DOCSLIB.ORG

Nautical Terms for the Model Ship Builder

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Nautical Terms for the Model Ship Builder Nautical Terms For The Model Ship Builder Compliments of www.modelshipbuilder.com “Preserving the Art of Model Ship Building for a new Generation” January 2007 Nautical Terms For The Model Ship Builder Copyright, 2007 by modelshipbuidler.com Edition 1.0 All rights reserved under International Copyright Conventions “The purpose of this book is to help educate.” For this purpose only may you distribute this book freely as long as it remain whole and intact. Though we have tried our best to ensure that the contents of this book are error free, it is subject to the fallings of human frailty. If you note any errors, we would appreciate it if you contact us so they may be rectified. www.modelshipbuilder.com www.modelshipbuilder.com 2 Nautical Terms For The Model Ship Builder Contents A......................................................................................................................................................................4 B ......................................................................................................................................................................5 C....................................................................................................................................................................12 D....................................................................................................................................................................20 E ....................................................................................................................................................................23 F ....................................................................................................................................................................24 G....................................................................................................................................................................30 H....................................................................................................................................................................33 I .....................................................................................................................................................................37 J.....................................................................................................................................................................37 K....................................................................................................................................................................39 L ....................................................................................................................................................................41 M ...................................................................................................................................................................46 N....................................................................................................................................................................49 O....................................................................................................................................................................50 P ....................................................................................................................................................................51 Q....................................................................................................................................................................55 R....................................................................................................................................................................56 S.....................................................................................................................................................................62 T ....................................................................................................................................................................75 U....................................................................................................................................................................80 V....................................................................................................................................................................81 W...................................................................................................................................................................81 X....................................................................................................................................................................84 Y....................................................................................................................................................................84 Z ....................................................................................................................................................................85 www.modelshipbuilder.com 3 Nautical Terms For The Model Ship Builder A After Body - That part of the ship's body abaft the midships or dead-flat. This term is, however more particularly used in expressing the figure or shape of that part of the ship. Air Funnel - A cavity framed in the openings of the timbers, to admit fresh air into the ship, and convey the foul air out of it. They are, generally, and should be, placed in the largest openings so as to be clear for passing the air freely. Amidships - In or toward the part of a boat or ship midway between the bow and the stern; also midway between port and starboard sides; toward the middle of the ship or boat. Anchor - (1) A heavy metal object, fastened to a chain or line, to hold a vessel in position, partly because of its weight, but chiefly because the designed shape digs into the bottom. (2) The act of using an anchor. Anchor Ball - A black ball visible in all directions, displayed in the forward part of a vessel to indicate that the vessel is anchored. Anchor Bed - Chocks which hold and anchor in place either in a locker or on deck. Anchor Bend - A type of knot used to fasten an anchor to its line. Anchor Buoy - A small buoy that is used to mark the