and although simple in themselves, yet not generally known.

I cannot close without saying a few words in relation to the very judicious remarks he has made under the head of “good order” (merchant service) and cleanliness. It is undeniable that temperance and cleanliness would add much to the health, comfort, and good order of a crew; but it must be allowed that comparatively little has been done for the sailor--much more must be done before he will be made to realize the terrible effects of intemperance and licentiousness upon both body and soul, for time and eternity. It is cheering to see that spirits have been banished from the list of small stores on board of respectable American ships: and we can but hope that, ere long, through the influence of the efforts that are being made, especially for seamen, among several denominations of Christians in this city--by their building handsome churches on shore and afloat--splendid Homes which are made to them homes indeed when they resort to them--by their donations of books and libraries adapted to their characters and profession--that a few years will see them a different and vastly improved class of men. Already do we begin to see the influence of the leaven that has been cast among them, which leads us to the conviction that there is a better time coming for the sailor; and we cannot but hope and trust that all ranks of Christians will be diligent in prayer to God that “the abundance of the sea may be speedily converted unto him.” Finally, with the author I also think it entirely unnecessary for him to offer any apology in sending this work abroad to the public. If I may be allowed to offer an opinion on the merits of the composition or its style, I must say I have come to the conclusion, in the absence of any other guide but this book, being an utter stranger to the author, that he is--he _must be_--a seaman--a scholar--and a gentleman. I observe he professes, as his motto, “Hope for his anchor, and Heaven for his guide,” and I fervently pray that neither the one nor the other may ever fail him.

From the Literary World.

THE KEDGE ANCHOR; or, YOUNG SAILOR’S ASSISTANT. By WM. BRADY,
_Sailing Master_, _U. S. N._ Published by the Author.

Nowadays, when all science, arts, and callings are delineated in books, and the pen is wielded by members of every profession, it is no marvel that an excellently planned work, upon all things pertaining to seamanship, should be presented to the public by a gentleman of the marline-spike. And albeit the author tells us that that instrument is to him more familiar than the pen, he has, nevertheless, shown himself quite expert with the latter.

“The Kedge Anchor” (a happy title, at least to Jack) has already run through one edition, which, for a purely practical work, is the best evidence of its merits. The present edition is, in many respects, an improvement upon the former, containing additional matter, plates and tables. To a sailor this work is invaluable; indeed, it is by far the best of the sort we ever remember to have seen. Generally, works of this description are loosely and carelessly put together; to use a nautical phrase, they are by no means “ship-shape and Bristol fashion,” and, in many cases, are mere servile copies, or abridgments of obsolete books on the same subject. The sailor-poet’s (Falconer) Marine Dictionary, published many years ago, has been the source from which most of them have been compiled. But in seamanship, as in everything else, great improvements and changes have, from time to time, been effected, and Mr. Brady’s volume contains them all. We cordially commend his book to all the purchasers of Bowditch’s Navigation; and we will furthermore guaranty that he who masters both, will be fully qualified to conduct a vessel round the globe with unerring certainty--enter a harbor as unexceptionably and gracefully as ever Brummel did a drawing-room, and cockbill his yards at a symmetrical angle.

Not only to seamen, but to many landsmen, the “Kedge Anchor” cannot fail to be an acceptable volume. Its copious dictionary of sea terms, its excellent illustrations of nautical manœuvres and the information imparted upon all things pertaining to the construction, rig, and appointment of the ships in our navy, make the book truly valuable. From the “gammoning” of a bowsprit, and the staying of a royal-mast, to the taking of a “bowline-in-the-bight,” the student in tar will find all the information he can desire.

The book is well got up, contains numerous well-executed cuts, and is alike creditable to author and publisher. We specially commend it to the members of the Yacht Club, as a _vade mecum_ for blue water.

From the New York Journal of Commerce.

THE KEDGE ANCHOR; or, YOUNG SAILOR’S ASSISTANT. By WILLIAM BRADY, _S.
M._, _U. S. N._

This work, as its title imports, is designed as an assistant for the young Sailor, through the various branches of his arduous profession. It contains useful instructions in every department of seamanship, with ample directions, which will impart to the young officer a great deal of valuable information in the duties of his profession, and enable him to act in the most judicious manner in many trying emergencies.

