1 Introduction - Philadelphia Ship Preservation Guild

Gazela Primeiro
2010 Crew Manual
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Table of Contents
Section 1 Introduction to the Ship
Gazela’s History . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Tour of the Ship . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Section 2 Operations
Life Aboard Gazela . . . . . . . . . . . . . . . . . . . . . . . . . .16
Basic Safety and Behavior . . . . . . . . . . . . . . . . . . . .16
Working Aloft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Dockside Events . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Basic Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Packing for a Voyage . . . . . . . . . . . . . . . . . . . . . . . .22
Watch and Station Bill, Quarter Bill . . . . . . . . . . . .22
Watch Positions . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Shipboard Emergencies . . . . . . . . . . . . . . . . . . . . . .25
Docking, Undocking and Anchoring . . . . . . . . . .28
Setting and Dousing Sails . . . . . . . . . . . . . . . . . . . .30
Sail Evolution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
Section 3 The Ship
Deck Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
Pinrail Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
Spars and Sails . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Section 4 Marlinspike Seamanship
Basic Knots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72
Baggywrinkle, Serving, Whipping . . . . . . . . . . . . .75
Seizing and Mousing . . . . . . . . . . . . . . . . . . . . . . . .76
Splicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
Handling Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78
Parts of a Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80
Block and Tackles . . . . . . . . . . . . . . . . . . . . . . . . . . .81
Sail Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82
Section 5 Navigation
Aids to Navigation . . . . . . . . . . . . . . . . . . . . . . . . . .76
Basic Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
Relative Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . .79
Sound Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80
Distress Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81
Tacking and Wearing Ship . . . . . . . . . . . . . . . . . . .82
Points of Sail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83
Section 6 Appendix
Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86
Bibliography and Recommendations . . . . . . . . . .93
Parts of the Sails . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
The Rig (Including Rigging Manual) . . . . . . . . . . .47
Standing Rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
Engineering Systems . . . . . . . . . . . . . . . . . . . . . . . .61
Emergency Systems . . . . . . . . . . . . . . . . . . . . . . . . .67
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Section 1 Introduction to the Ship
Gazela’s History
Tour of the Ship
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Gazela’s History
Scantlings
Length: 177 ft. overall (140 ft. deck, 133 ft. waterline)
Height: 94 ft. from the deck
Width: 26 ft. at max. beam
Draft: 15.5 ft.
Tonnage: 652 deadweight, 299 gross
Origins
The early history of Gazela Primeiro is matter of some
speculation. One version has it that in 1901, the owners of
a two-masted Portuguese fishing schooner named Gazella
(built in 1883) wanted a new ship built to join the
Portuguese fleet fishing Newfoundland’s Grand Banks.
But by the turn of the 20th century, over fishing on the
Banks had depleted the cod population to a point where
construction of new ships was prohibited. To get around
this regulation, the owners used the schooner Gazella’s registration to have a new, three-masted barkentine built in the
yards of J.M. Mendes in Setubal, Portugal. The new ship
was christened Gazela Primeiro. It is here that speculation
ends and recorded history begins.
To the Grand Banks
From the 16th to the 19th century, Cod was most definately,
King. Fishing, salting, transporting and selling codfish was
a massive international industry—in some countries, second
only to farming. Hundreds of ships set sail each spring from
Europe and North America to work Newfoundland’s Grand
Banks, where reports claimed these 200 lb fish ran so thick
you could “walk across the Atlantic on the backs of the cod.”
It was John Cabot that spread word of this territory after his
first sighting Newfoundland in the 1490s, reporting that fish
so bountiful you could throw a bucket cast over the side of
a ship could be retrieved loaded with fish. But the
Portuguese connection to Newfoundland and Grand Banks
fishing may be even older. A statue of the Portuguese
explorer Gaspar Corte Real stands in the capital city of St.
John’s to commemorate his arrival in the late 15th century.
And according to legend, the first Portuguese fisherman
arrived on the Banks in 1452, when his ship strayed off
course and sighted the land they called Terra Nova—
Newfoundland.
Regardless of first sighting, the Banks soon became a fishing
sensation, shipping salted fish to markets in Spain, Portugal,
Italy, Greece, Brazil and the West Indies. And St. John’s
grew into a flourishing harbor town, offering repairs, refuge
from storms, recreation, and above all, fish for bait.
The fish was plentiful, but the Banks were no fisherman’s
paradise. In addition to the rigors inherent to commercial
fishing under sail, the north Atlantic was cold, and heavy
fogs and storms were common. Since each man’s pay
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depended on the size of the catch, ships were loathe to sail
with less than a full load. Ships were lost every year, caught
at sea by severe storms while deeply laden.
By the beginning of the 20th century, technological advancements and the lack of firm fishing regulations had taken its
toll on the once bountiful cod. But after nearly 500 years,
this fish was integral to the cultures of many European
countries, prime among them, Portugal. Fishing for Cod on
the banks continued.
Such was the state of the industry when Gazela Primeiro
first set sail from Lisbon in 1901, with her hold full of salt
and her decks crowded with thirty-five, 16’ rowing/sailing
dories, one for each fisherman. The fishermen doubled as
sailing crew and were joined by two cooks, two mates, the
captain, and several apprentices, to make up the ship’s full
compliment. And so she sailed, every year save one, until
her retirement from commercial life in 1969.
A Day in the Life
A fisherman’s day would generally begin at 4 a.m. The captain would send a member of the watch to rouse the crew
with a hymn. The men would tumble out of their bunks
fully clothed, except for boots and outer clothing. They put
those on quickly before gulping down a breakfast of coffee
and rolls. Then the men hurried up on deck to begin the
day’s work.
Boys carried baskets full of bait from below decks. The bait
consisted of bits of cod from the last cleaning detail, and
“scrap” fish like hake or dogfish inadvertently caught by jigging or on the longline. These were rationed out—exactly 12
fish per man. The bait was quickly cut up and stowed in
individual bait buckets. One by one, the dories were hoisted
out of their stacks. They were quickly fitted out with
thwarts, oars, longline tubs, a bait bucket, a longline buoy,
wooden bailer, sail (wrapped around the mast), jiggers, gaff
and an anchor with line. Each man loaded a small wooden
box containing his personal belongings—water flask, a loaf
of bread and perhaps a piece of cold fried cod or cheese,
knives, a sharpening stone, tobacco, a whistle, a conch shell,
and most important of all, his compass. The compasses
belonged to the company, but each fisherman was assigned
one at the beginning of the campaign. The fisherman was
responsible for it and marked it with his initials or individual “chop” -incised crosses or notches that served as a signature. Preparations for launching took about an hour.
The traditional launching signal of the Portuguese fishing
fleet came from the Captain. Cap in hand, the Captain called
out loudly—Vamos con Deus! (We go with God). By one’s
and two’s, the dories, with their fishermen on board, were
hoisted out over the lee side. The men pushed off and began
to row. Once cleared of the ship, they set their sails. With
one hand on the steering oar and the other controlling the
sheet, a doryman might sail as far as 20 miles from the ship.
When the doryman arrived at a promising area, he began to
lay out his longline. This process, known as “shooting,”
could take up to two hours. First he set out a personally
marked buoy attached to a small anchor. He baited his
hooks as he paid out the longline that could stretch up to a
mile in length. Then he would drift down wind or with the
current. When the line was paid out, he attached the bitter
end to his dory anchor and dropped the anchor over side.
The doryman next rigged a handlines, also called jigger
lines, and began fishing for additional cod. This gave him
an idea of how long to leave his longline down. If no fish
were biting, perhaps a three-hour wait was enough. Longlines
were rarely left down for more than four hours.
By mid-morning he began weighing anchor and pulling in
the longline. Bringing in the longline took almost an hour using
grippers and gloves to manhandle the line and fish aboard.
As a cod came over the gunwale, a flick of the doryman’s
wrist served to unhook the fish and sling it into the stern of his
boat. If the first haul resulted in a full load, the doryman
returned to Gazela’s lee side and fork up the fish into the
pounds or fish-holding bins rigged along each side of the
main deck. He then sailed off to repeat the entire process.
While the dorymen were out, the crew on board Gazela set
the ship up to process that day’s catch. The fish-holding
bins were rigged outboard between the ship’s galley and
mizzen mast. Inboard of these bins, and parallel to them,
ran long tin chutes. At the ends of the chutes were vats for
holding clean fish. A continuous flow of salt water helped
wash the fish and slide them into the vats. Cleaning tables
were mounted between the bins and the vats, with tubs
beneath to hold fish livers. Inboard of the fish processing rig
were the hatches through which the fish entered the hold
for storing and salting. The fish-processing equipment was
set up on the first day, and remained in place for the season,
removed only in heavy weather.
Once the recall signal was given, the dories began to reappear. As they came alongside, one by one, their catches
were estimated by the Captain. Deckboys used boat hooks
to hold the dory in place, while the doryman forked the fish
up over Gazela’s side and into the bins. Once emptied of its
catch, the dory moved aft, hoisted on deck, removed of its
gear and thwarts, then stacked tea-cup style on deck. This
process took several hours, and it was well into evening
before the crew finished.
The remainder of the work day now depended upon the
size of the day’s catch. Though 20,000 pounds of cod was
considered average for a full fishing day, it was not uncommon to pull in half that or double that. Whatever the catch,
it had to be cleaned, stowed, and salted down. The ship had
to be cleaned before the day ended. The crew tumbled
down to the “Rancho” for a big bowl of cod chowder. After
dinner, the boots and heavy outer clothing came off. Each
man tumbled into his bunk for a few hours of rest (at least
four hours by law). So ended another day on the Grand
Banks.
The Ship’s Log 1903-1904
Gazela’s early history is sketchy—only the logs for 1903 and
1904 have survived. Paulo Fernandes Bagao, the captain of
Gazela, began the ship’s log on May 18th, 1903. He had a
crew of fifty. These included two cadets, 46 men, and his
second mate, Manuel de Santos Labrincha, who was destined to become Gazela’s captain some years hence.
At 5 a.m. on that first day of sailing she left her anchorage
at Azinheira Velha, across the Tagus River from Lisbon. She
had a pilot on board, and a steam tug hauled her down the
crowded river and over the treacherous bar at its mouth.
After passing the bar she dropped the pilot, cast off the tow
line, and met the Atlantic ground swells head on with all
sails set. Captain Bagao took a bearing of the headland at
Cape da Roca and set a course along the parallel of 38
degrees north latitude out into the Atlantic. It was customary for ships of the fishing fleet of the Grand Banks to sail
in company in case of some disaster. In 1903 Gazela sailed
with Labrador, Creoula and Social.
Gazela averaged about 100 miles per day for the next 20
days. She sailed 180 miles on her seventh day out, the
longest distance she logged in a 24 hour period. She was
becalmed for five days at one point and made a mere 24
miles one day. So it has always been with sailing ships.
At last on June 7th, after a 1900-mile trip, Gazela sounded
shoal water at 45 degrees 11’ North latitude and 50 degrees
16’ West longitude. Though well out of sight of land, she
had arrived on the Grand Banks. Gazela put her dories over
the side every day for the next 126 days, weather permitting. This was quite a feat. It was a fortunate ship which
could average two days out of three fishing in those treacherous waters, not taking into account the trips to St. John’s
for bait.
Gradually the hold began to fill up. The catch was always
far greater by weight than Gazela’s 350 ton capacity, but
fresh fish, salted and stowed in the hold, would dehydrate
and shrink. The weight of the cargo usually fell by twenty
percent, and the motion of the vessel shook it down, packing the fish ever more tightly. On October 14th the last fish
went into the hold, and Captain Bagao set sail for Lisbon.
Thirteen days later they made landfall off the mouth of the
Tagus. Gazela unloaded her fish and paid off her crew, who
headed for their homes and loved ones. After a few days of
rest, many of her crew would return to the sea as coastal
fishermen in order to supplement their incomes.
During the winter, Gazela would be laid-up for routine
maintenance. Normally she had her topmasts, spars, booms
and running gear removed and stowed for the winter. She
was re-rigged and fully provisioned when Captain Bagao
and his crew came aboard the following May.
Late on Thursday afternoon on May 19th, 1904, after the
Blessing of the Fleet, Gazela slipped her moorings in the
roadstead of Azinheira Velha and again moved down the
Tagus toward the sea under tow. She crossed the Tagus bar
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shortly after 8 p.m. and dropped her pilot. Twenty-one days
later, on June 9th, she reached the Grand Banks having
averaged 98 miles per day with only one day becalmed.
Captain Bagao noted simply: “Sounded our Banks... at 31
fathoms.”
On July 21st, tragedy struck. Captain Bagao had ordered the
dories into the waters at Virgin Rocks at 4 a.m. that morning, and by 3 p.m. in the afternoon he hoisted the recall flag.
The weather was clear and the sea calm. 28 dories returned
to the ship, but three were missing. They held an all-night
vigil. Other ships were in sight, but no signal came that
they had seen or picked up the missing men or any of their
equipment. Captain Bagao entered their names in the ship’s
log. He expressed hope that they had deserted to another
ship, whatever the nationality, rather than been lost at sea.
He cited them for being rather deficient seamen, but much
improved fishermen.
The Straits and the 1938 Refitting
Gazela continued to make her annual trips to the Banks. In
the 1930’s, the stocks of cod on the Grand Banks became
severely depleted due to the advent of machine-powered
draggers. The Portuguese fleet looked elsewhere for cod,
and found it in Davis Strait, Gazela reportedly made her
first trip to the Straits in 1930 to “top off” her catch from the
Banks. The Davis Strait are between Greenland and Baffin
Island about 1,000 miles northeast of the banks and above
the Arctic Circle. There is not a lot of sea room and the
weather can be violent. She lost two dorymen in the waters
off Greenland during the 1932 campaign.
By 1938 it was clear that to continue to fish in the Straits,
Gazela would need auxiliary power. That year she went in
for an extensive overhaul at Setubal. In order to accommodate an engine, the ship was lengthened by approximately
two meters. A slow-speed, German-made, Motoren Werke
Mannheim 180 horsepower diesel engine was installed. This
four-cycle, four cylinder engine drove a single propeller
through a reversing clutch. At 290 RPM, the engine could
drive Gazela at 7 knots. For economic reasons, however, sail
remained her main method of propulsion. In addition to the
main engine, two small MWM diesel engines drove two
new DC generators, which supplied the ship’s auxiliary
power and lighting needs. A large refrigeration plant was
installed to provide cold storage for her bait locker room.
Electrically-powered fire and bilge pumps, an air compressor, and a fuel transfer pump rounded out the new engine
room installation. Immediately forward of the engine room
six diesel oil fuel tanks, with a total capacity of 25 tons,
were installed.
During this same refitting, some other important additions
were made: Gazela acquired her first radio; a pilot house
was erected on the after deck to shelter the compass and
steering wheel; and a British Petter McClaren diesel engine
was coupled to the anchor windlass. This last was perhaps
the most welcome change, for it ended the days when men
worked the hand windlass for three or four hours to raise
the anchor. It was housed under a new foredeck structure.
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At about the same time, the dorymen switched from hand
lines to tub-trawls. A tub-trawl was a 600 fathom line,
rigged with 600 baited hooks, which was stretched along
the sea bottom. It was a more efficient fish-catcher, but, with
the stock of cod rapidly depleting, voyages still lasted four
to six months.
The ship underwent another refit in 1958-59. During this
refitting, a large galley structure was erected on the main
deck, just aft of the anchor windlass; and an electricallypowered oil burner replaced the old coal stove.
The End of Her Commercial Career
In 1969, Gazela made her last voyage to the Banks as a commercial fishing ship. It was an unsuccessful trip, to say the
least. Captain Anibal Carlos da Rocha Parracho opened the
ship’s log on May 25th. Fifteen days later, the ship was on
the Banks.
In the first two days, Gazela fished for only 16 hours due to
heavy fog. During the next two days, strong winds and
heavy seas prevented launching any dories. Then, on May
30th, a violent storm came up from the southeast. There was
no fishing that day either, and to make matters worse, the
steering gear broke. The crew rigged an emergency steering
system, and the ship used her main engine to ride out the
tempest. The dorymen at last managed a short 6-hour fishing day on June 1st. The captain decided to move to Virgin
Rocks Banks where she fished until September 24th.
Gazela was forced to seek refuge in St. John’s six times
because of tropical storms. Gazela’s dorymen were only able
to fish for 76 days of fishing out of the 123 days in the fishing area. When they did, they averaged just 9,300 pounds of
fish per day. Hurricane Debbie alone cost Gazela eight days
in port. In late September, while she was waiting out another tropical storm in the safety of St. John’s, she suffered a
major casualty to her main engine. She was held up even
longer for repairs. Before she could clear port, tropical
storm Ingra arrived, further delaying her departure. Then,
on the night of October 1st, Gazela and the motorship Vila
do Conde collided. Gazela suffered considerable damage forward, which necessitated another 13 day stay in St. John’s
for repairs. Finally, on October 14th, she left the Banks. Only
11 days later she picked up the pilot at the Tagus. At 3:30
p.m. on October 25th, Captain Parracho signed off on the
log. So ended her career as a member of the Portuguese
fishing fleet. Gazela was not removed from service because
she was worn out. Her hull was sound, and she was probably as graceful a barkentine as had ever sailed. Gazela was
retired because she had become antiquated. Steel-hulled
steam and diesel trawlers had gradually replaced her kind.
They were much larger and faster. They towed a large net
just off the ocean floor, and in one good haul- a matter of
hours- could take in as many fish as Gazela’s dories hauled
in in a week of fishing.
A New Life
Around the time Gazela was laid-up from her final voyage
to the Banks, the Philadelphia Maritime Museum was
searching for an historic sailing vessel. Gazela was purchased for the museum by philanthropist William Wikoff
Smith. On May 22, 1971 the American flag was raised on
Gazela’s mizzen mast and on May 24th, with a crew of
Americans and a former Gazela engineer, the ship left for its
new home in Philadelphia. Gazela and her new crew traced
Columbus’ route via the Canaries and San Juan. On July
7th, Gazela moved up the Chesapeake Bay and through the
C&D Canal. She spent the night at the Sun Shipyard in
Chester Pennsylvania. On Thursday, July 8th, she made her
first entrance into Philadelphia.
Work soon began to make Gazela ready to receive the public. She was expected to sit at Pier 15 at the foot of Vine
Street. On January 2, 1972 an arsonist’s fire gutted the engineer’s cabin, and nearly put an end to those plans. But the
fire was contained and extinguished. Gazela opened to the
public and received thousands of visitors at Pier 15. There
was a gift shop and a number of maritime artifacts including several anchors, a small Portuguese motor whale boat
affectionately called Gazelita and a ship’s figurehead. There
were even concerts offered in the evenings—sea shanties
sung from Gazela’s deck.
In the fall of 1973, Gazela was towed from Philadelphia to
Norfolk for drydocking and overhaul. This included a new
standing rig of Bethlehem steel. She returned to Pier 15
under her own power in late June of 1974.
Operation Sail
The following year, the museum announced that Gazela
would participate in the 1976 Bicentennial Operation Sail.
She would join many of the world’s remaining Tall Ships in
the last leg of a race from Bermuda to Newport, Rhode
Island. New York harbor would host the fleet on July 4,
1976. A two-year program, aimed at readying the ship and
training a crew for the voyage, was planned. An arrangement was made with the Philadelphia division of the U.S.
Naval Sea Cadets (some of whom later became captains and
shipwrights). The officers and cadets could use Gazela as a
training vessel, and would crew the ship for the historic
sail. This they did until March of 1976, when work began to
prepare the ship for the Bicentennial voyage.