position of an anchor. It is attached to the base or crown of an anchor and can be used to recover the anchor if it has to be cast adrift, or to trip it if it becomes wedged. Anchor Light - A white light, usually on the masthead, visible from all directions, used to indicate that a vessel is anchored. Anchor Lining - The short pieces of plank, or of board, fastened to the sides of the ship, or to stanchions under the fore channel, to prevent the bill of the anchor from tearing the ship's side. when fishing or drawing up the anchor. It is only used in the navy, and many ships upon which it was fitted have lately had it taken away. Anchor Warp - A hawser or line attached to an anchor. Anchor Windlass - A windlass is a winch-like device used to assist in the raising of the anchor. Anti-Gallicans - A pair of additional backstays temporarily rigged to provide extra support to the masts of square rigged vessels when sailing downwind. Apostles - Large bollards affixed to the main deck near the bow of a square rigged vessel around which hawsers or anchor cables were belayed. Appendage - A rudder, keel, centerboard, or skeg. Apron - A strengthening timber behind the lower part of the stem and above the foremost end of the keel in a wooden vessel. www.modelshipbuilder.com 4 Nautical Terms For The Model Ship Builder Aspect Ratio - The relationship (ratio) between the sails height (luff length) and length along the foot. High aspect ratio means a sail that is tall and narrow, low aspect ratio is a short, squat sail. A high aspect ratio sail is very efficient in sailing close to the wind. Astern - Backwards, somewhere behind the vessel, towards the stern; in the direction of, or behind, the stern; opposite of ahead. B Baby Stay - Secondary forestay supporting the leading edge of the mast and used to flatten the mainsail in building winds. Back Splice - A splice formed when a crown knot is made in the end of a piece of line and the ends are woven three times or more into the standing part of the line to keep it from unraveling. Backspring - A spring line from the stern of a boat to mid ships to stop forward movement Backstay - Standing or running (adjustable) wire rigging that supports the mast from the stern; a wire mast support leading aft to the deck or another mast. Badge - A sort of ornament fixed on the quarters of small vessels near the stern, and containing, either a sash for the convenience of the cabin, or the representation of it. It is commonly decorated with carved work, as marine figures, martial instruments. Baggywrinkle - Tassels of unraveled line, yarns, etc. which are lashed around chafe spots such as spreaders to prevent chafe on sails. Bag of Head Rails - The lowest part of the head-sails, or that part which partakes of the horizontal position. Bailers - Openings in the bottom or transom of a boat to drain water when sailing. Balance Frames - Those frames of a ship's hull which are equal in area, one forward and one aft of the ship's center of gravity. Balcony - The gallery in the stern of large ships. Bale - A metal ring on a boom, pole or mast where blocks or shackles may be attached. Ballast - Weight at the bottom or the lower portion of the
Load more

Recommended publications
  • Specifications and Measurements Amended July 2012 Electronic Version July 2012 (In the Event of Discrepancies, the Handbook Hardcopy Takes Precedence) 1
    By-Law 3 Specifications and Measurements Amended July 2012 Electronic version July 2012 (In the event of discrepancies, the Handbook hardcopy takes precedence) 1. Objectives 1.1. The Objectives of By-Law 3, Specifications and Measurements, are: i. to define a DS class yacht which is eligible to participate in all Association- sanctioned events. ii. to regulate the one-design character of the DS class yacht. iii. to guide DS owners. Association members, and other sailors who wish to participate in Association-sanctioned events. iv. to provide a uniform set of guidelines, to maintain fairness and high quality events for DS one-design class racing, in which race results are mainly determined by sailing skill, teamwork, and seamanship of the crew. 2. Jurisdiction 2.1. This By-Law regulates all sanctioned DS one-design racing events. All DS class yachts competing in such events shall conform to the contents of this By-Law. Authority to modify this By-Law is as specified in the Association Constitution. 2.2. Interpretations of the By-Laws by any measurer may be applied as follows: (i) give informal advice to any class Member, (ii) to complete a Measurement Certificate, or (iii) to advise a Protest Committee. The Class Measurer shall have the greatest authority to interpret the contents of the By-Laws, and shall always have the authority to modify a previous action by any measurer. Only the Class Measurer may issue Waivers per Paragraph 3.3 below. Except for the provisions of Paragraph 11 below, only the class Measurer may add or remove an Attachment to a Measurement Certificate.
    [Show full text]
  • The Sur-Metre
    The Sur-Metre "D1mn" has geared wmches operated From under the deck, the wmches alongs1de the mam cockpit having large drums for Geno4 sheet Md spinnaker ge4r Note the Geno4 sheet lead blocks on the r4il, the boom downhaulcJnd the rod riggmg Just o~fter a sto~rt of tbe Sixes. No. 72 is Stanley Barrows' Strider, No. 38 is George So~t~cbn's /ll o~ybe, 50 is Ripples, · sailed by Sally Swigart. 46 Vemotl Edler's Capriu, o~ml 77 is St. Fro~tlciS , sailed by VincetJt Jervis. Lmai was out aheatl o~Jld to windward.- Photo by Kent Hitchcock. MEN and BOATS Midwinter Regatta at Los Angeles Again Deanonstrates That it is not Enough to Have a Fast Boat; for Boat, Skippe r and Crew Must All he Good to Form n Winning Combination AS IT the periect weather. or the outside competition, the time-tested maxim that going up the beach is best. Evidently W or the lack of acrimonious protest hearings, or the he did it on the off chance of gaining by splitting with Prel11de, smooth-running race committees, or the fact that it was the first which was leading him by some six minutes. Angelita mean­ regatta of the year, or all four rea~ ons that made this Midwinter while was ardently fo ll owing the maxim and to such good seem to top all others? advantage that when the two went about and converged llngl!l­ Anyway, there had been a great deal of advance speculation. it,/J starboard tack put her ahead as Yucca passed an elephant's How would the men from San francisco Bay do with their new e)•ebrow astern.