In addition to many suggestions, which will prove valuable to every grade of seamen, it contains more thorough descriptions of the innumerable articles belonging to the various classes of vessels, than any other work ever published in this country; and is embellished with over seventy engravings, in illustration of the subjects treated of in its pages. The work is furnished with over one hundred pages of tables, which are valuable not only to the sea-faring man, but to all who are in any way interested in maritime pursuits. The entire work is contained in a volume of 420 pages, octavo, stereotype edition. It is printed on fine paper, and bound in handsome style. For sale by R. L. Shaw, No. 222 Water street, N. Y.

From the True Sun.

THE KEDGE ANCHOR; or, YOUNG SAILOR’S ASSISTANT.

We have had for several days lying on our table a massive octavo volume of some 420 pages, of which we have given the title. The author of it is William Brady, S. M., U. S. N., and it is on sale at the Sailor’s Home, and by most of the nautical stationers. The whole science of seamanship appears to be included in this fine volume, from the coiling of a rope to the dissection of a man-of-war and every nautical appendage thereof. No jot or tittle of a seaman’s duty appears to have been overlooked; everything is explained, and the most intricate things illustrated by engravings. The entire typographical execution and material of the volume are excellent; we do not find the price attached to it; but to the seaman--to the young seaman particularly--it must be invaluable.

From the New York Courier & Enquirer.

THE KEDGE ANCHOR; or, YOUNG SAILOR’S ASSISTANT, _&c._, _&c._,
_illustrated with seventy engravings_. By WM. BRADY, _S. M._, _U. S.
N._ _2d edition, enlarged and improved_. New York.

This is a handsome and no doubt a useful handbook for the young sailor or officer, explaining as it does, and illustrating by handsome cuts the various manipulations of the Sailor’s craft.

The instruction comprehends the whole of the duties of the sailor, as well as regards the practical evolutions of the vessel, as the various details connected with rigging the vessel.

The volume has already gone through one edition, which is presumptive evidence of its merits--and we dare say there will be ample demand for this second edition.

From the Long Island Star.

THE KEDGE ANCHOR; or, YOUNG SAILOR’S ASSISTANT.

We have just received the second edition of a very neat work, entitled “The Kedge Anchor,” improved and enlarged, with additional matter, plates, and tables, by Mr. William Brady, and dedicated to the United States Navy and Merchant Service.

It is very neatly bound and good print, and is intended to instruct “Young Seamen” in rigging, knotting, splicing, blocks, purchases, and other miscellaneous matter applicable to vessels and ships of war. It is illustrated with seventy engravings, also a great number of Tables useful to seamen. It is also printed on beautiful paper, and it instructs you to build vessels of war.

Published at New York by Mr. Wm. Brady, and sold at R. L. Shaw’s Nautical Store, 222 Water street, N. Y.

It is octavo size, 420 pages, and handsomely illustrated with fine wood-cuts, representing many of the most beautifully modeled vessels in the U. S. Navy. It is a work of much labor and expense, and should be in the possession of every seaman, more especially those of the Navy. A copy of the work may be seen at this office.

From the New York Sunday Dispatch.

THE KEDGE ANCHOR; or, YOUNG SAILOR’S ASSISTANT.

The extraordinary demand for the above meritorious work has, in a very short time, exhausted the first edition.

The author, William Brady, a sailing master in the United States Navy, has published a second edition, with additional tables and somewhat improved in typographical beauty. It is useless for us to speak of its merits as a text-book for the young officer. It is most emphatically a work of great merit, and one which will commend _itself_ to all classes whose “march is o’er the mountain wave.” The remarks it contains on that invaluable instrument the Barometer, are correct, and will do much to destroy the unfounded prejudice which some have against it.

The volume contains a great number of plates, neatly executed, which serve to illustrate with precision a variety of nautical evolutions. The precautions for scudding are worthy of attention. It is a well-known fact among _sailors_ that many a good ship has been boarded by a sea, while scudding under _short sail_, when the disaster might easily have been avoided by showing more canvas. The work contains all the tables necessary for sparring and rigging a ship, and that in so plain and practical a manner that we cannot see how it is possible for any one to make a mistake; on the whole, we are inclined to think, that, though the author modestly calls it a _Kedge Anchor_, there is many an old salt who will look upon it as his _best bower_.