Virtually no equipment escaped attention during the next
three months. The hull was completely sanded, primed and
painted. Every piece of standing and running gear was
inspected, and much of it was repaired or overhauled.
Masts and spars were oiled. New sails arrived from Ratsey
and Lapthorn. The anchor windlass with her PetterMcLauren diesel engine, the galley water pump and oilfired stove, and the two hand-powered bilge pumps on
deck, were all the objects of extensive work. The old radar
was replaced by one with greater range. The original ship’s
wheel was restored.
Below decks, the water tanks were cleaned and refilled and
the dry-stores area constructed. The engine room was given
a major overhaul. New wiring for AC was fitted and generators, motors, pumps and the compressed air system were
all cleaned and overhauled. New piping and valves for the
diesel fuel supply were installed and a plan for all existing
and new fuel, cooling, drainage and pump lines was prepared. Finally, the engine room was cleaned and repainted.
On June 6th, loaded with stores and a crew of 55, including
35 Naval Sea Cadets, Gazela began the voyage to Bermuda.
On June 12th the lookouts sighted Bermuda.
Early on the afternoon of June 20th, the fleet was underway
and moving toward the race’s starting positions off
Bermuda. During the last five minutes before the race, misfortune befell the ship as Gazela was sandwiched between
Mircea and Christian Radich, two much larger ships.
Gazela’s main topmast crashed to the deck, the forestay and
jibstays were broken, as was the t’gallant yardarm.
Fortunately, no one was seriously hurt. Gazela returned to
Bermuda for temporary repairs. While Gazela waited in
Bermuda, the dimensions were sent to Mystic Seaport
Museum and a new topmast was turned. Gazela then sailed
and powered to Newport. She was fitted with the new topmast in time to rejoin the fleet for the July 4th entrance into
New York Harbor. When she returned to Philadelphia, it
was to a new berth at Penn’s Landing.
Gazela spent the rest of the 1976 season hosting tours and
concerts at Penn’s Landing with Paul DeOrsay as ship’s
master. In late September of that year, she headed for the
Gowen Shipyard in Portland, Maine for a lay-up and overhaul. In the summer of the following year, she put to sea as
a training ship, visiting ports from Gloucester to Norfolk.
She returned to Portland for further restorative work that fall.
At Penn’s Landing
In 1978 and 1979 Gazela did some cruising, but spent a large
portion of the sailing season in Philadelphia. She then wintered in Maine. In 1979, Penn’s Landing Corporation took
ownership of Gazela. During this time, the ship served as an
attraction at Penn’s Landing, but was not sailed regularly. She
was maintained by the Penn’s Landing’s Dock Master, the
Landing’s maintenance staff and a small group of volunteers.
In 1983, the ship was fitted with new catheads and starboard forward bulwarks, and the Mannheim engine was
replaced with an Allis Chalmers. Then, in the spring of
1984, she was rerigged by Nick Horvath and a group of volunteers from Elissa, a Scottish Barque now moored in
Galveston Bay, Texas. In May of that year, Jay Bolton came
aboard as captain and Gazela made the voyage to Halifax
and Quebec. Between December and February, the ship was
in Cadell’s Shipyard on Staten Island in New York. There,
under the supervision of Patrick Weakland and with the
help of many volunteers, Gazela underwent significant work.
The protective covering of copper sheets below the waterline was completely replaced. The propeller and shaft were
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tuned. Work was done on the rudder. Lead was added to
her bow and keel. Her keelson was repaired with bronze
plating and all through-hull fittings were serviced or replaced.
In spring of 1986, Chase Manhatten Bank sponsored
Gazela’s participation in New York’s Statue of Liberty celebration with Steve Masone as captain. She was also scheduled
to tour the Great Lakes the following summer, but this trip
was aborted. There was question in some circles as to whether
the ship would continue to sail. But the following summer,
with Warren Miller as captain, Gazela sailed south to the
Norfolk festival, then north appearing throughout New England.
That winter John Tohanczyn was hired as shipwright to
tend to the ship’s structural needs. John Tohanczyn had previously been aboard Gazela as a Sea Cadet in the 1976
Bermuda race. With Ray Bender and Jane Cahill to assist
him, work began on the stern and taffrail. In addition, one
strake of planks was removed around the entire ship in
order to assess her structural condition.
In the summer of 1988 she sailed again, south to Norfolk
and north through New England. She wintered at Penn’s
Landing, during which time 16 planks from her bow to her
starboard foremast chainplates were replaced. With the help
of a crane and roughly 70 volunteers, a new mizzen mast of
Douglas fir was fitted and stepped as well.
The Philadelphia Ship Preservation Guild
In 1985, the Philadelphia Ship Preservation Guild, which
had held responsibility for the ship’s operation during the
preceding years, took formal ownership of Gazela. With the
help of a strong volunteer program, Gazela maintained a
regular sailing season, but was confined primarily to the
Chesapeake Bay. The stern section that had been added in
1938 to accommodate the engine was showing signs of
weakness. It was considered imprudent to set the mizzen
sail in anything but the lightest air.
In an effort spearheaded by then captain Pete Hall and
Guild Director Richard Page, the ship was hauled out at the
Fort McHenry docks in Baltimore. John Brady assumed the
position of Guild shipwright, and Peter Boudreau headed a
crew made up of Gazela staff, skilled volunteers, additional
shipwrights and laborers. Together they worked to rebuild
the stern section, step a new mizzen mast, install a donated
Caterpillar engine and replace sections of the ship’s stem
and planks to the forward chainplates.
The following summer, Gazela took to open water for the
first time in many years. In 1993 and 1994, the ship accepted
an invitation to appear in Nova Scotia. She also set out for
New Orleans in 1994 to take part in the filming of Interview
with the Vampire.
In August of 1995, Gazela put into St. John’s for the first
time in 25 years. Cheering crowds lined the docks as the
ship came in and many of the townspeople shared memories of delivering supplies and piloting the ship into the St.
John’s harbor. During the same trip, Gazela visited
Louisbourg, Nova Scotia and Michelon.
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In the fall of 1995 Gazela lost the use of her propeller and
was drydocked in Norfolk for repairs.
Summer of 1996 saw Gazela and her crew sail to Norfolk for
Harborfest, then visit ports along the New England coast,
under Captain Ann Cleaver, who had begun her career
aboard Gazela as a volunteer. In October 1996, AT&T provided a trip to Oyster Bay, NY under Captain Bobby Hall.
In the spring of 1997 Gazela headed for the ports of Cape
Breton, Nova Scotia for the John Cabot festival, again under
Captain Cleaver. In October of that year Gazela sailed to
Oyster Bay, NY for the Oyster Festival, this time under
Captain Patrick Weakland.
In the spring of 1999 the ship went into drydock in
Newport, RI for a new propeller, a shaft and some belowthe-waterline planking. From Newport, she sailed to
Louisbourg, NS, spending the month of May as the supply
ship in the French film La Veuve de St Pierre. July and
August saw Gazela visiting New London, New Bedford,
and Boston, then sailing up the Hudson River to Peekskill.
For the winter of 1999-2000, construction at Penn’s Landing
necessitated a move downriver. The Guild fleet wintered at
Pier 40 getting ready for the upcoming season. That summer, Gazela took part in OpSail 2000. The ship joined the
OpSail fleet in San Juan, Puerto Rico, and traveled in company to Philadelphia, New York (for the July 4th celebration) and, New London, CT. She returned to Philadelphia
for the 2000 Republican Convention.
Once the 2000 sailing season was over, Gazela embarked on
a major redecking and refurbishing project. All deck equipment, masts and spars were removed in order to take up
the existing deck. The massive project was completed in
three years. During that time, the ship received a new
mizzen mast, Samson post and bowsprit. Kaeverner
Shipyard stripped and refinished the galley house and provided new fresh and grey water tanks. Three new heads
and showers were also installed. The electrical system was
completely replaced and a new generator installed.
Shipwrights, interns and volunteers became experts in
replacing or repairing damaged beams with “Dutchmen”
and bungs.
In May of 2003, the crew celebrated the completion of the
redecking. Gazela was once again able to sail. She visited
Norfolk, Alexandria, New London and Fall River. In
October, Gazela was a main attraction at Bristol Day in
Bucks County. It was there that the famed Haunted Ship
made its debut.
The 2004 sailing season was a full one. It began with a trip
to Norfolk and Alexandria. From there she moved on to
Provincetown, New Bedford, Boston (for the Democratic
National Convention) and on to Halifax, Lunenburg,
Yarmouth, Digby, and St. John, NB in Canada.
Recent Years
In 2005, Gazela traveled to New England ports and was
scheduled to be hauled out at Boothbay Harbor Shipyard in
Maine. A delay at the shipyard rearranged Gazela’s schedule
forcing the Guild to dock her in New Bedford for close to a
month while the yard installed the main chain for their railway. By early September, Gazela moved up to Boothbay and
was hauled. Much of the copper at the waterline and four
planks were removed allowing a surveyor to examine the
frames beneath. New white oak planks, cut by volunteers in
Philadelphia, were installed and two strakes of new copper
sheathing were replaced. The ship was relaunched on the
spring tide and made a rapid transit back to Philadelphia.
2006 found Gazela taking part in Norfolk’s Harborfest with
plans to attend the Newport Wooden Boat show. Unfortunately, during routine tests, the steering gear jammed and
subsequent action destroyed the top of the rudder post, canceling the trip to Newport. The gear was removed and the
rudder was unshipped by volunteers, brought onto Penn’s
Landing and inspected. It was determined that the majority
of the rudder was sound and that a repair could be made to
the post itself.
Volunteers worked closely with a professional shipwright
on the repair, and also fabricated a new rudder. Once the
repair was made, the 4,500 pound, 24 foot long rudder was
returned to the water and installed once again by volunteers. Gazela was ready in time to participate in the Great
Chesapeake Bay Schooner Race under Captain Scott
Cointot, a former Sea Cadet aboard the ship.
Repair and restoration work on Gazela will continue, with
plans currently being formulated for a major haulout. This
will include removal of the copper sheathing, and re-caulking significant portions of the hull.
Gazela Captains
Among Gazela’s captains since 1976 are: Jay Bolton, Ann
Cleaver, Steve Cobb, Scott Cointot, Marc Crutcher, Paul
DeOrsay, Charles Futcher, Kenneth Guth, Peter Hall, Robert
Hall, Brian MacNamara, Steve Masone, Warren Miller,
Robert Rustchak, John Tohanczyn, Patrick Weakland and
Roland Wilcox.
Large sections of the early history presented here were taken or
adapted from The Gazela Primeiro by Allison Saville, PhD,
Leeward Publications. Additional material was gathered from
Gazela crewmembers, past and present.
Tour of the Ship
On Deck
The Foredeck
The dominating feature of the foredeck is the windlass. It is
a pump-brake windlass, meaning it is operated by an up
and down motion of the handles. The windlass can also be
operated with the donkey engine. As the barrel only turns
in one direction, any chain that is to be let out must be
worked around it using chain hooks. For the same reason,
the initial length of chain must be dropped all at once.
When the pelican hook by the hawse hole is opened, ninety
feet of chain goes out in about three seconds.
The anchors are navy pattern stockless type, weighing 1,500
pounds. Also of interest on the foredeck is the ship’s bell,
hanging on the kingstay. This was traditionally used to
mark time aboard ship. It was the practice in sailing ships
for the officer on watch to strike a small bell back on the
pilothouse once for every half hour of the watch. The lookout stationed in the bow would then reply on the ship’s
bell. Thus the end of each four hour watch was signaled by
the ringing of eight bells. The bell also served as a fog signal, and in Gazela’s case, it was used to recall the dories. In
addition to the bell the dories were also recalled by firing a
small bronze cannon which was mounted on the samson
post. Unfortunately, this gun fell prey to vandals in the
1970s.
Donkey Engine
This two-cylinder, handcranked Petter McClaren diesel
engine provides power to the windlass by means of the
roller chain which can be seen leading through the bulkhead. This was not only a labor saving feature but a safety
feature as well. When Gazela was at anchor and the dorymen were fishing, the small number of crew remaining
onboard made it difficult or impossible to raise the anchor
by hand. If a storm were to come up unexpectedly, the ship
could not go to the dorymen but only wait for them to
return. In the early thirties, two dorymen from Gazela were
lost in just that way.
Galley
The galley was moved up on deck during a major refitting
in 1938-39. This also made room below for a refrigerated
bait locker that was installed in the later years of her career.
The stove is diesel fired using fuel from a tank on the roof,
and the stove burner is virtually identical to that of a household oil furnace.
Main Hatch
This was originally the main cargo hatch, with no stairs or
housing.
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Mid-Ships Hatch Area
In this area we have a round steel hatch commonly referred
to as the sub hatch, the deck pump under the doghouse,
and the original hand bilge pumps. The deck pump can be
used for either firefighting or bilge pumping. The hand
pumps, though temperamental, are effective, raising almost
a gallon per stroke.
Dory
Gazela carried 36 to 40 dories nested together like cups and
lashed down to the deck rings. The rope beckets on either
end are used to hoist the dory on and off the ship. A good
doryman could fill his dory with up to 500 lbs of fish a day.
Ship’s Wheel and Binnacle
The brass ring around the wheel reads Gazela, Lisboa
because Lisbon was her port of registry in Portugal. The
rotary motion of the wheel is translated into turning effort
on the rudder by means of a screw type steering gear in the
pilothouse. It is six full turns lock to lock, that is, from hard
right to hard left. The binnacle is the wooden stand on
which the compass is mounted. The large steel spheres on
either side of the compass are used to compensate magnetically for the metal in the ship. Smaller magnets are placed
in compartments in the binnacle to calibrate the compass to
read accurately.
Below Decks
Foc’sle (Forecastle)
The foc’sle was the only crew quarters. It slept thirty-six
men. The Portuguese called it the “Rancho.” Most of the
bunks were arranged to sleep two. The cleats for the dividing boards can be seen on the athwartships bulkheads
inside each bunk. Frequently the pair would be brothers or
cousins. Each bunk would be assigned a compartment in
the benches along each side and each man would have a
hook on which to hang his clothes and foul weather gear.
Aft on the port side is the cook’s cabin. On the bulkhead
just outside the cook’s cabin is a notice in Portuguese. This
was a system of brief standardized messages to be sent to
or received from home by radio. Using this method an
entire message could be transmitted with a single number.
Heads and Sinks
Three modern heads have been retrofitted each with a toilet, sink and shower.
Dry Stores
This area has been used for several purposes throughout
Gazela’s life. Originally, the galley was located here. This
area has since served as a refrigerated bait locker, a pantry,
and a workshop. Now it provides storage for the ship’s
supply of food.
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Hold
Walking aft from the forecastle to the hold, there is a single
step up. This is the location of the forward bulkhead of the
cargo hold. This originally was a solid wooden bulkhead
that was opened up after Gazela came to America. As you
walk through the hold, realize that the deck under your
feet, and generally everything painted red, was not here
when the ship was an active fishing vessel. The only structures in this space, other than the beams of the ship herself,
were pens or shifting boards that would hold the tons of
salt that were needed to preserve and dehydrate the cod.
These same bins would then be used to hold the salted cod
and prevent the cargo from shifting while underway.
Below this red deck is roughly six or seven more feet of
hold. Most of this space is taken up by the sixty tons of
cement block that form the majority of Gazela’s ballast. The
cement block would not have been carried when she was a
working ship. The ballast would have been provided by the
salt she carried from Portugal as preservative for the cod. A
full load of salted cod kept her stable for the trip home
Gazela is somewhat unusual in that she only has three very
large ‘tweendecks beams, two of which are visible here in
the hold. Most ships would have roughly the same number
of beams as in the weather deck, above, and of a similar
size. She was probably built this way to ease the stowing of
her cargo of fish.
Looking at the beams and timbers in this area you will
notice a white residue on most of the wood. This is not
paint, it is salt, a result of nearly seventy years of salting
fish in this hold. This salting process had the side benefit of
protecting the wood from rot. Also for this reason most of
the spaces between the inner and outer planking of the hull
are filled with salt.
At the forward end of the engine room is a steel bulkhead,
on the other side of which are three 1200 gallon diesel fuel
tanks.
The space below the tanks, known as the "clubhouse,” is
used for engineering storage, and houses the main fire
pump.
The hold is now used for additional crew quarters, and as a
sail locker and work area.
Engine Room
On the upper deck of this compartment are the main electrical control panels. The large boxes on the left are switches
for selecting between port and starboard generators, and
between generator and shore power. In the center of this
bulkhead the bury of the mizzen mast can be seen coming
through the deck above. It is stepped on the end of the keelson tank. This tank runs most of the length of the keel, having all three masts stepped onto it. It is filled with water as
part of Gazela’s ballast.
The original engine was a four cylinder Mannheim-Benz
diesel, the cylinder heads of which were about level with
the grating of the upper deck. The diameter of the cylinders
was 11 1/4”. A sense of the size of this engine can be gotten
by looking at the crankcase and lower bearings of it, which
was literally built into the ship at the time of installation.
It is onto this casting that the present engine (a 3406 Caterpillar) is bolted.
On either side of the engine room is a generator, one 20
kilowatt and the other 25 kilowatt, providing electricity to
the ship. On a bulkhead aft is a chalkboard, written out in
Portuguese, for recording engine information such as rpm,
oil pressure, temperature, etc. Of interest as well is the telegraph repeater, also in Portuguese.
Shaft Alley
The compartment aft of the engine room stores both tools
and lubricants for the engine room. The propeller shaft runs
under a set of wooden covers and exits the ship at the
Stuffing Box which must always have a water supply feeding it, so observe the trickle of water.
Aft Companionway
Notice the on/off switchs for the fire pumps. You may be
asked to turn one of these pumps on or off during a routine
ship washdown or during an emergency. The engine order
telegraph, inside the companionway on the port side, was
used to communicate engine commands to the engineer in the
engine room below. These commands, from “full ahead” to
“full astern,” as well as “finished with the engines,” are
inscribed on the face of the dial in Portuguese. It is mechanically linked to a matching dial in the engine room with a
pointer that follows the position of the handle above.
The speaking tube is on the starboard side of the companionway. This was used to communicate other information
to the engine room. One would first blow into the mouthpiece to a whistle. The whistle would attract the attention of
the engineer, who would then remove the whistle, allowing
spoken communication.
Officer’s Quarters (Salon)
On the port side of the salon are the first and second officers’ cabins, and on the starboard side is the medical locker,
the chart room, and the captain’s cabin. There are two
emergency hatches from the engine room—one in the first
officer’s cabin and the other in the chart room. Keep these
hatches free from obstruction
Inset in the forward bulkhead is a dry bar and cabinet.
Over the stained glass doors is a new addition to Gazela.
The Gazela glass window was donated by a craftsman living locally who cut glass for the National Cathedral in
Washington
Off the passage to the engine room are the third officer’s
cabin and the engineers’ cabin. The officers received what
was at best a mixed blessing with the installation of the
engine. Although the heat from the engine room was surely
welcome in the colder months, it certainly wasn’t in the
warmer ones. And the noise from the engine and generators was inescapable.
Throughout history, the officers of a ship have always been
quartered in the stern. The officers’ quarters were strictly
off-limits for the crew. A crewmember wouldn’t think of
entering the salon without orders, and then it was likely to
be a serious occasion. It was part of the sailors’ vocabulary
to refer to the officers in general as “aft.” In a like manner,
sailing as seaman was referred to as sailing “before the
mast.”