    [Show full text]
  • Armed Sloop Welcome Crew Training Manual
    HMAS WELCOME ARMED SLOOP WELCOME CREW TRAINING MANUAL Discovery Center ~ Great Lakes 13268 S. West Bayshore Drive Traverse City, Michigan 49684 231-946-2647 [email protected] (c) Maritime Heritage Alliance 2011 1 1770's WELCOME History of the 1770's British Armed Sloop, WELCOME About mid 1700’s John Askin came over from Ireland to fight for the British in the American Colonies during the French and Indian War (in Europe known as the Seven Years War). When the war ended he had an opportunity to go back to Ireland, but stayed here and set up his own business. He and a partner formed a trading company that eventually went bankrupt and Askin spent over 10 years paying off his debt. He then formed a new company called the Southwest Fur Trading Company; his territory was from Montreal on the east to Minnesota on the west including all of the Northern Great Lakes. He had three boats built: Welcome, Felicity and Archange. Welcome is believed to be the first vessel he had constructed for his fur trade. Felicity and Archange were named after his daughter and wife. The origin of Welcome’s name is not known. He had two wives, a European wife in Detroit and an Indian wife up in the Straits. His wife in Detroit knew about the Indian wife and had accepted this and in turn she also made sure that all the children of his Indian wife received schooling. Felicity married a man by the name of Brush (Brush Street in Detroit is named after him).
    [Show full text]
  • 1502-1629 THOUGH It Did Not Take Place Until Fifteen Years Later, the Discovery of St
    CHAPTER I 1502-1629 THOUGH it did not take place until fifteen years later, the discovery of St. Helena became inevitable AL when the Portuguese navigator, Bartholomew de Diaz, rounded the Cape of Good Hope in 1487. For many years the Portuguese, the greatest race of sailors who ever ventured into uncharted seas, excluded from the Mediterranean, had gradually explored farther and farther along the mysterious unmapped western coast of Africa. Ten years after the epoch-making discovery of Diaz and after Columbus and Cabot had opened up the Atlantic to the races of the West and North of Europe, the King of Portugal, Emmanuel the Fortunate, sent out a fleet under the command of Vasco da Gama with orders to sail beyond the Cape of Good Hope in search of a direct sea route to India and thus tap the wealth of the East. Hitherto for centuries all trade between Europe and the East had been carried overland across Arabia, and by ship along the Mediterranean, and had been in the hands of the Italian cities of Venice and Genoa. Da Gama achieved his ambition, and arrived at Calicut, on the west coast of the Indian Peninsula, and from that day the Mediterranean, which for centuries had been the centre of civilization, began to decline. The Portuguese lost no time in building forts and setting up trading posts along the west coast of India, but their principal one was at Calicut. I 5 021 ST. HELENA ST. HELENA [1502 It is not to be wondered at that the "Moors" or Arabs who by some strange fluke of fortune, is still existing and to be for centuries had held the monopoly of the trade between found in considerable numbers.