From the New York Express.

THE KEDGE ANCHOR. By WILLIAM BRADY, _U. S. N._

This is the title of a very handsome volume, professing to give thorough descriptions of the almost innumerable equipments belonging to the various classes of vessels. We are not “old salt” enough to speak as to the accuracy of its teachings, but it seems to be very complete and intelligible; and is illustrated with drawings of more ways of doing things than any but a sailor would ever dream of.

From the New York Tribune.

THE KEDGE ANCHOR; or, YOUNG SAILOR’S ASSISTANT. By WILLIAM BRADY, _S.
M._, _U. S. N._ New York: R. L. Shaw, 222 Water st., 1 vol. 8vo., pp.
420, with numerous engravings.

This work, as its title imports, is designed as an assistant for the young Sailor through the various branches of his arduous profession. It contains useful instructions in every department of seamanship, with ample directions, which will impart to the young officer a great deal of valuable information in the duties of his profession, and enable him to act in the most judicious manner in many trying emergencies.

In addition to many suggestions, which will prove valuable to every grade of seamen, it contains more thorough descriptions of the innumerable articles belonging to the various classes of vessels than any other work ever published in this country; and is embellished with over seventy engravings in illustration of the subjects treated of in its pages. The work is furnished with over one hundred pages of tables, which are valuable not only to the seafaring man but to all who are in any way interested in maritime pursuits. The entire work is contained in a volume of 420 pages, octavo stereotype edition. It is printed on fine paper and bound in handsome style.

From the Brooklyn Daily Advertiser.

THE KEDGE ANCHOR; or, YOUNG SAILOR’S ASSISTANT--is the title of a work just published by William Brady, Sailing Master in the U. S. Navy. Mr. Brady is a thorough seaman and eminently qualified to the task he has here undertaken. Every information is given appertaining to the practical evolutions of modern seamanship--rigging, knotting, splicing, blocks, purchases, running rigging, and other miscellaneous matters, applicable to ships of war and others. Illustrated with several engravings. Also tables of rigging, spars, sails, blocks, canvas, cordage, chain and hemp-cables, hawsers, &c., relative to every class of vessels. To those who are about to become sailors, the Kedge Anchor is invaluable; and those who have followed the sea, no matter how long, may derive information therefrom. It should be on board every vessel and in every library, as much may be found to interest even the landsman. The work meets the approval of the most able commanders in the merchant and naval service. The author is now attached to the Brooklyn Navy Yard, holding the appointment of Sailing Master, and is known as one of the best practiced seamen in the navy.

From the New York Sun.

THE KEDGE ANCHOR; or, YOUNG SAILOR’S ASSISTANT, by WM. BRADY, of the _U. S. Navy_, is the most unique and useful book for young seamen we have any knowledge of. Published by the author.

From the New York Herald.

THE KEDGE ANCHOR; or, YOUNG SAILOR’S ASSISTANT. By WM. BRADY, _S. M._, _U. S. N._, second edition. R. L. Shaw, 222 Water street. This is decidedly the best work for the maritime community, and the best adapted to convey perfect instruction to all who desire to learn the profession of seamanship, that we have ever seen. It has reached a second edition, and deserves to reach twenty, as it no doubt will. We shall have more to say respecting this valuable work; and in the mean time it should find a place in every library and on board every ship.

Transcriber’s Notes

Depending on the hard- and software used to read this text and
on their settings, not all elements may display as intended. The
(larger) tables towards the end of this text have been split into
narrower chunks in such a way (full length, horizontal chunks from
left to right) that they may easily be recombined to their full
width. Several tables might be considered continuations of the
foregoing table(s). Due to the order in which they were printed and
differences in lay-out they have been included here as separate
tables.

Page numbers 211 and 212 are not used in the source document, the
pagination jumps directly from 210 to 213.