Lazarette
The compartment aft of the officer’s salon is primarily used
for storage of gear. The lazarette has a hatch leading to
shaft alley and a hatch leading up to deck. There is a wire
grate secured from inside the lazarette.
Below the Sole (forward to aft)
Forepeak
Just forward of the forecastle table is a grated hatch cover.
Removing the cover reveals the forepeak where hawsers
may be stowed. There is a ladder mounted on the aft bulkhead of the forepeak.
Fresh Water Compartment
Aft of the forecastle table on the port side is a grated hatch
cover. Removing the grate reveals a thwartship compartment with a plywood bulkhead forward and solid wooden
bulkhead aft. The compartment is lit by lights, with the
switch on the port forward overhead inside. The area contains two electric water heaters, two freshwater pumps, a
bladder tank which pressurizes the fresh water system, and
the fresh water filters.
The hoses used for refilling the water tanks are stowed on
the starboard ceiling. The two seacocks, port and starboard, for supplying the heads are located in this area.
There is an access panel through the forward bulkhead into
the space under the table for storage of personal gear.
Tanks
Gazela’s black water (sewage) tank (1900 gallons) is located
below the sole in dry stores on the port side. The two fresh
water tanks (total capacity 2200 gallons) are located below
the sole on the starboard side. The water fill pipes are
accessible under a hatch on the starboard side near the forward freezer. The black water access panel for direct
pump-out is under the hatch near the forward head.
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Tank Compartment
In the dry stores area, there are solid hatch covers for access
to the black water (sewage) tanks. On the port side, adjacent to the forward head, one set of hatches leads into the
tank compartment. There is a 30 gallon tank which collects
“grey” water, or the water from the sinks and showers.
This tank has a submersible pump with an automatic float
switch. When the water in this tank reaches the top, the
pump automatically discharges the contents overboard.
All heads (toilets) discharge into the black water tank
which is located on the port side of the keelson tank. The
tank compartment holds the valves and controls for discharging the black water tank either to the shoreside connection (on deck) or directly overboard. These valves
should not be changed unless authorized by the captain
and engineer. There are strict maritime regulations governing sewage discharge overboard.
Forward Hold Sole
The sole in the hold has four large hatches, two on each
side. The hatch covers are solid wood and have lanyard
handles. Care must be taken when opening these hatches as
they open near the main companionway. Always announce
“Hatch Open” or rope off the area around the hatch to prevent accidents. The area below the sole contains Gazela’s
concrete ballast blocks (110 lb each) as well as serving as
storage for bulky items like rope, docklines, gangways, timber, etc.
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The forward bulkhead is wooden and separates the tank
compartment from the hold. The keelson tank runs under
the ballast through the hold. There are no lights below the
sole, so use a flashlight when searching for items there.
Aft Hold Sole
There are two solid hatches in the area near the bilge well.
These hatches access two ballast tanks, which contain sand.
In the bilge well, the bilge pump and suction pipe is
mounted to draw from the lowest point on the ship. The 3”
suction pipes for the Edson pumps run from the deck down
to the bilge. The 3” bilge suction for the deck diesel pump
also runs through this area.
Clubhouse
This area, below the fuel tanks, has a large sea cock which
feeds seawater to the fire pump and deck diesel. The area
serves as a storage area for engineering, holding hoses, gaskets, lightbulbs and other sundry bits. The aft bulkhead is
steel and serves as the only watertight bulkhead on Gazela.
The watertight hatch should be kept closed and dogged at
all times.
Operations
Life Aboard
Watch / Station Bill
Working Aloft
Shipboard
Emergencies
Basic Safety and
Behavior
Maintenance
Dockside Events
Basic Gear
Packing for a Voyage
Watch Positions
Docking / Undocking,
Anchoring
Setting and Dousing
Sails
Sail Evolution
15
Life Aboard Gazela
Gazela is many things. She is a sailing ship, a work place, a
museum, a home for her crew, a curiosity, an inspiration,
and a challenge. In order to successfully live and work
aboard this unique vessel, it is important that you respect
her, and your fellow crewmembers.
Compliance
Due to the serious nature of life aboard a ship of Gazela’s
size and age, it is imperative that all crewmembers behave
in a conscientious and professional manner. This means
complying with the regulations and procedures outlined in
training or required by the Guild and its designates. Failure
to comply with these regulations and procedures can compromise the safe operation of the vessel and may result in
serious consequences. Depending on the severity of the
infraction, such consequences may include restriction of
shore leave, forfeiture of Guild membership, dismissal from
the ship, or legal action.
Chain of Command
The Philadelphia Ship Preservation Guild is governed by a
Board of Directors which holds legal responsibility for the
overall operation of the ship and her crew. The Board designates individuals to ensure compliance with its operating
procedures. When in Philadelphia, the Superintendant of
Ships (or designate) is in charge of the vessels.
While underway, the Guild’s designate is the captain who
holds sole authority and responsibility for the safe operation of the ship and her crew. The captain, in turn, may designate mates and watch leaders to assist.
Commands move from the captain to the mates then to the
watch leaders for crew implementation. Captains orders,
even when received from a watch leader, are still captain’s
orders. Crew questions or concerns may be directed to the
watch leader who will take them to the mate who may then
consult with the captain. This chain of command must, by
Guild authority and by maritime convention, be respected
and obeyed.
Drug and Alcohol Policy
The Philadelphia Ship Preservation Guild has a Zero
Toleration policy concerning illegal drugs aboard ship. Any
illegal drugs will be confiscated and documented. Suspected individuals will be subject to legal consequences. While the
ship is operating, the crew is not permitted to have, hold or
drink alcohol. Alcohol may be consumed while dockside at
the captain or foreman’s discretion. While on shore leave,
your time is your own. When returning to the ship, you are
expected to be on time and competent to stand watch.
Crew members are not permitted to consume alcohol within four hours of operating any power tools.
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Smoking
Smoking is permitted on deck only. Smoking is not permitted while the ship is open to the public. Be careful of the
wind’s effect on embers (i.e. sails and crewmates).
All Hands
“All hands” may be called for an emergency or for sail handling. In the case of sail handling, everyone must be on
deck and ready to work as quickly as possible. In the event
of emergency, everyone MUST be on deck INSTANTLY. In
both cases, the safety of the ship may depend on the speed
of your response. Assemble aft of the main mast (out of the
way of the main companionway) and wait for instructions.
Terminology
Learn the language of the ship as quickly as possible. The
safety of the ship, your crewmates, and you depends on
your understanding of an order or warning. (See the
Glossary.)
Trash
For environmental and legal reasons, Gazela takes precautions to dispose of trash properly. There are clearly defined
regulations governing trash disposal while dockside or
underway. Oily wastes are a fire hazard and provisions are
made to store them safely until they can be disposed of
ashore. Plastic is never to be thrown overboard. Only under
Captain’s order, and in specific circumstances, may designated items be disposed of overboard. (In salt water there
are designated areas where it is legal to throw organic matter overboard.) When in doubt, consult the disposal placard, which is located in the pilot house, or ask. The crew is
also encouraged to recycle materials such as glass, plastic
and paper as much as possible in accord with our environmental mission. Bins are provided for this purpose.
Basic Safety and Behavior
Be a good shipmate. Serve the ship first, then your shipmates, and yourself last. Always finish tasks thoroughly
and properly. Demonstrate humility. The hierarchy demonstrated by the chain of command is in place for the safety of
the ship and her crew. This may mean that an ego is
bruised now and then, but ego has no place on a ship. Try
to maintain high spirits during times of hardship, and try to
promote positive attitudes in your shipmates.
• Follow all lawful orders from the ship’s officers with diligence. Report back to the officer when his/her orders
have been carried out.
• Walk, do not run, in the execution of duties. Even in situations demanding rapid response. Running, particularly
in emergency situations, can lead to falls and injuries that
will detract effort from the work at hand.
• Be aware of your surroundings at all times. Avoid behavior that may put the ship, yourself, or others at unnecessary risk. For example, do not sit or stand on the rail
while underway, or stand outside the shrouds to position
a fender during docking.
• Be aware of the condition of the ship. Regularly search for
and report unsafe conditions to the officer of the deck.
• Be constantly mindful of your own personal safety and
watch out for the safety of your shipmates.
• Do not attempt to do a job that you are not qualified to
do. Officers should know your level of training, but may
mistakenly overestimate your abiities. Tell them if you are
unsure of what you are doing.
• Do assigned tasks to the best of your ability in a prompt,
effective and attentive manner.
• Show up for musters, watches, and meals on time and
prepared.
• Shoes (preferably close-toed) should be worn when working and must be worn when aloft.
• Keep your gear properly stowed so you can find it quickly when needed.
• Maintain healthy personal hygiene to avoid illness.
Engine Room
• While underway, crewmembers are not to enter the
engine room unless on watch (conducting a boat check),
or by permission.
• Before entering the engine room, there are a few precautions that you should take. Anything on your person
which could possibly get tangled in a running machine
should either be restrained or removed. Climbing harnesses and associated gear are best removed. Knife or
spike lanyards should be tucked completely into a pocket.
Long hair must be tied up and/or under a hat. Shirts
should be tucked in, sleaves buttoned or rolled, hooded
sweatshirts restrained.
• Whenever any engine is running, hearing protection is
important. There are several earmuff-type hearing protectors hanging on the railing as you go down the companionway to the salon. Use them, even if you don’t intend
to be in the compartment very long.
• All surfaces of a running engine obviously get very hot,
but the exhaust lines also get hot.
• Do not adjust any valves without the permission of the
duty engineer.
Galley
The galley is the heart of the ship and the cook rules the
galley. Any captain will tell you the cook has the toughest
job. Gazela’s galley is shared by many cooks, caterers, and
crew. You may cook for one meal only, or you may cook for
a month underway. For this reason, a galley system has
been developed so that crewmembers will always know
what is expected of them. Some of its elements may seem
rigid or unnecessary when we’re dockside, but once we’re
in rolling seas, the behavior taught and practiced in port
makes perfect sense. A small monetary donation is asked to
off-set the cost of lunch when provided on work days.
• If you have a serious food allergy, list it on your medical
form and tell the cook who may be able to make provisions for you. Otherwise, please do not expect individual
attention to your culinary preferences.
• During a sailing trip, refrigerators and dry stores are for
ship’s provisions only (absolutely no personal items) and
are the exclusive domain of the cook. Do not put anything in or take anything out without permission.
• If you are coming on deck from below, it’s nice to ask the
cook if you can bring anything up for him/her. If you
have free time, ask the cook if he/she needs help.
• Enter the galley through the starboard door only. Coffee
and tea are kept available 24 hours a day by the crew on
the starboard side in the galley. Help yourself. If you see
something is low, replace it. If you don’t know how, ask.
• There is generally a snack left in the galley for the night
watches. Be considerate of your crewmates and leave
things in good shape for the next watch. It has become
the tradition in recent years for each crew member to provide a snack for the voyage. Suggested snacks are crackers,cookies, nuts, granola,etc. and should be in a quantity
sufficient to feed the total crew. These snacks are to be
given to the cook at the beginning of the voyage.
• When the red light is on in the foc’sle, do not engage in
conversation in the galley. Voices are clearly audible in
the foc’sle.
• Dishes: It is imperative that washing be done efficiently,
both for the health of the crew and for the conservation of
fresh water. A member of the watch is assigned to prep
for dishwashing. Two 5 gallon buckets are set aside for
doing dishes. One is filled half-way with hot, soapy
water(the less suds, the better). The second is filled halfway with hot water and 1 cap of clorox bleach. Everyone
does his or her own dishes. Scrape remaining food into
the proper container. Wash and rinse dishes in the buckets provided, then place them in a dish rack to dry. A
member of the watch is assigned to wash the pots and
pans, and clean up the dishwashing area. Each crew
member is encouraged to bring their own water bottle
and/or coffee mug for their personal use. Generally, the
12-4 watch handles lunch dishes, the 4-8 watch handles
dinner dishes and the 8-12 watch handles breakfast dishes.
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Foc’sle
The foc’sle is a tiny home for a lot of people with a lot of
gear sleeping in shifts around the clock. Be of good cheer,
and please remember:
• A person’s bunk is sacred. It is your only private space.
Do not go into another’s bunk without their permission.
• All personal gear must be stored in your bunk, on a hook
or in the compartment below your bunk. Stray articles
may be moved and put in a box amidships (particularly
during morning washdown). If these items are not
claimed in a day or two, they may be tidied into oblivion.
• Bunks are occupied on a first-come/first-serve basis. If
you leave the ship for a segment of the trip, the bunk
becomes available to other crew. If you need to stow personal gear for a later passage, speak to your watch leader.
• In such tight spaces, privacy is a state of mind. Don’t
point and laugh. Don’t use toiletries with heavy fragrances, particularly the spray variety.
• If the red light is on, people are sleeping. Please be quiet.
If the white light is on, people may still be sleeping,
depending on their watch. Be considerate.
• Turn off ringers and beepers on electronic gear.
Heads and Sinks
There are three heads for all the crew and all the ship’s
guests. Treat them kindly.
• Use a minimum amount of toilet paper per flush.
Working Aloft
Prior to climbing:
• Take deck instruction and practical climbing training
from an experienced climber.
• Demonstrate knowledge of climbing etiquette, procedures
and safety concepts for self and fellow crew.
• Demonstrate a working knowledge of all required knots and
bends together with their appropriate application.
• Acquire and properly carry a suitable knife secured to a
lanyard. (See page 22 for recommendations about knives.)
• Acquire and wear a suitable harness or safety belt. You
may borrow one prior to certification (See page 21 for recommendations about harnesses.)
• Wear proper foot gear.
Climbing is prohibited when:
• You have consumed any alcohol within the past four
hours.
• You are not wearing a suitable harness or safety belt.
• You are not carrying a suitable knife properly secured.
• A second crew member is not available to serve as a
“buddy” or safety observer.
• Do not put paper towels, handwipes, feminine pads, or
tampons in toilet.
When working aloft:
• There are only three heads and showers for the entire
crew. Whenever possible, use the sinks aft of the heads.
• Running rigging should never be used for support or for
safety belts because it may become slack or may move.
Standing rigging (mostly tarred black), jackstays, and
fixed pieces of gear should be used instead.
• Press the button for at least 15 seconds to flush and grind
thoroughly.
• Do not take showers during watch changes or in the
morning at all-hands call. Use of the heads may be
restricted during morning washdown.
• When not in use, the head doors are kept open to promote ventilation. In cold weather, one head is heated and
the door kept closed. Please remember to knock.
• Fresh water on the ship is limited, particularly while
underway. When allowed by the captain, take sea showers
(get wet, turn off water, soap down, turn on water, rinse).
Don’t leave the water running while brushing your teeth.
• Personal items such as soap or shampoo need to be stored
in your own bunk area.
• Wipe all surfaces after use, and leave them tidy.
18
• Take no unnecessary chances. No grandstanding.
• Always wear a safety belt or harness. Until aloft, the clip
should be hooked into the belt so that it cannot foul.
• Hold on to the shrouds rather than the ratlines or battens
which can break or carry away.
• In general, safety belts and harnesses should not be used
for support, only for safety.
• Always maintain at least three points of contact with the
standing rigging.
• Lay aloft only on the weather side. If a ratline carries
away or you should lose your grip, the wind will blow
you into the shrouds instead of overboard. This is particularly important as the ship heels.
• Avoid sitting or standing on the yards. A sail in its gear or
set may fly up and knock you off the yard.
• Do not carry unnecessary gear aloft. Watches, sunglasses,
hats and the like should be left below. Empty your pockets. Gear or tools that are carried aloft must be secured
with an appropriate lanyard.
• Do not lay out onto a yard unless it is securely in its fixed
lifts and the braces are taut.
• When not travelling through the rig, clip in to the most
secure piece of hardware in your work area, with the
shortest practical lanyard. Suitable anchors include, jackstays and beckets on yards, any ironwork or eyebolts, and
shrouds. Do not clip in to ratlines, battens, or any stays or
backstays.
• While unfurling, the upper topsail should not be thrown
into its gear until crewmembers have laid in from the
lower topsail, in case the sail blows in the face of those
working on the lower topsail yard.
• While on the bowsprit, never work on the leeward side of
sail. A sudden gust can easily knock you overboard.
• When laying onto a footrope or a craneline, always alert
anyone already on it by announcing in a loud voice “laying on,” likewise, announce when you are stepping off the
footrope or craneline with “laying off.”
Also see Basic Gear: Climbing Harness below.
Maintenance
Ship’s Work
Gazela’s volunteer crew maintains her. It is incumbent on
each crewmember to contribute to the ship whatever skills
he or she has, or can learn. This ensures the continued life
of this historic vessel. The skills brought to Gazela extend
beyond manual labor. Artists can help with brochure and
T-shirt designs; teachers can conduct on-board training for
students; writers can write newsletters, grants, and press
releases; and fundraisers can... raise funds. All of these
skills are needed to keep Gazela sailing. Most volunteers
come aboard the ship as part of her deck crew, learning to
sail and maintain the ship. While some work can be done
underway, the bulk of the ship’s maintenance is done dockside in Philadelphia.
Annual Maintenance
Dockside work throughout the year is led by the
Superintendent of Ships, and a group of volunteer Foreman
(senior crewmembers) who have been given the responsibility and authority by the Guild. Work requires varying
levels of skill, but always requires crew to be alert and
attentive to their task and their surroundings.
There is a rhythm to the ship’s year. The sailing season usually lasts six months, beginning in May and ending in
October. At the end of the sailing season, the crew begins to
downrig. Downrigging consists of taking down the ship’s
sails, spars, topmasts, running gear and many of her stays
and shrouds. This work is done primarily by hand. It is
labor intensive and exacting work which must be done
quickly and safely. The process can take several weeks.
Once the vessel has been downrigged and all parts carefully labeled and stowed, a winter cover is erected to protect
the deck and allow work to continue. Spars are scraped and
oiled; blocks are refurbished; plumbing, electrical and
power systems are maintained; the standing rig is serviced;
new running rigging is cut to length; and as much wood
work is done on her hull, deck, or bulwarks as time and
money permit.
As spring approaches, the cover is removed and the process
begins in reverse- making the ship ready for the new sailing
season. The ship is uprigged; thoroughly cleaned; much of
her interior and hull is scraped and painted; the engines
and generators are checked; charts are updated; electronics
are reinstalled and tested; provisions are ordered; and the
crew is trained. This all needs to be finished before the
ship’s first public appearance, which usually occurs in May
or early June.
Underway Maintenance
There will always be a work list addressing maintenance
items on the ship. While underway, the first mate will have
a captive audience to perform ship’s work. You may find
yourselves splicing line, stitching sails, cleaning the heads
or painting. The mate is responsible for keeping the ship
looking as good as it can and operating safely. Watches will
have a responsibility to clean a portion of the ship during
their off hours. The 12-4 watch will be awakened at 8 to
perform ship’s work, while the 8-12 stands the watch. The
4-8 watch is awakened at noon to perform ship’s work
together with the 8-12 watch. Each watch will get 12 hours
off a day.
Capital Projects
Special projects often arise on this massive wooden structure.
Volunteers are relied upon to assist professional shipwrights
brought in to perform extraordinary projects. Recent projects have included the construction of a new rudder (2006),
replacement of bulwark planks and cap rail (2007), replacement of 10 hull planks (2008), and replacement of the sub
hatch coaming (2008). The volunteers who assisted with the
2008 planking job learned to fit planks, drill holes, cut bungs,
plane fair the planks, and caulk with cotton and oakum
using traditional tools. Other volunteers learned how to
fish a spar, reinforcing the mizzen gaff with wood and line.