    [Show full text]
  • Boom Vang Rigging
    Congratulations! You purchased the best known and best built pocket cruising vessels available. We invite you to spend a few moments with the following pages to become better acquainted with your new West Wight Potter. If at any point we can assist you, please call 800 433 4080 Fair Winds International Marine Standing Rigging The mast is a 2” aluminum extrusion with a slot on the aft side to which the sail’s boltrope or mainsail slides (options item) enter when hoisting the main sail. Attached to the mast will be two side stays, called Shrouds, and a Forestay. These three stainless cables represent the standing rigging of the West Wight Potter 15. The attachment points for the shroud adjusters are on the side of the deck. Looking at the boat you will find ¼” U-Bolts mounted through the deck on either side of the boat and the adjuster goes over these U-Bolts. Once the shroud adjuster slides in, the clevis pin inserts through the adjuster and is held in place with a lock ring. When both side stays are in place we move onto the mast raising. Mast Raising First, remove the mast pin holding the mast base in the bow pulpit. Second, move the mast back towards the mast step on the cabin top of the boat and pin the mast base into the aft section of the mast step (the mast step is bolted onto the cabin top of the boat). The mast crutch on the transom of the boat will support the aft end of the mast.
    [Show full text]
  • CLIPPER 021799 Asset Fact Sheets MARKETING
    CLIPPER SEAL TS (BP) CA TEESSIDE CUTTER SOLE PIT CARRACK BARQUE GALLEON SHAMROCK CARAVEL EASINGTON CLIPPER BRIGANTINE CLIPPER SKIFF STANLOW INDE AMELAND INDE FIELD CORVETTE SEAN GRIJPSKERK SEAN FIELD LEMAN BACTON BBL DEN HELDER GREAT YARMOUTH BALGZAND INTERCONNECTOR EMMEN THE HAGUE SCHIEDAM LONDON CLIPPER ZEEBRUGGE CLIPPER Clipper is in the Southern part of the UK sector of the North Sea in the Sole Pit field. Located 113km (70 miles) north north east of Lowestoft, 73km (46 miles) from Bacton and 66km (41 miles) from the nearest point of the Norfolk coast. It is a Normally Attended Installation (NAI) comprising five fixed bridge linked platforms Clipper PW Wellhead Platform Clipper PT Production Platform - which is manned Clipper PC Compression Platform Clipper PM Metering / Compression Platform Clipper PR Riser Platform The Clipper installation produces and processes natural gas from its own wells and imports and processes gas from Barque PB & PL, Galleon PN & PG, Skiff PS, Cutter QC and Carrack QA. KEY FACTS Block 48/19a Sector Southern North Sea Approx distance to land 109km (68 miles) North of Lowestoft Water Depth 112ft (34m) Hydrocarbons Produced Gas Export Method Gas piped to Bacton Gas Terminal Operated / Non-Operated Operated Graphics, Media & Publication Services (Aberdeen) ITV/UZDC : Ref. 021799 January 2016 CLIPPER INFRASTRUCTURE INFORMATION Entry Specification: GSV 37-44.5MJ/sm3, Oxygen <0.2%, CO2 Max 2 mol%, H2S <3.3ppm, Total Sulphur <15ppm, WI 48-51.5 MJ/Sm3, Inerts <7%, N2 <5% Outline details of Primary separation processing
    [Show full text]
  • December 2007 Crew Journal of the Barque James Craig
    December 2007 Crew journal of the barque James Craig Full & By December 2007 Full & By The crew journal of the barque James Craig http://www.australianheritagefleet.com.au/JCraig/JCraig.html Compiled by Peter Davey [email protected] Production and photos by John Spiers All crew and others associated with the James Craig are very welcome to submit material. The opinions expressed in this journal may not necessarily be the viewpoint of the Sydney Maritime Museum, the Sydney Heritage Fleet or the crew of the James Craig or its officers. 2 December 2007 Full & By APEC parade of sail - Windeward Bound, New Endeavour, James Craig, Endeavour replica, One and All Full & By December 2007 December 2007 Full & By Full & By December 2007 December 2007 Full & By Full & By December 2007 7 Radio procedures on James Craig adio procedures being used onboard discomfort. Effective communication Rare from professional to appalling relies on message being concise and clear. - mostly on the appalling side. The radio Consider carefully what is to be said before intercoms are not mobile phones. beginning to transmit. Other operators may The ship, and the ship’s company are be waiting to use the network. judged by our appearance and our radio procedures. Remember you may have Some standard words and phases. to justify your transmission to a marine Affirm - Yes, or correct, or that is cor- court of inquiry. All radio transmissions rect. or I agree on VHF Port working frequencies are Negative - No, or this is incorrect or monitored and tape recorded by the Port Permission not granted.