Except as mentioned under Changes below, the text in this e-text is
that of the source document, including archaic, obsolete, unusual
and inconsistent spelling (also of proper names), hyphenation and
grammar. Repeated illustrations (including those that appear to
be ornamental only) and text have not been deleted. Differences in
wording between the Table of Contents and the section titles have not
been standardised.

Table data and calculations have not been checked or corrected,
except as listed below. Several tables towards the end of the book
that were printed on separate pages in the source document have
been recombined when their contents and lay-out suggested they were
intended to be read as single tables. Many of the tables give no
units for lengths etc.

The author often uses full stops between feet and inches (so 2 feet
10 inches may be written 2.10), and between tons, hundredweights,
quarters and pounds (as in 1.13.1.24), etc. which may resemble but
are not decimal points.

References to tables: unless the context or the reference itself make
it clear which of the tables is intended, reference is assumed to be
made to the part of the book containing all of the tables in general.

Page 31, ... which has been described before on another page: it is
unclear to which other page this refers.

Page 53, footnote [3]: this footnote also refers to the very section
where it is included.

Page 148, 28, 4.17 seconds: as printed in the source document,
including the comma and period, the spacing and the values.

Page 281, (See Pudding.): there is no such entry in the word list,
but the subject is discussed in several places in the body text.

Page 293, Table 499: the value 2¹⁄₄ in column Size is possibly an
error for 2¹⁄₂.

Page 314. Columns Frigates and Smaller of sub-category Receiving
Vessels: it is not clear from the source document which ranks are
included in the phrase By special order.

Page 318, Table 517, row Mizen Royal Yard, values 11 (in this
context: .11 inch) in columns Masthead: possibly error for 1 1 (in
this context: 1 foot 1 inch) (2×).

Page 344: the two entries here included as ??? were illegible in the
source document.

Page 384: Table 525, row Size of Spar-deck Beam: 10 is possibly an
error for 1.0.

Changes made:

Multi-page tables from the original have been re-combined into
single tables; in those cases repeated table and column headers have
been deleted, as have connecting elements like Brought and Carried
forward. Ditto marks and do. in some tables have been replaced with
the dittoed text.

Plates and illustrations have been moved outside text paragraphs.
Footnotes were moved to underneath the sections or tables to which
they belong. Some plates and individual illustrations have been
rotated.

Obviously missing or erroneous punctuation was added or otherwise
corrected silently. Obvious minor misprints and typographical errors
have been corrected silently as well.

Page 21: Part heading PART I. inserted cf. Table of Contents.

Plate following Page 24: transcription of caption A Back-wall Hitch
changed to A Black-wall Hitch.

Page 29: ... as you see in Plate No. 3. changed to ... as you see in
Plate No. 2.

Pages 31 and 33: See Plate No. 4 changed to See Plate No. 3.

Page 40: (HOGSHEAD SLINGS) Is a piece of rope about ... changed to
Are pieces of rope about ....

Page 54: The formost leg is once and a-half ... changed to The
foremost leg is once and a-half ... as elsewhere.

Page 56: ... the men on the trestle-tress ... changed to ... the men
on the trestle-trees ....

Page 77: ... strapped in toa bolt ... changed to ... strapped into a
bolt ....

Page 78: When the half spiritsail yard ... changed to When the half
spritsail yard ....

Page 127: ... and the all hooks should be well moused. changed to ...
and all the hooks should be well moused.

Page 162: ... as she comes too; ... changed to ... as she comes to;
....

Page 169: ... take the end of a rope from the forcastle ... changed
to ... take the end of a rope from the forecastle ....

Page 183: ... heave the ship too; ... changed to ... heave the ship
to; ....

Page 193, Footnote 3: See wrecked in a gale. changed to See Wrecked
in a Gale.

Page 199: ... ready hooked to there respective lanyards. changed to
... ready hooked to their respective lanyards.

Page 220: ... when they have there proper masts ... changed to ...
when they have their proper masts ....

Caption with illustration following Page 224: A Sloop-of-War hove too
... changed to A Sloop-of-War hove to ....

Page 255: the Representation of a Temporary Rudder has been moved to

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The kedge-anchorChapter XXXIX: Part XI (16)

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