The 2010 strategic plan for Gazela is to raise sufficient funds
to haul her and replace top timbers, refasten hull planks
and recopper her bottom within four to five years.
Volunteers will be a significant factor in getting this work
done in a timely fashion.
19
Dockside Events
Gazela is often open to the public for dockside tours, recep-
tions and other events. These events are an opportunity for
crew to introduce this unique and historic vessel. They are
also an important source of revenue. Crew should present
themselves in a professional manner. Keep in mind that we
are not part of the party. Crew cannot have alcohol at all. It
is inappropriate for the crew to eat while the event is in
progress. If crew is invited to eat by the organizer or the
caterer, the watch leader will arrange for crew to eat below
or at the conclusion of the event. It is the responsibility of
the crew is to make sure guests behave in a manner that will
insure their safety and the safety of the ship. There should
be no running, sitting on the rail, smoking, climbing the rig,
standing on the rail or handling lines.
Set-up On Deck
• Rig two gangways with cargo nets below
• Put all life rings in place, connect strobes
• Rope off pilot house
• Rope off the aft companionway
• Rope-off top of foc’sle ladder
• Make sure the wheel is tied off
• Put the firehoses in place
• Rope-off forward sides of the galley
• Close and latch bottom half of galley doors
• Take cover off wheel and binnacle
• Rig lights (optional)
• Rig awning(s) (optional)
Set-up Below Deck
• Clear all loose items from foc’sle (put in bunks and
close curtains)
• Rope off foc’sle but leave door open
• Rope-off hold so the only area of access for guest are
the heads
• Make sure heads are clean and have supplies
• Clear all walkway areas of obstacles
• Rope off dry stores
• Put out display items (when appropriate)
• Put out brochures
• Put out educational/display materials
• Put out signs for safety (kept in file box)
• Put out donation box (this should be placed in an area
where it can be monitored and not on steps)
20
Positions During Events
Watch Leader The watch leader during an open ship is
responsible to see that the event runs smoothly and safely.
This includes: seinge that the ship is opened and closed
properly; rotating crew positions at least hourly; being the
ship’s liaison with caterers, event organizers, etc.; and, most
importantly, overseeing the monitoring of docklines, gangways and ship’s systems.
Gangway Two crewmembers are assigned to each gangway: one on the dock to greet and help visitors board and
another inboard to welcome visitors and help them aboard.
Main companionway Top This person helps visitors get
safely down the ladder.
Main companionway Bottom This person help folks down
ladder below, and explains the proper use of heads.
Dory (during open ship) This person explains the display
setup in the dory.
Midship Break Port and/or Midship Break Starboard
These positions are intended to point out and assist visitors
in the safe negotiation of the midship brake.
Wheel This person answers any questions guests may have,
while denying access to the area behind the pilot house.
Galley This person keeps guests from going forward of the
galley, or down to the foc’sle.
Floater This person may be asked to help with a particularly
busy section of the ship, give a private tour, conduct a firewalk, or give someone manning another position time to
take a break.
Merchandise During certain events Gazela merchandise is
sold to the public and a table is maintained by a volunteer.
There are inventory sheets also in the “open ship” file box
and a talley of moneys and merchandise should be kept.
Basic Gear
Climbing Harness
All crew are required to wear a safety belt or harness at all
times when climbing aloft. This is personal equipment which
must be provided by individual crewmembers.
The weight of a human body falling even a few feet can
easily develop impact forces of over a thousand pounds.
Every piece of your harness arrangement must be able to
withstand the maximum load you may put on it in a fall.
The easiest way to ensure this is to only use hooks intended
for personal safety, either industrial safety hooks, or large
carabiners. In order to properly absorb the forces involved
in a fall the lanyard must be made of nylon, either 5/8”
stranded or 1/2” double-braid rope eye-spliced, or flat
tubular webbing 9/16” or 1” and be as sort as practical.
The three basic types of harnesses
Sit harnesses are intended for fall arrest. They are designed
to dissipate the extreme shock loading developed by a body
falling even a short distance. These harnesses are designed
with a suspension point in the front of the belt slightly
above the center of gravity and the lanyard should not be
attached to any other part of the harness.
Waist belts provide minimal fall arrest protection, and
should be avoided in favor of sit harnesses. If used, waist
belts should be adjusted as tight as is comfortable, and the
attachment ring placed in the back.
Chest harnesses are not acceptable for use as fall protection on Gazela. Chest harnesses are designed to keep
one’s head above water in the event of falling overboard.
They are not designed or constructed for fall arrest. They
concentrate forces on the most inherently weak area of the
body, the rib cage. In addition, they impart a bending force
on the upper body that, in a fall, could cause a spinal injury.
Knife
Aboard a sailing ship like Gazela, a knife is both an everyday working tool, and a vital piece of personal emergency
equipment. Every crewmember is strongly encouraged to
obtain and wear a suitable fixed-blade knife at all times,
and one is required when working aloft. All knives must
have the following features;
• Classic sailor’s knives had little or no point on the blade,
though in practice, a point is useful for cutting seizings.
• Carbon steel takes a finer edge and is easier to sharpen,
though will rust readily if not cared for. The more common stainless steel is harder to sharpen, but more rust
resistant (though not rust-free).
Marlinespike
A marlinespike is an optional, but very useful personal tool
to have, and may be required to participate in various rigging tasks, both aloft and on deck.
A marlinespike is a tapered steel pin used for many rigging
tasks. Its original purpose was to enable the splicing of wire
rope, though spikes are commonly used for other chores,
such as freeing jammed knots, tightening or loosening
shackle pins, and acting as a handle or lever for tightening
seizings or service (see Marlinespike Hitch).
The classic marlinespike, with a domed head and duckbill
point, is still manufactured by C.S. Osborne. Though somewhat expensive ($40 list, 2010), these are by far the best
overall choice, being of the proper shape and hardness for
all tasks, including wire splicing. Available from 6 to 24
inches, the 8” spike is the most useful size for a personal
spike. Vintage marlinespikes are frequently available on EBay, but beware of inferior knock-offs.
• Single edged kept sharp. (Ask for advise on sharpening.)
There are several modern versions of marlinespike, frequently sold as a set with a knife, by companies such as
Myerchin. While these serve well for some tasks, they are
usually undersized for the sorts of shackles used aboard
Gazela, and are unsuitable for wire splicing.
• A lanyard fixed to the knife. It is good practice to permanently secure the lanyard to the sheath, eliminating the
possibility of the wearer neglecting to attach the lanyard.
All marlinespikes that will be carried aloft must have;
• Fixed-blade (i.e. not a folding knife). This is important
both for reasons of strength, and ready access.
• A sheath which covers the point, and holds the knife
securely. Sheaths must have full belt loops, rather than
belt clips to secure it to the wearer.
• A maximum blade length of approximately 6” (no functional swords, please).
There is much influence of personal preference on knife
selection. Talk to other crew members for their suggestions.
• Look for a knife with a thick blade, for strength.
• The tang of the blade should extend through the length of
the handle.
• The knife should have a comfortable secure handle, with
a guard or finger notch to prevent the hand slipping up
onto the blade.
• The cutting edge can be smooth, serrated, or a combination.
• If not already present, a lanyard hole can be difficult or
impossible to drill in some handle types.
Marlinespikes are sometimes made by individual craftsmen, either by forging, or machining. The results can vary
widely, but homemade spikes are frequently too soft to be
used for turning shackle pins or wire work without damaging the spike.
• A lanyard attached securely to the spike and the wearer.
Drilling a lanyard hole in a commercially made spike can
be very difficult.
• A sheath of some sort, preferably one which covers the
point.
Crew Uniform
Crew uniforms consist of a navy blue logo shirt (available
from the Guild) and khaki pants or shorts. This uniform is
worn whenever the ship is hosting guests, but may also be
required during docking, parades of sail and so forth.
Cremembers might consider two uniform shirts and two
pairs of khakis—one for open ship situations (clean) and
one for docking or underway situations (apt to be less
clean).
21
Packing for a Voyage
The following may give you some ideas of what to think
about as you pack for a sail aboard Gazela.
• Bring all your own personal items from soap to socks.
You need to be prepared for freezing rain, sweltering
heat, tarring the rig, and a night on the town. You need to
be prepared for living a week without a laundry. But
remember, all your gear lives with you in your bunk and
in a very small foot-locker in the foc’sle. Storage is even
less if you are sleeping midships. Be prepared, but be
mindful.
• If you’re sailing to a foreign port you will need a passport, and you may need to declare everything you’ve
brought. Make a list at home while you pack.
• The deck above bunks may leak and rust stains are forever. You may want to pack some of your gear in sealable
containers, trash bags or large zip-lock bags.
• Put your name on things you’d rather not lose.
• Please, no perfumes or strongly scented deodorants.
• If you bring personal food (to be kept in your bunk or
foot locker) it must be kept in a closable tin container.
Suggested Packing List
For warm weather
sun hat , work shoes, sun block, socks, sun glasses, shorts, T
shirts, bathing suit,
For cold and wet
scarf, gloves, long-sleeve shirts, wool hat, warm jacket,
sweatshirt or sweater, long underwear, long pants, flannel
shirt, socks, rain gear (jacket, pants and boots)
Personal items
soap, soap container, prescription glasses and spare,
deodorant, socks, comb or hair brush, contact lens (spares
and lots of solution), feminine hygiene items, shaving
items, towels (Thin is better. They dry faster.), shampoo (If
you use cream rinse, try the combo stuff like Pert. You will
use less water.), toothpaste and tooth brush, bedding, medication (Bring your own aspirin, sea-sick medication, etc.
Don’t use someone else’s prescription sea-sick medication the side-effects can be nasty. If you take medication on a
regular basis, bring your prescription. Inform the captain or
medical officer and note it on your medical form.)
In addition to the items listed in Basic Gear (above), bring a
flashlight (Small is best. It should have a red lens.), extra
batteries, a watch, binoculars (optional) and more socks
22
Watch and Station Bill,
Quarter Bill
The Watch and Station Bill is a chart of personnel, duty stations, and sleeping locations. On Gazela, the Watch and
Station Bill information is distributed at the beginning of a
voyage. The general format consists of the list of names of
all personnel on board the ship, the watch to which the
member is assigned, and the member’s job responsibility
during emergencies. This chapter will cover the watch
duties; subsequent chapters will cover emergency positions.
The Quarter Bill (bunk chart) will be found on the forward
bulkhead in dry stores and is the crew member’s responsibility to identify which berth they will occupy during the
voyage. Crew members should also clip your name to your
bunk for easy identification during watch changes.
The Watch
While underway, Gazela uses a formal watch system to
ensure that adequate crew are always attending to vital
tasks. When serving as voyage crew you will be assigned to a
watch that determines when you work, eat, and sleep.
While underway there will always be at least one watch on
duty. The watches rotate duty on a schedule as set by the
captain. Under one such rotation system, a crewmember’s
24 hour schedule could be as follows for a 4 to 8 watch:
0000-0400
On watch (see below)
0800-1130
Ship’s work
0400-0800
Sleep
1130-1145
Lunch for on-going watch
1200-1600
On watch
1145
1600-2330
2345
Muster for watch
Off duty
Muster for watch
This is a simple watch system. Other systems may be
employed at the captain’s discretion.
Basic rules of the watch:
• The on-coming watch MUST be on deck, assembled at the
location designated by the watch leader, and READY
FOR DUTY 15 minutes before the hour.
• The off-going watch should be relieved at 5 minutes
before the hour. The off-going watch must assemble at a
designated locaton before being dismissed by the mate or
the watch leader. The watch will not be dismissed until
everyone is accounted for.
• No one should leave an assigned position on watch without being relieved or instructed to do so by an officer or
designate. Inform your watch leader if you need to go
below, he or she will determine whether it is appropriate
given the circumstances.
• The watch on duty will wake the on-coming watch 30
minutes before the rotation.
• Ship’s work is assigned by the mate and may consist of
painting, rigging, cleaning, or other maintenance duties.
• Observe the chain of command (i.e. watch member >
watch leader > watch officer > captain). If you have questions or concerns, take them to your watch leader first.
• It is a courtesy to make sure that there is a full pot of coffee and clean cups ready for the next watch.
• The oncoming watch is generally called for breakfast and
lunch before the remaining two watches who must eat
when their watch is called.
Watch Postitions
These positions are generally staffed during watch. If you
are unsure of your responsibilities, ask your watch leader.
Watch Officer (Officer of the Deck)
The person responsible for the ship and her crew during the
watch. This may be the captain, a mate, or their designate.
Watch Leader
The watch leader coordinates the activities of the crew on
his or her watch. The watch leader receives instruction from
and is answerable to the officer of the watch.
Helm
Proper understanding and execution of helm commands is
critical. There is a formal method of communication
between the officer of the deck and the helmsman. Lack of
adherance to this basic rule of good seamanship can lead to
disaster. If you do not understand these formal commands,
or if you feel unable to execute them, talk with your watch
leader. If you have difficulty while you are at the helm,
inform the officer of the deck.
• While at helm, stay focused and do not engage in idle
conversation. Stay alert for new commands.
• Unless otherwise ordered, the helmsman does not initiate
or terminate steering maneuvers, but rather responds
only to direct orders from the officer of the deck.
• The helmsman’s responsibility is to steer the course
ordered. If you are having difficulty holding the course,
inform the officer of the deck.
• Helm orders are to be repeated. If the officer of the deck
asks for a quarter turn left, the helmsman repeats
“Quarter turn left” then executes the maneuver, and then
states: “Helm’s quarter turn left.” The command might
be, “Come right to a heading of one-zero-three” in which
case the helmsman replies, “Come right to one-zerothree.” (Compass courses are always given in three digits.) Once you are steady on “one-zero-three,” tell the officer of the deck “steady on one-zero-three.”
• “Heading” refers to the actual direction being steered as
opposed to the course given. If asked your heading, or to
“mark your head,” give the officer of the deck the exact
reading of the compass at that moment, even if it is not
the course you are supposed to be steering.
• Before relieving the helm, approach the officer of the deck
and ask for permission to relieve the helm.
• If granted: Approach the helmsman and identify yourself
as his or her relief. Ask the course ordered and how the
ship is steering. The helmsman’s response may be, “The
course is zero-six-five with a quarter turn right to maintain course.”
• The offgoing helmsman should be steady on course
before handing over the wheel, confirm that the new
helmsman has the correct course, report to the officer that
the helm has been relieved and repeat the course ordered.
Lookout
Gazela posts two lookouts on the galley roof. Unless direct-
ed otherwise, the lookouts are responsible for detecting,
and reporting to the officer of the deck, all other vessels,
navigation aids, and obstructions to safe navigation, as well
as sound signals (i.e. horns or whistles). The area to be
monitored consists of 360 degrees around the ship and to
the horizon. The Lookout relays all sightings to the officer
of the deck by way of the runner. When in doubt, it is better
to make the report rather than ignore a questionable sighting. Your report should include the exact sighting, its bearing relative to the bow of the ship using the point system of
relative bearing, and its estimated distance in nautical
miles. For example, one might say “flashing white light,
three points off the starboard bow, about 2 miles away.”
The lookout’s primary job is to look out from the ship.
Lookouts should not be talking on the phone, listening to
music, or comparing photos taken earlier that day. Recent
captains have required iPods, cell phones and other distractions to be stowed below during passages.
Hint: On a clear day the horizon is about 11 miles away.
Messenger (Runner)
This person relays sightings between the lookouts and the
officer of the deck. This person may also be called upon to
relay messages from the officer to the lookouts. It is essential that the runner stay in position (on the weather deck
forward of the galley) and be prepared to move smartly if
23
the need arises.
Firewalk/Ship-check
Twice during the one-hour rotation (unless otherwise
requested by the officer), the ship is inspected end to end,
on-deck and below. In general, the crewmember checks for
fires, smoke, unusual odors, leaks, bilge levels and engine
room gauges, keeping an eye out for anything that may
indicate or lead to a problem. Remember: the more you
come to understand what is “usual,” the quicker you will
notice what is not. (Below is a more detailed description.)
General Instructions
• Inspect for anything wrong—e.g. leaking fridge, unusual
odors, fallen gear, unlit bulbs, etc.
• Always carry a flashlight, preferably with a red lens. Do
not turn on white lights at night.
• Do your check quietly, especially at night. Remember
people are always sleeping.
• The fire watch often wakes up the oncoming watch. Do
not forget to wake the officers.
• If something is amiss, but not an immediate hazard, continue your check and report it to the watch leader. If there
is the potential for hazard, cut off your check and report
the problem. Do not try to handle a severe problem alone.
Below Decks, Galley, Donkey Engine Room
Check for smoke (look and smell for it. smoke rises; look
up), flames sparking and noises from wires, electrical boxes,
sockets, etc., unusual odors, or unsecured extinguishers.
Focs’le
Look under the wooden grate forward of the focs’le table
and under the grate aft of the table for wet areas (location
of the hot water heater, pumps for sinks and showers)—
these indicate leaks. The forward end of the forepeak has a
cut away place into the bilge. There will be water there.
Know what is an acceptable level.
Cooks Cabin: General check if unoccupied.
Food Stores
Freezers: Make sure the indicator light is on. Feel the sides
for overheating. Look on floor/sole for water leaking.
Refrigerators: Feel the sides for overheating. Check to see
that the inside of the fridge is cold, and then that the doors
are secured. Check for water or food on the floor.
Electrical Panel: Open and check for sparks and/or noise.
Pump Room: (forward of the forward head) Lift the hatch.
Check for anything unusual. Report if the light is on.
24
Heads
Lights should always be off unless in use.
Check that the toilets are not flooding or leaking, and that
no faucet or showerheads are dripping. If the trash can is
full, empty it and put a new bag in the can.
Midships
• Be quiet and at night, and careful with your flashlight.
• Check that the after sinks are not dripping.
• Check the bilge level by looking into the bilge well (after
part of the midships area.) It is very important to note the
bilge level since this will be an indication if the ship is
taking on water. There is a gauge board on the bulkhead
to measure water level. When you report after your ship
check, be able to tell your watch leader the reading. If the
reading is over the number 3, interrupt your ship check
and report the level. At the same time you are checking
the bilge level, notice if anything has fallen into the bilge.
Club House
If you go down the ladder to port of the bilge well you will
be in the club house, just forward of the engine room.
Check that the sea cock is open, look around the fire pump
and fuel valves for leaks, make sure nothing is unsecured.
Make sure the hatch to the engine room is closed and
dogged when the ship is underway. By law, this must be a
watertight bulkhead.
Engine Room
Whether and what kind of check you do in the engine room
will be determined by the engineer. If you are asked to
check the engine room, be aware that it contains exposed,
moving parts and hot surfaces. Move with extreme caution.
Before entering, put on ear-muff protectors and tuck in anything that might get caught (lanyard, hair, shirt tails).
• Check the oil filter, valves, main engine, generators and
pipes for leaks.
• Check the gauges and dials are reading in a safe range.
(safe level are usually noted on gauge).
• Shaft Alley is the narrow extension where the shaft runs
between the engine and the propeller. Check for excessive
dripping. Be very careful here.
Officer’s Quarters, Salon, Lazarette
Do not open cabin doors. Do be quiet. If anyone is in the
salon, tell them that you are doing a fire watch.
Check the medical locker (starboard aft door), look through
the opening in the aft salon bulkhead (lazarette), check the
chart room (just forward of the medical locker) particularly
for the outlet pipes that go through the side of the ship.
Notice there are three that carry cooling water from the
engine and generators to the outside.