    [Show full text]
  • Hydraulic Boom Vang
    1 597-201-E 2014-01-07 Hydraulic boom vang 2 General / The manual To derive the maximum benefit and enjoyment from your Seldén Hydraulic Boom Vang, we recommend that you study this manual carefully. Selden limited warranty applies to this product. For full details please see our general conditions of sale. The guarantee is only valid if the Vang is installed and operated in accordance with this manual. If the Vang is repaired by anyone not authorized by Seldén Mast AB ,the guarantee ceases to be valid. Seldén Mast AB reserves the right to alter the content of the manual and design of the product without prior warning. For latest update check www.seldenmast.se or contact Seldén for your own issue. This symbol denotes safety related information Please follow Selden 595-540 “Hints and Advice” on rigging and tuning masts. Product Description / Information The Selden hydraulic boom vang is intended for use on a sailing boat as an aid to control the boom vertically. It needs to be connected to a hydraulic system that has a pump station and a holding tank. When pressurized the boom vang will contract and pull the boom downwards. The hydraulic system shall have a release valve that can release the pressure and let oil return to the tank. The internal gas pressure will then extend the vang so that it acts as a support to the boom, pushing it upwards. Cover: 6mm Allen screw Gas fill connection: ¼” BSPP Thread plus flat surface for seal washer The vang is filled with nitrogen gas to the correct pressure whe delivered from Selden.
    [Show full text]
  • Coast Guard Cutter Seamanship Manual
    U.S. Department of Homeland Security United States Coast Guard COAST GUARD CUTTER SEAMANSHIP MANUAL COMDTINST M3120.9 November 2020 Commandant US Coast Guard Stop 7324 United States Coast Guard 2703 Martin Luther King Jr. Ave SE Washington, DC 20593-7324 Staff Symbol: (CG-751) Phone: (202) 372-2330 COMDTINST M3120.9 04 NOV 2020 COMMANDANT INSTRUCTION M3120.9 Subj: COAST GUARD CUTTER SEAMANSHIP MANUAL Ref: (a) Risk Management (RM), COMDTINST 3500.3 (series) (b) Rescue and Survival Systems Manual, COMDTINST M10470.10 (series) (c) Cutter Organization Manual, COMDTINST M5400.16 (series) (d) Naval Engineering Manual, COMDTINST M9000.6 (series) (e) Naval Ships' Technical Manual (NSTM), Wire and Fiber Rope and Rigging, Chapter 613 (f) Naval Ships’ Technical Manual (NSTM), Mooring and Towing, Chapter 582 (g) Cutter Anchoring Operations Tactics, Techniques, and Procedures (TTP), CGTTP 3-91.19 (h) Cutter Training and Qualification Manual, COMDTINST M3502.4 (series) (i) Shipboard Side Launch and Recovery Tactics, Techniques, and Procedures (TTP), CGTTP 3-91.25 (series) (j) Shipboard Launch and Recovery: WMSL 418’ Tactics, Techniques, and Procedures (TTP), CGTTP 3-91.7 (series) (k) Naval Ships’ Technical Manual (NSTM), Boats and Small Craft, Chapter 583 (l) Naval Ship’s Technical Manual (NSTM), Cranes, Chapter 589 (m) Cutter Astern Fueling at Sea (AFAS) Tactics, Techniques, and Procedures (TTP), CGTTP 3-91.20 (n) Helicopter Hoisting for Non-Flight Deck Vessels, Tactics, Techniques, and Procedures (TTP), CGTTP 3-91.26 (o) Flight Manual USCG Series
    [Show full text]
  • Dictionary.Pdf
    THE SEAFARER’S WORD A Maritime Dictionary A B C D E F G H I J K L M N O P Q R S T U V W X Y Z Ranger Hope © 2007- All rights reserved A ● ▬ A: Code flag; Diver below, keep well clear at slow speed. Aa.: Always afloat. Aaaa.: Always accessible - always afloat. A flag + three Code flags; Azimuth or bearing. numerals: Aback: When a wind hits the front of the sails forcing the vessel astern. Abaft: Toward the stern. Abaft of the beam: Bearings over the beam to the stern, the ships after sections. Abandon: To jettison cargo. Abandon ship: To forsake a vessel in favour of the life rafts, life boats. Abate: Diminish, stop. Able bodied seaman: Certificated and experienced seaman, called an AB. Abeam: On the side of the vessel, amidships or at right angles. Aboard: Within