On Deck
Do not turn white lights on, and do not use a flashlight at
night unless it has a red lens. White light ruins night vision
and can be very disturbing for the people working aft.
Check for anything loose, lines off pins that should be
hanging, life rings out of place, etc. Particularly at night or
in a seaway, check for anything that could come loose and
cause a hazard (water containers, cups, etc.).
Running lights: Check that they are on at night, and off
during the day.
• See or hear sparking or noise from electrical system.
• See navigation lights unlit when they should be lit.
Utility
When there are sufficient crewmembers in a watch, one or
more Utility positions may be assigned as part of the rotation. If you are designated as Utility crew, report to the
watch leader for instructions. You may be called upon to
handle sails or perform other duties as needed. When you
have completed the task, report back to the watch leader for
further instructions.
Even when idle, all crewmembers on watch should remain
on deck and alert. If you need to leave your position or go
below for any reason, ask the watch leader.
EPIRB: Check that the EPIRB aft of the pilot house is secure
Shipboard Emergencies
Donkey engine room: Check for leaks around the engine.
General
in its mounting.
Galley: Check for spills, look at the sinks for dripping,
make sure all is secure and lashed if weather is approaching. Check appliances (coffee and tea pots).
Rubber boat: Check for firmness. Report if it needs air.
Through-hull water outlets: There are three outlets for cool-
ing water on the starboard side aft of the mizzen shrouds.
One is for the engine, and one each for the two generators.
If the generator or engine is running, look over the rail and
check that water is discharging.
Pilot House: Check for electrical smells or anything out of
order. If officers in the pilot house, you may simply tell
them you are on a fire watch and ask if everything is OK.
Life Rings: Make sure all are secure.
Your Report
Generally, at the end of your ship check you can report to
the watch leader who may, in turn, ask that you talk with
the mate or engineer if a problem was noticed.
Make particular mention of the bilge level, the condition of
the rubber boat, and anything out of the ordinary or that,
while not an immediate hazard, needs attention.
By way of housekeeping, particularly at night, you might
mention if coffee needs to be made or dishes in the galley
sink washed.
Interrupt Your Ship Check and Report
Immediately If You:
• See fire or smell smoke or electrical fire.
When Gazela is at sea, a knowledgeable and efficient crew
is her only resource in an emergency. A vigilant crew can
catch a potential emergency early enough to increase the
chances of a successful outcome. Of course, the best way to
deal with an emergency is not to have one.
When dockside, the crew has the added resource of fully
functioning port emergency services (i.e., fire department,
ambulance, Coast Guard, etc.), as well as the added responsibility of vistors. The crew must make the evacuation of
visitors a priority before performing any shipboard emergency response.
The Watch and Station Bill lists all crew and their responsibilities in the event of emergency (fire, man overboard, or
abandon ship). The Station Bill will be posted forward of
the heads, at the top of the Galley steps and in the pilothouse. It is imperative that you know what your responsibilities are and how to execute them. If you are unsure, ask
your watch leader or mate for clarification.
At no time during any emergency should any crewmember
initiate any action that:
• Has not been directed by the Captain, Mate or person in
charge.
• May jeopardize the safe operation of the ship.
• Could put you in danger and thus compounding the
emergency.
The Guild strongly encourages members to obtain CPR,
First Aid, Lifesaving, and/or Fire Fighting training. All
licensed officers hired by the Guild are required to have
CPR, First Aid and will have undergone Fire Fighting training as part of their licenses.
25
Man Overboard
Sound signal: Three short blasts / ringing of general alarm
The ship underway at 8 knots will travel 260 yards in one
minute. Without a life jacket on, a person’s head (the size of
a #10 coffee can) is the only visible object above the water.
A water temperature of 10 degrees Celsius (50 F) can be
expected to lead to death in approximately 1 hour, and
water temperatures hovering at freezing can lead to death
in as little as 15 minutes. Even in water with a temperature
as high as 26 degrees Celsius (80 F) mild hypothermia may
eventually set in after several hours.
Rapid response and communication is vital to ensure a
healthy recovery.
First Response
Ideally the person falling overboard shouts to get attention.
Any crew member, seeing someone go overboard, should
yell “Man Overboard” repeatedly, say which side of the
boat (Port or Starboard), point aggressively, and keep their
eyes on the person. Everyone who hears this should also
start shouting “Man Overboard” and where. The general
alarm (in the pilothouse and in the aft companionway) is
sounded. If underway, the helmsperson stays at the helm,
maintaining course until told to change or relieved by the
helmsperson designated on the station bill. At least one
lookout stays in position until relieved by the designated
lookout. All other crew goes quickly to their assigned emergency positions.
While at dockside, there may be more time for response,
given that the tide speed determines how fast the person
will move away from the ship. Yell “Man Overboard,” get a
life ring to the person, and call 911 with location and
details. Get all visitors off the ship; they may hamper recovery efforts. If the person is unconscious, having become
injured on the way to the water, attempt to launch the boat
and stand by the victim, keeping their head out of the
water. Unless you are a trained lifeguard or trained to extricate a person from the water into a boat, it may be best to
await trained personnel. You may inadvertently injure a
person while acting in good faith.
Station Bill for Man Overboard
Captain: In charge of overall operation
Mates: Leads sail handling, launching of rescue boat
Engineer: Prepare main engine for operation
Helm: Relieve watch’s helm. Takes orders from officer in
charge.
Ship Lookout: Maintains 360 degree lookout for vessel
safety
Sail Handling: Muster midships aft of the brake and wait
for Mate’s orders.
26
Pointer: Designated to keep visual contact and point with
outstreatched arm at victim
Pointer Aloft: Designated to get into the rig and keep
pointing with outstretched arm at victim
Deploy Lifering: Throw all liferings, Man-Overboard Pole,
Lifejackets, etc. (not during drill)
Boat Coxswain: In charge of operating rescue boat
Boat Crew: In the rescue boat with the coxswain
Boat Falls: Two on forward and two on aft boat falls.
Responsible to launch boat on Mate’s order.
Jacob’s Ladder: Sets Jacob’s Ladder on sister hooks at rescue boat launch site.
VHF/Light: Brings the hand-held VHF radio and, at night,
the spot light from the pilot house to the lifeboat.
1st Aid/Blankets/Backboard: Brings the first aid kit from
the compartment above the foc’sle ladder (or the pilot
house)
Messengers: Informs the officer that they are the messenger. Stays near Officer for orders.
Before being launched, the lifeboat should contain:
Outboard Motor, compass, life jackets (3), paddles, flares,
handheld radio (brought to lifeboat before boarding), blanket, drinking water, fuel, flashlight, basic 1st Aid kit
Fire Emergency
Sound signal: Ten second prolonged blast / ringing of general alarm
Gazela is a floating tinder box, complete with many fuel
supplies (e.g. paint, fuel, wood, tar, heat, etc). Prevention is
her first defense – no smoking below decks, store linseed
soaked rags in fireproof containers, store paint & thinner in
marked containers and ensure that slops are stored in
sealed containers, store flammables in designated locker,
keep outlets clear of obstructions. The doors between the
engine room and the club house, and the engine room and
shaft alley should remain shut at all times.
Gazela has a mixture of portable fire extinguishers, a fixed
galley extinguisher, hoses and pumps for fire suppression.
Vigilance is our next defense—regular firewalks while
underway or during dockside events. The Guild encourages trained crew stay aboard during time in home port.
Preparation and training are the next line of defense. Guild
members are strongly encouraged to take Fire Safety classes
when offered.
If a fire is detected, it is essential for your safety and the
safety of the ship that you not fight a fire by yourself. Call
for help immediately.
First Response
Shout “FIRE” repeatedly. State where and what type fire
(i.e. fuel, electric). Everyone who hears repeats the call and
goes quickly to their emergency positions. If you are below
decks, grab an extinguisher on your way to the deck.
Everyone below decks should get to the weather deck (topsides) immediately. No one should close hatches, shut-off
fuel or initiate fire-fighting activity until ordered to do so
by the Mate at the scene.
If underway, helm and at least one lookout remain in position until relieved by the designated helm and lookout for
fire emergency. If dockside, evacuate the ship and call 911.
Station Bill for Fire Underway
Captain: In charge of overall operation
Mate: In charge of fire scene
Mate: In charge of sail handling
Engineer: Prepare to start the main engine. Follow directive about which pumps to charge.
Bosun: Assist Mate in sail handling
General Alarm: Sound the general alarm (aft companionway/pilot house)
Fire Hose Lead: Lead out hoses. Operate hose nozzle at
Mate’s order
Fire Hose Tend: Assist in operation of fire hose
Deck Diesel: Prepare the diesel deck pump for operation.
Operate on order.
Sail Handler: Muster midships aft of the brake and wait
for Mate’s orders
Extinguishers: Bring proper fire extinguishers to the scene.
Wait for Mate’s order. (During drill, remember where the
bottles came from so they can be correctly replaced.)
Axe: Bring fire ax to the scene. Wait for Mate’s order.
Helm: Relieve watch’s helm. Steer on direction of Captain.
Lookout: Relieve watch’s lookout. Keep 360 degree lookout
for vessel safety
Emergency Fuel Shutoff (galley): Shut off fuel supply to
galley on order.
Emergency Fuel Shutoff (engine): Shut off fuel supply to
main engine on order.
Close Hatches: Close all ship’s hatches on order.
Sweep Below: Assure that everyone is up from below.
Remember engine room.
Captain.’s Messenger: Informs the captain that they are
the messenger. Stays near Capt. for orders.
Mate’s Messenger: Informs first mate that they are the
messenger. Stays near Mate for orders.
Abandon Ship
Sound signal: Seven short and one prolonged blast / ringing of general alarm
Abandoning Ship is the last resort for the crew and will
only happen when all options have been exhausted. It is
always better to stay with the ship, as the ship is a better
shelter than life rafts in the water. The decision to abandon
ship is left to the highest ranking officer on board. With
luck, the ship’s condition allows an orderly evacuation.
However you should be prepared for the unexpected.
First Response
The emergency call would be “Prepare to Abandon Ship.”
It is imperative that crewmembers come up on deck immediately. If warm clothes can be brought in the process, do
so. Go first to a lifejacket box and put on a lifejacket, then
go immediately to your emergency station or to the lifeboat
to which you have been assigned (#1 or #2. See Station
Bill). Once deployed, it is preferable to keep the lifeboats
close to the wreck and each other. Anyone who needs to
jump into the water for any reason should have a life jacket
on and a line tied to them.
Station Bill for Abandon Ship
Captain: Responsible for the operation of the ship.
Mate: Put out radio call.
Mate: Supervise deployment of life rafts.
General Alarm: Sound the general alarm on order.
Water: Bring predesignated emergency water jugs.
Food: Bring predesignated emergency food.
Blankets: Bring emergency blankets
EPIRB: Bring EPIRB
Flares: Bring flares and flare gun from pilot house and galley ladder.
Life Jacket #1: Throw off lid of life jacket box #1 and pass
jackets out to crew.
Life Jacket #2: Throw off lid of life jacket box #2 and pass
jackets out to crew.
Count: Count all hands on deck and report to Captain.
Sweep Below: Assure that everyone is up from below.
Remember engine room.
27
Captain’s Messenger: Informs the captain that they are the
messenger. Stays near Capt. for orders.
Mate’s Messenger: Informs first mate that they are the
messenger. Stays near Mate for orders.
Life Raft: Deploy liferafts on the order of Mate or Captain.
Crewmembers not given specific tasks may bring additional food, water, blankets, heaving lines and so on to the site.
This activity cannot delay your assigned task or your evacuation of the ship.
Docking / Undocking, Anchoring
Gazela has tremendous inertia, and requires much energy to
get underway or dock. The dangerous processes of docking
and undocking demand the crew’s utmost attention, care,
and respect. Every crew member assigned a task should be
focused and ready to act as soon as ordered. Crew without
tasks should stay out of the way, remain quiet, and not distract anyone assigned to a task. Idle crew may be needed to
address unforeseen difficulties, so they should be paying
attention and ready to work if the mate calls.
Standard Mooring Configuration
Gazela uses four docklines to secure her to dock. The four
lines are named by number from forward to aft as follows:
#1 Bow Line
This line runs through the open chock on the rail, goes
under the bowsprit netting and bowsprit guys and leads
forward to a cleat on shore. It is made fast either to the
samson post with a tugboat hitch or to the windlass using
round turns and figure eights.
#2 Aft-tending Spring Line
This line runs through the closed chock in the bulwark,
forward of the main mast. It is made fast to the bitt
between the mainmast and foremast.
#3 Forward-tending Spring Line
This line runs under a bulwark plank bearing on the toptimber with the copper plate on it. It is made fast to the bitt
near the pilot house.
#4 Stern Line
This line runs through the open chock on the offshore stern
quarter and is made fast to the bitt on the side opposite
from which the ship is docked.
When the ship is at rest, all docklines are doubled up, and
have chafing gear placed between the line and rub points.
While in Philadelphia, Gazela has two wire cables for safety,
28
one at each end of the ship. Gazela is required to have two
(2) gangways during her open ship tours. The green and
white platforms and steps are used on the ship’s deck as
landing platforms. Wheeled ends of gangways often go
ashore. The gangways are stowed on the galley roof while
the ship is underway. A cargo net is installed under each
gangway as a safety net.
Undocking
When departing the dock, the cables are removed and
docklines are singled up. The cargo nets are taken up and
stowed appropriately. Chafing gear is removed, if possible.
The deck officer will assign two hands to each dockline and
additional hands to fenders. The fender hands should untie
the fenders and make ready to move them to locations designated by an officer. The watch on duty takes their stations
on helm and lookout. A shore-side person assists with
removing lines. The captain may also designate a boat crew
to help get Gazela off the dock.
Once ready, the captain calls for lines to be taken. When a
line is called, the hand at the bitt should unwrap the line,
putting slack out. The shore-side person removes the line
from the bollard or cleat and may carry the line close to the
ship. The bitt person and the assistant must pull in all the
line, trying to keep the line from getting wet. If working the
stern line, avoid getting it tangled in the propeller.
Usually, the captain relies on one of the spring lines to
bring the ship off. Special care must be taken in handling
this line, as the strain may be heavy.
Docking
In preparation for docking the docklines, fenders, and heaving lines must be brought up on deck, and checked for
readiness. The deck officer will inform the watch leader
which side the ship will moor. This person will assign crew
to setup and man the docklines. Each line should be flaked
out and led through the rail well before the final approach
to the dock. Each dockline should have an appropriate
length of line led through the rail, flaked on the rail itself. A
heaving line should be attached to the bottom of the dockline’s eye with a rolling hitch. The heaving line should be
coiled and ready for use. Additional crew will be assigned
to man the fenders. They should have fenders in hand as
the ship approaches the dock.
The #2 dockline will normally be sent ashore first. This line
often comes under tension while coming to the dock, and
may be used to bring the ship in. Only experienced crew
are assigned to this line. The captain will indicate when
each line should be sent ashore, and this command will be
relayed by the mate. Once a line is ashore, there will be a
series of orders to hold, take in, let out, surge or otherwise
manipulate the dockline. Line handlers are to stay at their
stations, alert for further commands until ordered to stand
down. They will then retrieve and stow their heaving line,
double up their dockline with the unused end or a second
line, and apply chafing gear. Keep in mind that the ship
may not move again for a great while. Chafing gear should
always be applied fastidiously as the safety of the ship
depends on the security of her docklines. A dockline can
have one of it’s strands chafed through in a matter of hours
without protection.
Once safely moored the crew must setup gangways, safety
netting, shore power, fenders and chafe gear. All hands are
expected to pitch in until the officer in charge is satisfied
with the arrangement.
Anchoring
Gazela has two main anchors, one on each side of the bow.
The starboard anchor has three shots of chain attached. One
shot is 90 feet long. The port anchor has only one shot of
chain. If the second anchor is needed, a hawser may be
attached to extend its reach. Each anchor is secured to the
ship with a pelican hook.
The windlass only works in one direction; its primary purpose is to raise the anchor. Before any passage, Gazela’s
starboard anchor has one shot of chain flaked out forward
of the windlass. The anchor chain is wrapped around the
windlass three times.
When anchoring, the captain will assign a reliable hand to
the anchoring detail. That person needs an adjustable
wrench and a sledge hammer. The wrench is used to
remove the safety bolt from the pelican hook. The sledge
hammer is used to knock back the link on the pelican hook,
thus releasing the anchor. The duty officer, working closely
with the captain, commands the person chosen to release
the anchor. Once the order is given, the assigned hand will
strike the link and get out of the way as the anchor and
chain deploy in a matter of seconds. Once the anchor is out,
the mate watches for signs of dragging. More chain can be
payed out if needed.
The anchor ball and light must be raised as soon as the
anchor is down. This shape and light are stored in the donkey engine room. They are raised on the kingstay, using the
light line and shackle mounted on the stay. A stern light,
located in the pilot house, is attached to the iron at the end
of the mizzen boom.
Weighing Anchor
Before weighing anchor, the engineer must first warm up
the donkey engine. A fire hose from the forward fire station
is unrolled and run up the outside of the ship to the
bowsprit, where a crewmember washes mud or debris off
the anchor chain as it comes in. A team of 3-4 hands are
assembled as the chain gang. A mate with a radio is stationed on the bowsprit, in good position to see both the
anchor chain and the engineer in the donkey engine room.
The watch is on station, standing lookout, and helm. The
mate is in charge of the operation.
The chain gang is equipped with chain hooks, a long pry
bar, and a sledge hammer. As the windlass brings the chain
in, the chain tends to walk towards the middle of the drum.
Care must be taken to keep the chain from riding over subsequent turns. This is done by surging the chain and trying
to keep the chain on the outside of the drum. The work is
long and slow. Frequent stops are likely, especially if a riding turn occurs. Once stopped, the pelican hook may be
applied to keep the tension safely away from the windlass.
The sledge hammer is used to loosen riding turns and drive
chain to the outside, though its use shoould be kept to a
minimum. The pry bar helps with moving chain.
As chain comes off the last turn on the windlass, it needs to
be pulled aft. Additional hands work to keep the long chain
flaked out near the galley. Once the anchor stock is in the
hawse pipe, the pelican hook is attached and tightened. As
soon as the ship is underway, the anchor ball and lights are
removed and stowed.
Once the ship is underway, the anchor is returned to a
ready-to-use state as soon as possible. It needs to be available in case of an emergency. In order to reset the anchor
gear, the detachable link between the short leader chain and
the first shot is removed. Chain may need to be surged forward around the windlass to get enough slack. With the
link removed the chain is unwrapped from the windlass. A
team will flake out the first shot of chain forward of the
windlass drum. These flakes of chain must be carefully
placed to run free and avoid kinks. Once the chain is flaked
out the removeable link at the end of the first shot of chain
is broken. This will allow the chain to be wrapped around
the windlass drum three times. Once everything is correctly
setup the detachable links must be reinstalled and double
checked. The anchor detail reports to the officer of the deck
when the anchor is ready to be used again.
29
Setting and Dousing Sails
Headsails
Fom forward to aft
• flying jib (light air)
• outer jib
• inner jib
• fore topmast staysail
Setting
The headsails may be set separately or all at once.
• man the halyards
• man the downhauls
• man the sheets Order “to set”
• downhauls are cast off
• halyards are hauled home then belayed
• lee sheets are taken in until the sails stop luffing and
set properly
• weather sheets are checked to make sure there is some
slack left in them.
• All lines are coiled and hung.
Dousing
• cast off halyards
• take in downhauls to bring the heads of the sails down
• ease and tend sheets to release tension in the sails so
the hanks slide freely down the stays. Furling
• lay the miter seam along the bowsprit
• lay the sail to either side of the bowsprit, leaving a
good amount of “skin” on either side of the miter
• furl the starboard side then the port side into the center of the sail toward the miter
• wrap the “skin” around the furled sail tightly and flip
the sail upside down to starboard so the miter faces up
and runs down the center of the “sausage.”
• the foretopmast staysail and inner jib can then be
secured with gaskets that are fixed to the bowsprit.
The outer jib is furled much the same way, but must be
folded in half with its clew brought under the top half
of the furled sail and brought all the way forward to
the stay. It can then be gasketed. The flying jib is furled
along the bowsprit guy and gasketed.
30
Staysails
Setting
To set the staysails, the
halyards, downhauls,
and lee sheets are
manned. Upon the command to “set the sails,” halyards are
hauled home, downhauls are eased, and lee sheets are
hauled in until the sails are set properly. Ease the downhauls
while hauling in the lee sheets, so that the clews of the sails
can be brought down on the lee sides of the stays below. This
eliminates the extra work (and accompanying chafe) which is
needed to pull the clews over the stays from the weather
side.
Dousing
When the order is given to ease the halyard and take in the
downhaul, the halyard should be eased slowly, while the lee
sheet is eased and the downhaul taken in smartly to bring
the clew up to meet the descending head of the
sail as soon as possible. The easing of the halyard and the
hauling of the downhaul are then coordinated so that the
head and the clew come down the stay together. Furling The
topmast staysail is furled working from the top and the topmost shrouds, while the middle staysail is furled
working from the crane lines. The gasket coils are released
and the gaskets are allowed to hang free. Then each sail is
gathered into a roll behind the mast, starting from the top
and working downward leaving the final flake of canvas
large enough to be pulled right round the outside of the bundle to form a skin. As the roll is formed the gasket is spiraled
round it, working down from the top. The lower part of the
sail bundle is lifted and folded upwards before being rolled
and enclosed in the skin. If this is judged correctly, the size of
the furled sail will remain constant down to a neat “tucked
in” lower end.
NOTE: To set the main staysail, the downhaul is eased from
the fiferail on the fore mast, and the halyard, clew, and outhaul are hauled. There is a single sheet made off to the spider
band on the main mast to trim. When the sail is doused, the
process is reversed and the sail is furled and gasketed on its
boom.
Square Sails
The crew aloft casts off
the gaskets, makes sure
the clewlines and buntlines are free to run (a
quick tug on each and a glance along its run in the turning
block), and sees that the sail is not snagged. In a strong wind,
the sail, held only by its gear, would flail around dangerously. In this case, the gaskets are cast off in succession, starting
at the lee yardarm and working to windward. Each gasket is
coiled as it is cast off, the part of the sail released is pushed
off the yard, and the gasket coiled and hung before moving
on. The crew works from a relatively safe position to wind-
ward of the released sail, though they must run the gauntlet
to get off the yard.
The upper topsail must never be put in its gear while anyone is on the lower topsail footropes. Hands on the upper
yards must be careful not to leave gaskets (particularly the
long yardarm gaskets) hanging free if they might be blown
into crew members on the yard below.
Note: When setting and dousing the upper topsail and the
t’gallant, braces should be tended.
Setting the Square Sails
Lower Topsail
Once the sails are in their gear the rest of the operation of
setting is carried out from the deck. If all the sails are to be
set in the usual sequence, the first order will be to man the
lower topsail gear, then to sheet home the lower topsail.
The buntlines are then cast off and allowed to run, the
clewlines are eased, and the sheets hauled home. It is
important to listen closely to the deck officer in charge who
will call out “that’s well starboard (or port)” when the
sheets are fully home. The sheets and the clewlines must
then be belayed. While slack should be taken out of the
clewlines before belaying them, there is no reason to take
any strain on them. The buntlines need not be belayed at
this stage.
The crew should not start to coil down any of the lines at
this stage, but should be at the ready to respond to the next
order of the deck officer in charge.
Upper Topsail
The upper topsail is more complicated than the lower topsail because its yard must be hoisted up the topmast.
However, since its clewlines are lashed down to the lower
topsail yardarms and there are no sheets, it is not necessary
to sheet home. Hands are needed to release the buntlines
and ease the clewl, but most muscle is needed on the halyard, where a long pull is required to masthead the upper
topsail yard. The upper topsail braces must also be tended
since their run changes as the yard ascends the mast. About
two feet of slack must also be thrown into the t’gallant
sheets to prevent them from binding in the sheaves where
they pass through the upper topsail yardarms.
When all the gear is manned and ready the deck officer will
give the order to “haul away.” As the halyard is hauled, the
clewlines (or downhauls in this case) are eased to allow the
yard to rise. The deck officer in charge will call for one or
the other to be eased faster (or slower) as necessary to keep
the yard level while it rises.
At the same time, the braces must be eased together so that
the yard remains parallel to the lower topsail yard—but
without excessive slack developing in the braces. Since the
hands at the braces can see what is happening to the yard
they should do this on their own initiative and it should not
be necessary for the deck officer in charge to call for adjustments to the braces.
The buntlines can be allowed to run free throughout this
operation. As the leeches of the sail come taut, the deck officer in charge will call “that’s well the halyard,” and give
the order for it to be belayed. Since the fall of the halyard
will be under considerable tension the lead hand must pass
a stopper to permit the belay to be taken. Do not belay the
clewlines or braces until told to, as the deck officer in
charge must check that the yard is level and properly
trimmed, and may call for adjustments to these lines before
they are belayed. Once again the buntlines can be left, or
taken loosely round their pins, at this stage.
Course
Next in order to be set is the course, and this differs from
the other sails in that its clews do not sheet home to a yard
but are controlled by sheets and tacks. When the ship is
before the wind the sheets take the strain on the clews of
the sail and the tacks are idle. On the other hand, if the ship
is on the wind, the windward tack and the lee sheet are
hauled taut.
In preparation for setting the course the clewlines, buntlines, leechlines, sheets and tacks are manned. When the
deck officer gives the order to “sheet home the course” the
clewlines are eased smartly—but smoothly—so that the
clews come down in a continuous, steady run. At this same
time the buntlines and leechlines are released. The hauling
in of sheets and tacks should be coordinated with the easing of the clewlines so that the clews are controlled and do
not thrash around as the wind fills the sail.
With the ship before the wind both sheets will be hauled in
until the deck officer in charge judges the sail to be setting
properly. At the same time, the idle tacks are taken in
enough to prevent them fouling on parts of the ship or trailing in the water, but they are not pulled tight.
When the ship is close hauled, on the other hand, the windward tack is first hauled in as hard as possible. This operation is called boarding the tack, and in a strong wind it may
be necessary to rig a Handy Billy tackle, bent to the tack
with a rolling hitch, to apply the necessary force. Once the
windward tack is home and belayed, the lee sheet is hauled
in until the sail sets properly. The windward sheet and lee
tack are finally taken in just enough to eliminate slack
which could foul on other gear, then belayed.
T’gallant (Topgallant)
The t’gallant is similar to the upper topsail, but a little more
complicated because it is fitted with sheets. Consequently,
the t’gallant is set in two stages: first it is sheeted home (just
as the lower topsail was sheeted home), then the yard is
hoisted in the same way as the upper topsail yard. In
preparation for setting the t’gallant it is necessary to man
the sheets, bunt-leechlines, clewlines, halyard and braces. If
shorthanded, the crew from the sheets and bunt-leechlines
31
can shift to the halyard to hoist the yard. Upon the order to
“sheet home” the bunt-leechlines are cast off, the clewlines
are eased smartly, and the sheets are hauled to their marks.
The halyard and braces are then manned, and the yard is
mastheaded to set the sail in exactly the same way as for
the upper topsail.
Finishing off
More often than not the deck officer in charge will want to
adjust the trim of the sail by bracing the yards in or out a
little. All the running gear, which by now litters the deck,
must be coiled and hung in good order. Buntlines, which
have been allowed to run while setting sail, will be looped
loosely round their pins, or may even be hanging clear of
the pins if the ship is shorthanded and they were left to run
untended. Finally, in light winds it may be necessary to
overhaul the buntlines and leechlines. This needs some
explanation.
When a sail is set, the part of the buntline running from the
yard to the foot of the sail is shorter and therefore lighter
than the part running from the yard down to the deck.
Consequently, the weight of the latter causes the buntline to
pull up the foot of the sail at its point of attachment and the
sail does not set properly. To overcome this a crew member
must be sent aloft to overhaul the buntline; that is, to pull a
few feet of line forward over the yard so that the buntline
hangs down without tension, looping a little below the foot
of the sail. To prevent the line from simply running back
when let go, the crew member seizes it roughly to the jackstay with a few turns of light stuff, which may be any suitably weak material which can be broken by a good tug on
the buntline when the time comes to haul it in again.
Dousing the Square Sails
The particular sails to be doused and their order will be
decided by the deck officer in charge and the crew should
never anticipate these orders. Nevertheless, there are certain principles which should be understood and remembered. The simplest and most important of these is the fact
that the lower two yards (the course and the lower topsail)
pivot on fixed cranes, while the upper two yards (the upper
topsail and the t’gallant) hoist up their respective masts
when the sails are set. As a consequence, the process of
dousing is essentially the reverse of setting. The usual order
is: t’gallant, course, upper topsail, and lower topsail. This
leaves the lower topsail as the last sail to be carried when
the wind strength increases.
T’gallant
On the order “hands to the t’gallant gear” the halyard,
clewlines, and braces are manned initially. The bunt-leechlines are taken from their pins, giving each a sharp tug if
necessary to break the light stuff with which it has been
stopped off at the jackstay. The next order is “clew down
the t’gallant,” upon which the halyard is eased handsomely
and the clewlines are taken in together so that the yard
32
comes down while remaining level at all times. In strong
winds the parral may bind enough on the mast enough to
prevent the yard from descending under its own weight.
When this is the case, it will be necessary to apply some
force to the clewlines, which serve as downhauls. The
sheets must not be cast off during this part of the operation,
or hauling on the clewlines will simply raise the clews
rather than bringing the yard down. As the yard comes
down, the braces must be taken in fast enough to prevent
much slack from developing so that they cannot foul the
upper topsail braces below them. Both the port and starboard braces must be coordinated so that the yard remains
parallel to the upper topsail yard.
The bunt-leechlines can be left to look after themselves
when short handed since the weight of the part leading
down to the deck is enough to bring them in. Once the yard
is in its lifts, the halyard is belayed with a little strain on it.
(This is important since the yard tends to bend downward
in the middle if it is left hanging in its lifts with the halyard
slack.) The braces can be belayed after hauling them in tight
and the clewlines, bunt-leechlines and sheets must now be
manned in anticipation of the order to clew up the t’gallant.
On the order to “clew up the t’gallant” the sheets are
released and allowed to run, while the clewlines and buntleechlines are hauled home to take the sail up into its gear.
Do not haul away blindly on these, but take them up
steadily, listening to the deck officer’s directions. The deck
officer in charge will call “that’s well” when each line is
taken in as far as necessary. Remember, the deck officer in
charge can see what is happening aloft and you cannot.
When the sail is in its gear the clewlines and bunt-leechlines are belayed. The sheets are also belayed after making
sure that a foot or two of slack is left in them so that they
will not bind where they pass through sheaves at the
yardarms of the upper topsail when that sail is doused.
Course
The next sail to be doused will normally be the course, and
here it is necessary only to take the sail up into its gear
since the yard pivots on a fixed crane. In preparation for
this the clewlines, buntlines, leechlines, sheets and tacks
must be manned. This is a heavy sail, therefore, each of the
clewlines and buntlines must be manned with at least two
crew members.
The traditional order for dousing is “rise tacks and sheets” (
not “clew up the course,” as you might expect). On this
order the clewlines, buntlines and leechlines are hauled
home, while the sheets and tacks are eased in a coordinated
way to control the clews and prevent them from flailing
around. Once the sail is in its gear the clewlines, buntlines
and leechlines are belayed. The sheets and tacks are belayed
with a little slack in them.
For this sail (as for all the others ) the buntlines must not be
hauled in too far or the foot of the sail will be drawn up
above the jackstay and furling will be impossible. The foot
should be hauled up just about level with the eyes in the
lizards through which the buntlines lead.
Upper Topsail
Harbor Furl
Dousing of the upper topsail is completed by the order to
“clew up the upper topsail,” but since the clews are lashed
down to the lower topsail yard it is only necessary to take up
the buntlines.
The first job falls to the hands at the yardarms who must
haul up the leeches, starting from the head of the sail and
spreading them inward along the top of the yard.
The procedure for dousing the upper topsail is the same as
for the t’gallant and is initiated by the order “clew down the
upper topsail.” When the yard is fully down in its lifts the
clewlines should be hauled in as tight as possible before they
are belayed. This is important because the lower topsail yard
has no lifts and relies on these clewlines to hold it level. At
this point the slack left in the t’gallant sheets can be taken up.
Lower Topsail
Finally, the lower topsail is doused by clewing it up to its
yard. On the order to “clew up the lower topsail” the sheets
are released and the clewlines and buntlines are hauled
home, then belayed. The sheets should then be pulled up
tight again before they are belayed as this helps to hold the
lower topsail yard.
A Final Note:
In moderate winds the yards can be clewed down and the
sails clewed up without difficulty. However, in a strong wind
a very hard pull on the clewlines may be needed to move the
t’gallant and upper topsail yards down the mast. Similarly,
when clewing up several hands may be needed to get in
each clewline and buntline. In these circumstances the lines
are hauled one at a time, starting from the windward side.
Thus the windward clewline is brought in first, followed by
the outer buntline, and so on. In this way the wind is spilled
from the sail progressively.
After the sails are taken in, all lines can be coiled and hung.
Furling the Square Sails
If the ship is short-handed it may not be possible to furl
more than one sail at a time. Generally the crew works down
the mast, furling the sails in succession starting with the
t’gallant. When plenty of crew are available it may be possible to work more than one yard at the same time.
Square sails can be furled in either a Sea Furl or a Harbor
Furl. A Sea Furl is done with less regard to appearance, and
more toward quickly securing the sail from flogging in the
wind. A Harbor Furl emphasizes even folds (flakes), a
smooth finished appearance, and being fully rolled atop the
yard, at the usual cost of speed.
When the deck officer in charge gives the order “aloft and
furl” the assigned crew climbs to the yard on which they are
to work. Safety procedures described earlier in connection
with casting off gaskets must be observed. In particular, no
one must be on the lower topsail footropes until the upper
topsail has been furled. If two other adjacent yards are
manned, the hands on the upper one must take care not to
let hanging gear endanger those below.
When the crew reach the yard on which they are to work,
their first action is to get the gasket coils out of the way by
pulling them over the top of the yard so that they hang
down behind it. In light winds the coils can also be loosed so
that the gaskets hang straight down behind the yard ready to
be passed round the sail when it is furled. In heavy weather,
on the other hand, it is advisable to leave them coiled until
they are needed.
Since the clews are supported by the clewlines this folds the
leeches with their mid-points towards the center of the yard.
The leeches are kept in this position by pulling them back
across the top of the yard and tucking them in between the
yard and the bodies of the crew as they lean forward. If the
sail has long leeches it may be difficult or impossible to haul
them up by hand as just described, and leechlines are then
needed. On Gazela these are fitted on the course and they
take most of the hard work out of the job. The hands of the
yard need only reach down and lift these leeches back over
the jackstays.
Once the leeches are up all hands on the yard reach down for
the foot of the sail, pull it up over the top of the yard, and
tuck it between the yard and their bodies, as in the case of
the leeches. Next, the bulk of the canvas, which is still hanging as it was drawn up by the buntlines, must be stacked in
folds on top of the yard. To do this the crew reach down over
the yard and grasp the canvas a short arms length below.
This is rolled up over the jackstay and tucked in with the
foot of the sail, thus forming a fold of canvas lying on top of
the yard. The process is repeated, the successive folds (or
flakes) of canvas being piled on top of each other until only
enough is left between the last flake and the jackstay to provide a wrapping (or skin) round the furled sail. The accumulated flakes on top of the yard are then stuffed into this. The
edge of the skin furthest from the jackstay is then pulled
back over them so that they are completely enclosed in a
cylinder of canvas which, at this stage, lies against the yard
in front of the jackstay.
The crew at the yardarms have the most difficult job, since
they must roll up as tightly as possible the parts of the sail
nearest the clews, so that unsightly ears of loose canvas are
not left hanging down.
Finally, the whole sausage of furled sail must be rolled back
over the jackstay to rest on top of the yard. To do this successfully everyone on the yard must heave together, and this
is coordinated by the hand at the windward yardarm, whose
order to “roll home” is most likely to be heard in a wind.
With the sail on the yard, the outer skin should be pulled
tight and smooth so that it completely encircles the folds of
canvas, and it then only remains to secure the whole thing
with the gaskets. These are passed forward over the top of
the sail, threaded through the eyes on their opposite ends in
front of the jackstay, then pulled back over the top of the sail,
33
forward below the yard, and on in the same way round the
sail and the yard until they are expended. The turns should
be spiralled in along the yard to secure as much of the canvas as possible. Then the end is tied off in a gasket hitch (the
rolling hitch on rope) about the standing part of the turns.
The yardarm gaskets are handled a little differently, since
they serve to secure the ears of canvas running down to the
clew irons. They are much longer than the other gaskets and
they are first passed forward below this ear to pull it up
toward the yard, then spiraled in along the yard as successive turns are passed and tied off like the other gaskets.
For an extremely formal appearance, the Captain may desire
that the gaskets not be spiraled down the yard in workboat
fashion, but made up flat, each new turn around the yard
laying adjacent to the previous turn. The gasket is then finished with a round turn around all wraps together, finished
with a slippery hitch atop the yard where it is not visible
from the deck.
The traditional standard for a proper harbor furl is ‘up, tight,
and out of sight’ of a deck officer standing directly below.
Sea Furl
The purpose of a sea furl is to quickly and efficiently secure
the sail to the yard such that wind will have no purchase on
any loose edge or corner of the sail. It is done with no regard
to appearance, and every regard to speed and tightness.
At sea the hands on the yard work independently in gathering up the sail into flakes, the object being to complete the
furl as quickly as possible. In heavy weather, when the wind
is strong it is not practicable to assemble the flakes of canvas
on top of the yard, and it may even be very difficult to get up
the leeches and foot, and hold them in place.
In these circumstances the sail is furled progressively, starting at the windward yardarm. Several hands, working close
together to control the canvas, haul up the windward leech,
gather in the outermost part of the sail as best they can, and
secure it with the yardarm gasket. They them move on to
furl that part of the sail which can be secured by the next
gasket, and so on from gasket to gasket, until they reach the
lee yardarm. In this way, not only is the sail brought under
control progressively, but the crew are always in relative
safety to windward of the bulk of the flogging canvas. The
sail should NEVER be furled starting from the leeward end,
as this can create a dangerous wind scoop effect.
When the voyage is over it is a matter of pride that the ship
should look its best in harbor so, after the sails have been
hung in their gear to dry, they may be re-furled in a harbor
furl.
Trimming the Square Sails
The square sails are trimmed at the correct angle to the wind
using the braces, and the operation is therefore called bracing. When the yards are at right angles to the fore-and-aft
direction they are said to be braced square. The extent to
which they can be swung around away from this position is
34
limited, since the after sides of the yards begin to press
against the shrouds and backstays at which point they are
said to be braced up sharp. When the wind comes from the
starboard side the yards must be braced with their starboard
ends forward in order to take the wind on the after side of
the sails, which are then said to be braced up on the starboard tack. With the wind from the port side, on the other
hand, they are said to be braced on the port tack.