or on the vessel. About, go: To manoeuvre to the opposite sailing tack. Above board: Genuine. Able bodied seaman: Advanced deckhand ranked above ordinary seaman. Abreast: Alongside. Side by side Abrid: A plate reinforcing the top of a drilled hole that accepts a pintle. Abrolhos: A violent wind blowing off the South East Brazilian coast between May and August. A.B.S.: American Bureau of Shipping classification society. Able bodied seaman Absorption: The dissipation of energy in the medium through which the energy passes, which is one cause of radio wave attenuation. Abt.: About Abyss: A deep chasm. Abyssal, abysmal: The greatest depth of the ocean Abyssal gap: A narrow break in a sea floor rise or between two abyssal plains.
    [Show full text]
  • Readin' Both Pages
    Readin’ Both Pages A membership publication of the Sail, Power & Steam Museum Vol. 1, No. 1 Winter 2008 Rekord ~ A Fascinating Freighter From the Memoirs of Capt. Jim Sharp Life is too short to own an ugly boat! That was my motto and I adhered to it with almost religious devotion. The next boat I was destined to drag into Camden Harbor was one interesting and handsome vessel. Although sailing was still very much my forte, this little ship conveyed the closest thing to worship of a power vessel that this old codger can conjure up. She was called the Record, spelled Rekord in old Norwegian, and was more than attractive in a thousand different ways. Rekord had history, intrigue, humor, challenge, personality and humility, all trunnelled together into one magnificent hull. Museum volunteers and staff were busy throughout the summer season working on many projects aboard Rekord. In this picture, Ben Breda applies fresh white paint to the starboard foredeck rail. Her ad was buried deep among the many listings in the “Yellow Pages” (that’s the scandal sheet of boats for sale shoe ... it was not bad. There was some worming, but noth- in the commercial world). I should never have taken my ing that would be a structural problem. And those worms copy into Fitzpatrick’s Deli to peruse the Boats For Sale would soon die in our cold Maine water. I think I knew I listings over my coffee. It was just a small picture and would buy this boat before even stepping aboard. Then I really fuzzy, but it snapped the hair-trigger on my snooping asked the owner about the engine.
    [Show full text]
  • Appendix I War of 1812 Chronology
    THE WAR OF 1812 MAGAZINE ISSUE 26 December 2016 Appendix I War of 1812 Chronology Compiled by Ralph Eshelman and Donald Hickey Introduction This War of 1812 Chronology includes all the major events related to the conflict beginning with the 1797 Jay Treaty of amity, commerce, and navigation between the United Kingdom and the United States of America and ending with the United States, Weas and Kickapoos signing of a peace treaty at Fort Harrison, Indiana, June 4, 1816. While the chronology includes items such as treaties, embargos and political events, the focus is on military engagements, both land and sea. It is believed this chronology is the most holistic inventory of War of 1812 military engagements ever assembled into a chronological listing. Don Hickey, in his War of 1812 Chronology, comments that chronologies are marred by errors partly because they draw on faulty sources and because secondary and even primary sources are not always dependable.1 For example, opposing commanders might give different dates for a military action, and occasionally the same commander might even present conflicting data. Jerry Roberts in his book on the British raid on Essex, Connecticut, points out that in a copy of Captain Coot’s report in the Admiralty and Secretariat Papers the date given for the raid is off by one day.2 Similarly, during the bombardment of Fort McHenry a British bomb vessel's log entry date is off by one day.3 Hickey points out that reports compiled by officers at sea or in remote parts of the theaters of war seem to be especially prone to ambiguity and error.
    [Show full text]