An Example
For starboard tack: The port side (the lee braces) are hauled,
while those on the starboard side (the weather braces) are
eased. In preparation for bracing, a foot or two of slack is
thrown into the buntlines and leechlines on the weather side.
This is necessary because a feature of the geometry of pivoting the yards causes this gear to tighten on the weather side
and eased on the lee side as the yards swing. Without the
extra bit of slack this would cause the buntlines and leechlines on the weather side to draw up tight and pull the sails
up at their points of attachment, spoiling the set.
Tend the course tacks and sheets.
The order for bracing is “let go and haul,” upon which the
lee braces are hauled in steadily, while the weather braces
are eased enough that they do not impede the rotation of
the yards—but not so much that they hang down slack and
foul each other. The hands on the braces must watch the
movement of the yards and time their actions so that each
yard lags slightly behind the one below as they turn. When
the desired trim has been reached the deck officer in charge
will give the order “that’s well.” The deck officer may call
for one or two more pulls on certain braces. When all yards
are trimmed satisfactorily, the order will be given to
“belay,” and once the lee braces are belayed any remaining
slack is taken out of the weather braces before they too are
belayed. In heavy weather the tension in the braces can be
considerable, and it may be necessary to pass stoppers to
belay the lee braces, since they have been taken off their
pins.
The square sails function best when their yards are parallel
to the horizon, but the braced yards may be cockbilled out
of this alignment for two reasons. First, they are tilted by
the heel of the ship and, second, the geometry of their pivoting arrangements tends to make them tilt as they are
braced around. The cockbill can be eliminated using the
running lifts which are fitted on the course yard. Since all
the yards are tied to the lower yard through the leeches of
the sails, leveling the lower yard levels all of then. Both the
above sources of cockbill cause the forward ends of the
yards to be higher than the after ends, so the yards must be
leveled by hauling in the lift attached to the after end of the
course yard (the lee lift) and easing the other one. Once the
yards are braced up sharp this needs a very hard pull on
the lee lift, and it is much easier to adjust the lifts just as the
yards begin their swing. Of course, one must then estimate
how much adjustment will be needed, and the deck officer
in charge will specify this.
Gaff Sails
(Main and Mizzen)
The two gaff sails are
large. Both they and
their spars are very
heavy and several
hands are needed for most of the hauling jobs and every
precaution must be taken in handling the lines. This is a
place where sloppy line handling is particularly dangerous
to everyone involved.
Setting the Mizzen
The process of setting the mizzen will be described in detail
since it is a little more complicated than setting the main. It
is important to realize that this sail is virtually impossible
to set when full of wind, so unless the wind is very light the
boom and gaff must be almost parallel to the wind direction before attempting to hoist the gaff. There are two ways
of accomplishing this: the ship can be brought head to the
wind, so that the sail can be set while it is sheeted in amidships, or the sheet can be eased until the boom is far
enough out to leeward. (In practice the gaff and the sail
below it tend to foul on the after mizzen shrouds if the
sheet is eased too much, so the second can be used to only a
limited extent.)
Before starting to set the sail there are a number of preliminaries which must be attended to:
• First, it is very important to remember that the mizzen
boom sits in a chock on the pilot house roof.
• The boom preventer strop must be rigged to the pennant.
• Gaskets can be coiled and stowed.
The boom must now be released from the chock on which it
rests. To do this the mizzen sheet is eased slightly, while a
pull is taken on the quarter lifts—just enough to raise the
boom so that a hand on the pilot house roof can turn down
the hinged chock. If the ship is pointing into the eye of the
wind the gaff can now be raised, but before starting this,
the gaff topsail sheet must be cast off and allowed to run as
the gaff goes up. The throat and peak halyards are then
manned and on the order to “haul away” they are brought
in steadily. The hands working on the halyards should keep
their eyes aloft to observe the effect of their actions. The
gaff should remain horizontal as it goes up so that the shoe
at the gaff jaws does not jam on the mast and the gaff must
rise inside the quarter lifts. When the luff on the sail comes
tight an additional heave on the throat halyard is needed to
raise the boom jaws off the table where they rest when the
sail is furled. The hands working the peak halyard continue
hauling until the deck officer in charge determines that the
peak of the mizzen is in the correct position and the sail is
set; the peak halyard is then belayed.
When the ship is turned off the wind to its heading the
sheet is eased and the preventer (if rigged) is hauled in to
trim the sail to the wind, then both are belayed. The running backstay on the windward side is made off to the eye-
bolt at the transom, the slack is taken out and the line made
fast. The leeward running backstay is secured just aft of the
mizzen shrouds. If the boom is lifted high enough by the
sail, sufficient slack is created in the quarterlifts to keep
them from pressing into the sail, and no adjustment should
be required.
Setting the Main
The main is set in the same way as the mizzen, but the
process is simpler in several respects: There are no running
backstays to be set up, the boom does not sit in a chock
when the sail is furled, there is no gaff topsail gear to contend with and the gaff is long enough to protrude between
the quarter lifts even when full lowered, so no precautions
are necessary to prevent it from swinging outside them.
Dousing and Furling the Mizzen
As in the case of setting, the gaff sails must be luffed to spill
the wind before they are doused. It is best to do this by
bringing the ship into the wind, if possible, so they can be
doused with their booms amidships. While this is the best
position for the crew to gather in the canvas as the gaff
comes down, it is not impossible to douse the sails with the
booms well out—but then one must rely entirely on the
lazy jacks to contain the canvas. (The gaffs and the sails also
tend to foul on the aftermost shrouds as they come down,
so this situation should be avoided if possible.) Let us first
assume that the ship will be brought into the wind.
A key role is played by a hand posted on the pilot house
roof, whose duty is to position the chock ready to support
the boom. The sheet is hauled in as the ship comes to the
wind and belayed to hold the boom securely amidships. It
is convenient to remove the preventer at this point so that it
does not impede the furling of the sail.
At the command “Table the Mizzen”, the peak and throat
halyards are simultaneously eased until the weight of the
boom is resting fully on the table and the quarterlifts (the
sail should be slack at the leech and luff). The boom is then
centered in the chock, and hauled down tight with the
sheet. Only when the boom is secured is it safe for crewmembers to insert the gaskets under the foot of the sail and
take up furling positions along the boom.
All is now ready to lower the gaff. The throat and peak halyards are eased together, maintaining a smart pace, while
not overwhelming the furlers. Both these hands must keep
their eyes aloft on the gaff and coordinate their actions so
that it retains its angle as set, so it does not jam. (If the peak
of the gaff is allowed to come down faster than the throat,
the leech of the sail will collapse into large folds of canvas
which must be gathered in by hand on the pilot house roof,
and it is difficult then to achieve a neat furl). As the gaff
descends, the slack which develops in the gaff topsail sheet
must be taken up, and hands stationed on each side of the
boom gather the loose canvas from the mast outward. The
hand on the pilot house has the job of tidying up the outermost end of each and pulling it aft so that the flake is properly stretched out.
35
When the gaff jaws are fully down, lying just above the
furled canvas at the inner end of the boom, the throat halyard is belayed. The peak halyard is then slacked further,
and the remaining triangle of sail is folded into flakes on
top of the boom until the peak of the gaff is touching the
furled canvas. Then the halyard is belayed. Finally, the gaskets are passed over the gaff, enclosing the furled canvas,
and made fast with a single slippery hitch. The job is completed by bringing the running backstay forward to the
mizzen shrouds.
Dousing and Furling the Main
The mainsail is handled in essentially the same way as the
mizzen except that the boom relies entirely on the lifts for
support when the sail is furled. As the ship is brought to
the wind the boom is sheeted in amidships, and the preventer (if rigged) is removed. At the command “Table the
Main,” the peak and throat halyards are simultaneously
eased until the weight of the boom is resting fully on the
table and the qarterlifts (the sail should be slack at the leech
and luff), and the sheet is hauled as tight as possible and
made fast. Unce the boom is secure, gaskets are passed
under the foot of the sail and furlers readied. Dowsing the
main is done the same way as for the mizzen.
Dousing the Main or Mizzen “Off the Wind”
If the ship cannot be brought into the wind, the sail must be
luffed by easing its sheet as far as necessary before lowering the gaff. This is known as dousing off the wind. Once
the sail is luffing the throat and peak halyards are eased, as
before, and the sail is allowed to drop into the lazy jacks.
Since the main gaff is long enough to project beyond the
quarter lifts, even when fully lowered, it can be taken right
down before the sheet hauled in to bring the boom amidships. The sail is then accessible and can be furled.
The mizzen is especially difficult to douse off the wind due
to the large amount of sail outboard of the quarterlifts,
which will tend to hang up. If it must be done, it may be
necessary for crewmembers to haul the sail down until it
clears the quarterlifts.
Fisherman Staysail
The forward upper corner of this sail is called the throat
and the after upper is called the peak; the lower forward
corner is the tack and the
lower after corner is the
clew. The throat and peak
are hoisted by separate
halyards which reeve
through blocks at the
main lower mast cap and
the mizzen truck, respectively. The tack is hauled down by a tack line to stretch the
luff, and a sheet attached to the clew is belayed at the rail
well aft.
36
Setting
The sail is unrolled and stretched out on deck with the
throat and tack forward and the peak and the clew aft. Care
must be taken that the sail is not twisted, so it is necessary
only to bend on the peak and throat halyards and to the
tack if setting to leeward. The sail is then run aloft by hauling on the halyards. These are belayed, the tackline is
hauled down hard to stretch the luff, and the sheet is taken
aft and hauled until the sail sets properly.
Dousing
To douse the fisherman, the halyards are eased and the
sheet and tackline are used to pull the sail down to the
deck, where it is flaked down as it comes. If it has been set
to leeward, the hands gathering in the sail must take care to
work from its windward side so that it will blow away
from them in case of a sudden gust of wind.
Mizzen Gaff Topsail
The mizzen has a triangular gaff topsail whose luff is bent
to hoops on the mizzen topmast. It is therefore furled and
set aloft. The main topsail, on the other hand,
is a four-sided fisherman staysail and is set
flying from the deck.
Setting
Before setting the gaff topsail a hand must be sent aloft to
cast off its gasket. This is made up into a gasket coil and
hung from its point of attachment. To hoist the sail the
downhaul is cast off and the halyard hauled to raise the
peak to the masthead. The clewline is then cast off and the
sheet hauled in to stretch the clew aft to the end of the gaff.
Finally, the lee tack is eased freely and the windward tack is
sweated home and belayed to stretch the luff of the sail tight.
Dousing
Dousing is essentially the reverse of setting. The tacks are
cast off, the sheet is eased and the clewline hauled in. The
peak is brought down by easing the halyard and taking in
the downhaul. The sail is furled in the same way as a staysail, but the roll of canvas must be secured at the side of the
mast, rather than behind it, so that it does not interfere with
the spans of the peak halyard.A good furl cannot be
achieved if the downhaul has been hauled in too far and the
hands aloft may need to call for the downhaul to be eased.
Unlike the fisherman, the gaff topsail can be tacked. This is
accomplished simply by casting off the formerly active and
hauling in the formerly lazy tackline, thus removing the tack
of the topsail over the peak halyard and down the opposite
side. There is a good deal of friction opposing this movement
and it may be necessary to send a hand aloft to help the tack
over the halyard.
Sail Evolution
Headsails
Setting
haul away halyards
all slack downhauls tend sheets
sheet home headsails
sheet home the lee sheet over haul the weather sheet
Dousing
haul away downhauls
cast off and tend halyards tend sheets
Staysails
Setting the Main Staysail
haul away halyard
all slack downhaul haul away outhaul
Setting the Upper, Lower, T’Gallant Staysails
haul away halyards
all slack downhauls tend sheets
sheet home staysails
sheet home the lee sheet over haul the weather sheet
Dousing the Main Staysail
haul away the downhaul
cast off and tend halyards eased out-haul
Dousing Lower, Upper, and T’Gallant Staysails
haul away downhauls
cast off and tend halyard tend sheets
Square Sails
Setting the Course
sheet home the course
smartly cast off clews, bunts, leeches haul away
sheets and tacks (weather first)
Setting the Lower Topsail
sheet home the lower topsail
cast off clews and bunts haul away sheets
Setting the Upper Topsail
tend the braces
sheet home the upper topsail
cast off clews and bunts tend braces and t’gallant
sheets haul away halyard
Setting the T’Gallant
tend the braces
sheet home t’gallant
cast off clews, bunts, and bunt/leeches sheet home
haul away t’gallant halyard
tend braces haul away halyard
over haul the bunts
Dousing the Course
rise sheets and tacks
cast off sheets and tacks haul clews, bunts and leeches
Dousing the Lower Topsail
clew up lower topsail
cast off sheets haul away clews and bunts
Dousing the Upper Topsail
tend the braces
clew down upper topsail
ease halyard haul clews tend braces and t’gallant
sheets
clew up upper topsail
haul bunts
Dousing the T’Gallant
tend the braces
clew down the t’gallant
ease halyard haul clews tend braces
clew up the t’gallant
cast off the sheets haul the clews, bunt and
bunt/leeches
The Main
Setting the Main
haul away throat and peak halyards
tend preventer tend main sheet
Dousing the Main
table the Main
ease throat and peak halyards, haul on sheet
lower away peak and throat
37
The Fisherman Staysail
Setting the Fisherman Staysail
haul away peak and throat
tend tack and sheet
tack down
haul away tack
sheet home
haul away sheet
Dousing the Fisherman Staysail
haul away tack smartly
haul away sheet smartly slack peak and throat
smartly
The Mizzen
Setting the Mizzen
slack the sheet and haul away quarterlifts
(to lift the boom out of chock )
haul away throat and peak halyards
tend gaff topsail sheet tend preventer and reef outhaul tend mizzen sheet
38
Dousing the Mizzen
table the mizzen
ease throat and peak halyards, haul on sheet to land
boom in chock
lower away peak and throat
haul away reef cringle outhaul tend gaff topsail
sheet tend mizzen sheet
The Gaff Topsail
Setting the Gaff Topsail
set the weather backstay Haul away the halyard
tend sheet slack clew haul away halyard
haul away sheet
slack clew haul away sheet
haul away weather tack
cast off lee tack and tack up-haul haul away weather
tack
Dousing the Gaff Topsail
tack up
cast off tacks haul tack up-haul to mast cap
clew up the gaff topsail
ease the sheet and halyard haul away clewline
smartly
Section 2 The Ship
Deck Feature
Pinrail Diagram
Spars and Sails
Parts of the Sails
The Rig
Engineering Systems
Emergency Systems
39
Deck Features
Bowsprit
Windlass
Cathead
Samson Post
Donkey Engine Room
Cathead
Foremast
Fo’c’s’le Hatch
Life Ring
Air Vent
Galley
Lifejacket Box
Main Mast
Life Ring
Fire Station (hose) #2
Dory
Aft Main Hatch
(Submarine Hatch)
Fire Station (gasoline pump)#1
Main (Hatch) Companionway
Mizzen Mast
Paint Locker
Salon Skylight
Life Rafts
Wheel
Air Vent
Pilot House
Lifejacket Box
Life Ring with
Pole
406 EPIRB
40
Aft Hatch
Binnacle
Life Ring
Manual Bilge Pumps
Dog House (deck pump) Fire Station #3
Fire Station (hoses) #4 (star) and #5 (port)
Companionway and Engine Room Skylight Switch
for the fire pump (formerly Nelson)
Pinrail: Foremast
41
Pinrail: Mainmast
42
Pinrail: Mizzen mast
43
Gazela’s Spars and Sails
Spars
-96
-2
-4
3
-12
-8
1-
-11
-5
7
-10
9
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
-16
-15
-14
-13
Mizzen Lower Mast
Mizzen Topmast
Mizzen Boom
Mizzen Gaff
Main Lower Mast
Main Topmast
Main Boom
Main Gaff
Main Staysail Boom
Fore Lower Mast
Fore Topmast
Fore Topgallant Mast
Fore Course Yard
Fore Lower Topsail Yard
Fore Upper Topsail Yard
Fore Topgallant Yard
Sails
15
16
1.
2.
3.
4.
5.
6.
44
Flying Jib
Outer Jib
Inner Jib
Fore Topmast Staysail
Topgallant
Upper Topsail
13
14
7.
8.
9.
10.
11.
12.
5
9
10
11
12
6
1
7
2
8
Lower Topsail
Fore Course
T'Gallant Staysail
Main Upper Topmast Staysail
Main Lower Topmast Staysail
Main Staysail
3
4
13.
14.
15.
16.
Fisherman Staysail
Mainsail
Mizzen Gaff Topsail
Mizzen
Parts of the Sails
halyard
head
topping lift
Main Staysails
downhaul
lu
leech
ff
clew
main stay
tack
foot
sheet
yard
head
bunt
lines
ch
l
lee
t
foo
leech
clew line
in
e
brace
lift
sheet
45
clew
foot rope
Square Sails
Each square sail is rigged essentially the
same way, with one major difference
between the two lower sails and the
upper two. The course and lower topsail
are fixed, or standing yards; that is, they
pivot about the mast on a fixed yoke and
the sail is simply lowered from the yard
to be set. The upper topsail and t’gallant
are hoisted yards; to set these sails, the
yards are hoisted while the clews are
held down to the yard below.
tack
45
Parts of the Sails
Gaff-Rigged Sails
gaff
peak
peak
halyard
he
ad
leech
quarter
lift
foot
sheets
throat
halyard
throat
luff
reef points
clew
Both Gazela’s main and mizzen are gaff-rigged
sails, almost identical to each other in their rig.
The gaff-rigged sails are set to spars on three of
their four sides. The head is laced to the gaff, the
foot to the boom, and the luff secured to hoops
which slide up and down the mast. When the sail
is lowered and furled, the gaff lies on top of the
sail, resting on the boom. The boom is supported
at the mast by the table and, in the case of the
Mizzen, at its after end by a wooden chock.
A gaff sail is rigged with two halyards--the throat
halyard and the peak halyard, named for the corners of the sail to which they lead.
hoops
halyard
tack
head
boom
stay
Headsails
leech
mast staysail, inner jib, outer jib, and flying
jib. All of these are triangular, hanked to
forestays and furled on the bowsprit.
ff
lu
Gazela carries four headsails, the foretop-
clew
foot
clew
halyard
head
downhaul
through lizards
d
luff
leech
46
sheets
downhaul
hea
throat
clew
tack
foot
tack
Staysails
The main t'gallant staysail, main upper topmast
staysail and main lower topmast staysail are all
loose footed and have sheets going to pins on
the port and starboard side. (See Main Staysail
on reverse side.)
46
The Rig
this new, fore and aft rigged mast is called a bark; there
were three, four, and five masted barks.
Gazela is rigged as a Barkentine. To appreciate what a
barkentine is, it is useful to consider a part of the evolution
of sailing vessels.
Fore and aft sails were adapted to large vessels to improve
their windward performance and handling; the barkentine
is a successful compromise of square and fore and aft rig.
Only the fore mast of a barkentine is square rigged, and
staysails are set between the mainmast and foremast. These
square sails give her good, stable downwind characteristics
while the fore and aft rigged main and mizzen improve her
upwind capability.
A full-rigged ship is a three or more masted vessel carrying
yards and square sails on each mast. As square sails are
most efficient catching the wind and pulling the vessel with
it, ships are primarily downwind sailors. Ships can and do
sail to windward, but they require plenty of sea room; they
can also be difficult to steer and maneuver. To better the
handling qualities of a ship, a spanker was added to the
aftermost mast. This was a gaff-headed, fore-and-aft sail. (It
is gaff headed because the top or head of the sail is lashed
to a spar called a gaff, set on the fore and aft line of the
ship, unlike square sails which are set on yards which lie
across the center line of the ship.) This sail proved to be
effective enough that eventually it was set on its own mast.
As the braces which control each yard are normally led to
the next mast aft, this new mast also provided a better system for bracing the aftermost square sails. A vessel carrying
16
13
17
20
18
14
15
10
12
21
5
28
13
24
26
23
25
22
13. St'bd (Port) Main Topmast
Backstay
14. Fresh Water Stay
15. St'bd (Port) Main Topmast
Shroud
16. Mizzen Topgallant Stay
17. Mizzen Topmast Stay
18. Triatic/Spring Stay
19. St'bd (Port) Mizzen Topmast
Backstay
20. St'bd (Port) Mizzen Topmast
Shroud
25
6
30
30
4
Inner Bobstay
Middle Bobstay
Outer bobstay
Fore T'Gallant Stay
Outer Jibstay
Inner Jibstay
Fore Topmast Stay
Forestay (Kingstay)
Main T'Gallant Stay
Main Upper Topmast Stay
Main Lower Topmast Stay
Mainstay
26
7
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
Standing Rig
27
8
24
31
9
11
29
19
The last large working sail vessels built were schooners, all
sails fore and aft. This class includes huge steel ships rigged
with as many as seven masts. The move to schooners was
primarily due to economy, since the fore and aft rig requires
a much smaller crew. However, the schooner rig is also
prone to excessive amounts of chafe in a seaway, and the
demise of schooners was due almost as much to their wearing themselves out as to the competition of steamships.
1 2 3
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
St'bd (Port) Running Backstay
Fore Chain Plates
Main Chain Plates
Mizzen Chain Plates
Fore Shrouds
Fore Topmast Shrouds
Fore T'Gallant Shrouds
Main Shrouds
Mizzen Shrouds
Fore Topmast Backstays
Fore T'Gallant Backstays
47
48
outer jib stay
t’gallant forestay
Outer Jib
inner jib downhaul
flying jib downhaul
Lashed to outer jib bottle screw.
The inner jib stay bottle screw goes to a
strop passed under the bowsprit and
through the swallow of the sheaves for
the foretopmast stay.
Downhaul blocks should be outboard
and a few inches forward of where the
sail lands.
Down hauls do not run through hanks.
They run from the head of the sail
through a lizard seized onto one of the
hanks.
Standing Rig
Bowsprit
Foretopmast
Foretopmast
O
S
Outer
Staysail
Starboard Side
The other bottlescrews go to eyes
just under the rail on either side
of the stem.
The wire rope bowsprit guys end
at eyes on the forward side of the
cathead. The chains end at the
eye under the cathead. All of
them are taken up with hearts
and lanyards
I Inner
F Flying
Port Side
To remember where the downhauls and
halyards for the four headsails are
placed, remember IF SO......
Memory Tip
Lashed to flying jib bottle screw.
Flying Jib
bowsprit shrouds
foretopmast staysail downhaul
outer jib downhaul
foretopmast stay
inner jib stay
49
The halyards each run through two blocks
hanging fore and aft of each other from the
trestle trees.
Headsail Halyards
inner jib
Flying
Jib
port
to
port
deck
to port
to
starb'd
deck
starboard
stay
Flying jib halyard block shackled to a strop passed around the t’gallant
mast head so that it hangs below the t’gallant stay.
foretopmast
staysail
•
outer jib
Halyards are bitter ended on the eye of
the stay that the sail runs up.
port t'gallant shrouds
stbd t'gallant
shrouds
foretopmast stay
inner jib stay
outer jib stay
stbd forward shroud
stbd mid & aft shroud
port mid & aft shroud
port forward shroud
Looking from Port
port forward backstay
stbd upper topsail lift strop
std mid & aft backstays
port mid & aft backstays
Jib halyard blocks hang
under their respective stays.
Foretopmast Standing Rig
Shrouds and backstays seat over the trestle trees and run between the crosstrees.
Headstays lay so the trestle trees are inside the eye splice so the gate can open and
t’gallant mast can run through. The futtock shrouds come up between the forward
and middle shrouds
port t'gallant backstays
flying jib halyard strop
stbd t'gallant
backstays
flying jib stay
port t'gallant yard lift strop
Gantline strop
Forward Side
Topgallant Standing Rig
stbd yard lift strop
50
51
wire rope
Course Lifts
The bottom blocks to both halyard tackles are shackled to
eyes in the rail by the fore
lower shrouds. The hauling
part runs through a block on
deck at the fore pinrail.
Topgallant and
Upper Topsail Lifts
and Halyards
port rail
stbd. deck
wire rope
•
port deck
halyard
chain
Upper topsail wire rope pendant
bitterends to an eye in the rail
near the fore lower shroud
wire rope
stbd. rail
52
Braces
course yard
Bitter ends of upper and lower
topsail braces shackle to strop
around main mast.
lower topsail yard
upper topsail yard
t'gallant yard
to spreader
topmast
main
mast
to spreader
pendant
Seize strop
hauling part
The brace pendants make
onto the eye on the after side
of the iron band at the end of
the yard.
The after block of the course brace tackle makes
off to an iron rod that passes outside the shrouds
and ends at an iron on the rail.
See insert.
53
clew
Course sheets run
through a sheave in the
waist planking amidships and make fast to
the bollards. They are
bitterended to an eye
outboard near the
sheave.
The upper topsail clew is lashed
to the end of the lower topsail
yard.
clew
clew
clew
Clewline blocks at the ends of the yard arms are strop
blocks. Both the strop and the eye splice at the end of
the clewline slip over the end of the yard except the
upper topsail block which hangs from an eye on the
underside of the band.
Clewlines and Sheets
see detail
tack line
sheet
Upper topsail clews and
t’gallant sheets share
double blocks on either
side of the upper topsail
yoke.
clew
clew
block on cathead
clew
clew
T'gallant sheet run
through forward sheave
Course tacks go to the
eye bolts on the catheads.
Lower topsail sheets bitterend at the block on
the middle band of the
course yoke to a long
link that lies
athwartship over the
shackle.
54
leech
Course leech lines run through single blocks
hung from the forward rim of the foretop on
either side of the trestle trees.
Lizards for fair leading buntlines over the
yard are all hitched and seized to the jackstay.
Buntlines and Leechlines
bunt/leech
double block
lizards
double block
double block
double block
bunt/leech
bunt
bunt
leech
double block seized
to forward shrouds
as close to cross trees as possible.
bunt
bunt
double block seized
to forward shrouds
at top ratlines
Course bunts run through double blocks
hung from the trestle trees on either side
of the butt of the topmast.
double block seized
to forward shrouds
just higher than the course lifts.
Blocks for topsail and t’gallant
buntlines are hitched and seized to
the shrouds where shown.
55
port and starboard shrouds
lead to eye at center of ratlines on rail.
stbd shroud
upper topmast stay
stbd backstay
t’gallant stay
gate to deck 46'10"
Main Topmast Standing Rig
Forward Side
port shroud
freshwater stay (leads aft)
upper topmast staysail halyard strop
port backstay
t-gallant staysail halyard
block hangs below
gantline aft
Lower Shoulder
Upper Shoulder
56
stbd shroud
lower triatic
stbd backstay
stbd running
backstay
upper triatic
fisherman peak halyard
strop (should hang below
upper triatic)
Forward Side
mast hoops
Lower Shoulder
port shroud
strop for gaff topsail
clewline and tack uphaul
port backstay
port running
backstay
Upper Shoulder
gaff topsail halyard strop
Mizzen Topmast Standing Rig
39'7"
stbd shroud
stbd backstay
lower triatic
upper triatic
stbd running
backstay
spreader
lifts
port shroud
port backstay
port running backstay
57
Quarterlift tackle blocks
hang from rings on the
after end of the trestle
trees.
The top peak halyard block is
hung from a wire strop that
goes around the mast head
between the cap iron and the
next band.
Mainsail
quarterlift
to starboard
strop for preventer
quarterlift
to port
to
port
to
starboard
to spider band
strop for preventer
Main Sheet Detail
main sheet horse
to mizzen spider band
(see insert)
58
throat halyard
to port
Mizzen gaff topsail
sheet block
Double block
Throat halyard to port
Mizzen
strop for
preventer
quarterlift
to starboard
quarterlift
to port
peak halyard to
stbd.
rail
strop for
preventer
Mizzen Sheet Detail
patent jiber
rail
mizzen sheet
(see insert)
shallow reef cringle outhaul
runs to starboard pin on boom
Block on starboard side.
Sheave in gaff:
Fairlead for mizzen gaff
topsail sheet.
59
Boat Falls
Hook to strops in stem and
transom of dory.
Spanish burton cow hitched
to dory hook
dory hook
rolling hitch seized
to shroud
to rail
throat halyard
to main rail
The throat halyard block is shackled to
the eye of the spring stay, the halyard
runs from pinrail stbd through the block
to the port pinrail when the sail is not set.
deck ring
The sheet runs
through a snatch
block shackled to
one of the rings on
the after deck.
peak halyard
to mizzen rail
The peak halyard block is hung by a strop around the
upper mizzen topmast shoulder, it runs from one pinrail to the block to the other pinrail when the sail isn’t
set. This way the sail can be set on either tack.
Mizzen
sheet to
spider band
clewline
topsail
halyard to
starboard
Fisherman Staysail /Main to Mizzen Standing Rig
Main
60
clewline
for gaff
topsail
to port
sheave in
gaff
Sheet runs through
sheave in gaff to block
under throat
port tack to spider band
stbd tack to spider band
tack uphaul for
gaff topsail
to port
Tacks run over the peak halyard and
under the quarter lifts--the starboard tack
to the port side, and the port tack to the
starboard side.
Mizzen Topsail
Engineering and Emergency Systems
61
Aux. Fire
Pump
5" Dia. Propeller Shaft
Battery
Pac -S-
Super
Charger
Trans.
Dual
Disc
3:1
Reduction
Air
Filter
oil
water
maximum
volts
volts
Starboard Generator Set
Westerbeke 25 KW
oil
water
Engine Maximum
Caterpillar Diesel Engine
540 Horse Power
water
maximum
Port Generator Set
Westerbeke 20 KW
Transmission Maximum
temp oil pressure
oil
Propulsion / Fuel System
Air
Compressor
Dual
Fuel
Filter
Lx
Return
Supply
--- L x
Emergency
Emergency Valve L x Valve
Emergency Valve
Mizzen
Mast
Supply
Return
Supply
Return
Battery
Pac -P-
Manifold
Transfer
Pump
62
Starboard
Fuel
1200 Gal.
Diesel
Midships
Fuel
1200 Gal.
Diesel
Port Fuel
1200 Gal.
Diesel
Shore
Power
Shore
Power
Ground
Generator
Selector Switch
(Engine Room)
Generators
Main Power
Switch Gear
Load
volts
Shore Gen 1 Gen 2
Meter Panel
Energy System
208 V
Single Phase
4 Wire
63
Starboard Generator
Westerbeke 25 KW
120 Volts
Fire Pump (formerly Nelson)
Air Compressor
Lights
Receptacles
Main Circuit
Breaker Panel
(Located in the
engine room)
Bilge Pump
Receptacles
Lights
Midship Circuit
Breaker Panel
(Located near
the bilge well)
Port Generator
Westerbeke 20 KW
Battery Charger
Receptacles
Lights
Forward Circuit
Breaker Panel
(Located on the
aft side of the
fo’c's'le
bulkhead)
Battery
Pack -S-
Battery
Pack -P-
12 Volts
Hot Water Heater
Domestic Water
Pumps
Grey Water Pump
Pump Room
Panel (Located
in the pump
room)
64
1000 Gal. Fresh Water
1200 Gal. Fresh Water
Grey Water Tank
Fresh Water System
Pipes to Sinks on Aft
Head Bulkhead
Fore
Mast
Hatch to
Fresh Water
Pumps
Pipes to
Head Sinks
Floor Hatch
to Fresh
Water Fills
Hatch to Grey
Water Pump
Pipes to
Showers
Bulkhead
Pumps
Bladder Tank
Filters
Cold Water
Electric
Hot Water
Heaters
Pipes to
Galley
65
Sinks on Aft
Head Bulkhead
Grey Water System
Sink in
Head
Showers
Fresh Water Tanks
Grey Water Tank
2"
Fore
Mast
Shower/
Sink Sump
Hatch to
Fresh Water
Pumps
Sink in
Head
1-1/4"
Ship's Hull
1-1/2"
Grey
Water Pump
seacock
galley sink
Seacock
overboard
above
waterline
Mizzen
Mast
Duplex
Deck Hydrant
Aft Companionway
to Engine Room
Deck Hydrant
Additional fire fighting systems include
a fixed Halon system in the engine room and a
fixed dry chemical system in the galley.
The fire (primary) pump, (formerly Nelson) the
engine room auxiliary fire pump, and the deck
diesel pump can be used to pump water from
the bilge. There is also a portable diesel pump
that can be used for this purpose.
Engine Room
Auxiliary Fire
Pump
Diesel
Deck
Pump
Fire pump
Motor
Fire
Pump
Bilge
"Dog House" Cover
"Club House" Bulkhead
Sea Water Fire Systems
Main
Mast
Break on Deck
66
Engine Room Bulkhead
Main Hatch
(Companionway)
Fire
Station
(Valve)
Below
Deck Fire
Station
(Valve)
67
Dry Chem.
Nozzles
On/Off Switch
for Stove
Galley
Oil
Burner
Fuel
Filter
Fore
Mast
Dry Chemical System
Fuel Safety Valve
Manual and
Automatic Shut-off
doorway into galley
doorway
Fire
Extinguisher
Fuel
Filter
Fuel
Filter
Donkey
Engine
Room
doorway into donkey
engine room
Valve to
Fuel Line
Capacity
69.26 Gallons
Fuel Tank
for Galley
(on galley roof)
"Day Tank"
Ladder to
Fo’c’s'le
Galley Stove and Fuel and Safety Systems
Emergency Systems
Fire Fighting
Pumps
Gazela’s main fire pump (formerly Nelson) is located in the
clubhouse and is powered by a 5 hp electric motor. The
water supply for this pump is a seacock located on the port
side. The pump supplies 3 deck hydrants and one hydrant
located near the heads. The deck hydrants are located on
the starboard side of the mizzen mast, the starboard side of
the galley and on top of the galley. These hydrants are
painted red. The two hydrants on the deck are equipped
with 50’ feet of hose and a fog nozzle. The hydrant in the
hold has 100’ of hose and a Navy Fog nozzle. This nozzle
can shoot both a straight stream as well as fog pattern. The
nozzle has an auxiliary cellar nozzle located in a holder
adjacent to the hydrant.
The washdown pump (formerly Teel) is a smaller electric
pump located in the engine room. This pump is fed from
another sea cock located in the engine room. It feeds one
hydrant on the port side of the mizzen mast. There will be a
50’ section of hose and a fog nozzle.
The Deck Diesel is located under the dog house, forward of
the mizzen mast. This pump must be primed before starting. The engine is started using a crank, located under the
housing. The deck diesel should have 2-50’ sections of hose
and a fog nozzle. This is the primary, non-electric fire
pump. It has the capacity to be fed from either a seacock or
drawing directly from the bilge. Thus it has the ability to
both fight fires and dewater the ship.
The final fire pump is a small portable gasoline pump located on the forward side of the main companionway hatch.
The compartment should store both a 50’ section of hose
and nozzle, as well as the 20’ hard suction hose with strainer. This pump can both dewater the ship as well as fight
fires.
Hose Stations
The hydrants should have their hoses rolled in donut rolls,
where the hose is doubled up with the male end slightly
shorter than the female end. It is rolled from the center out
to the ends, leaving the female end and some hose covering
the male end. The nozzle is attached to the male end and
the female end is attached to the hydrant.
Nozzles
Gazela’s nozzles are either brass or plastic. The fog nozzles
are capable of producing a wide pattern of water down to
nearly straight stream. In general, when washing the deck,
the fog nozzle should be at a 30 degree pattern. Using
straight stream risks blowing caulk out of the deck.
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Portable Extinguishers
Gazela has three types of portable extinguishers located in
compartments around the ship. Any location which houses
electrical components, such as circuit boxes or radios, will
have a CO2 extinguisher nearby. Most locations will also
have a dry chemical extinguisher. There is one 25 lb Ansul
dry chemical extinguisher, located near the diesel fuel tanks
in the hold.
Never cover the extinguishers with clothing or other
obstructions. This is a fire hazard.
Fixed Extinguisher
The galley has the only fixed extinguisher on board. This
unit has discharge nozzles over top of the stove. The extinguisher is activated from outside the galley, near the hatch
on the starboard side.
First Aid
Grab Bags
There are two yellow grab bags for minor first aid emergencies. One will be located near the galley and one located in
the pilot house.
Crew First Aid Supplies
The cabinets above the chest freezers contain a variety of
medical supplies for use by the crew. Supplies include antinausea meds, laxatives, aspirn, band-aids and other topical
creams.
Trauma Kit
There is a large blue medical bag located in the medical
locker in the salon. The bag contains cervical collars, ambubag and airways, burn kits and trauma dressings for larger
wounds. There may be intravenous kits as well, but these
should only be used by trained medical providers.
Stokes Basket
The stokes basket is used for extricating injured parties
from precarious situations. The basket is stored behind the
aft refrigerator.
Backboard
A wooden backboard is stored with the stokes basket. This
should be used for immobilizing patients with a compromised spine.
Water Rescue and Abandon Ship
Life Rings
There are four life rings located on the main deck of Gazela.
All rings will have a strobe light attached to the ring with
polypropeline line. There are two rings located on either
side of the galley house and two located aft on the rails by
the pilot house. The ring on the port side will have an additional 12’ pole attached. If there is an incident, the pole,
strobe and ring should be deployed together.
Inflatable Boat and Outboard
The Achilles inflatable boat will be located on deck during
the operational season. Before the ship leaves the dock, the
25 HP outboard motor, gas tank, oars and navigation lights
will be assembled in the boat, in case of emergency usage.
Life Jackets
Gazela carries 60 adult life jackets, evenly distributed
between the two life jacket boxes located on the port side of
the main companionway and the starboard side of the
engine room fidley. The boxes are lashed to the deck and
the covers are never fastened down. If there is an unexpected sinking, the life jackets will self deploy, lifting the covers
off. Children life jackets are available when needed.
Life Rafts
Gazela sails normally with two 25 man life rafts, which are
mounted to the deck on both sides of the salon skylight.
These raft containers may be either rectangular or cylindrical. The raft stands are firmly attached to the deck. The rafts
are attached to the stands with a stainless steel band which
is shackled to the inboard side of the frame and secured on
the outboard side with a hydrostatic release coupled to a
pelican hook. The rafts can either be manually deployed or,
in the event of an emergency sinking, the hydrostatic
release will launch the raft.
Signaling
Navigation Lights
Gazela mounts two white steaming lights, one on the foremast at the foretop and one on the mizzen at the trestletrees. The red and green nav lights are housed on shelves
on the fore shrouds. The white stern light is mounted on
the aft side of the pilot house. The red over green sailing
lights are mounted on the fore t’gallant mast.
Anchor Ball and Lights
The anchor ball and light are stored in the donkey engine
room. The light and ball are sent up the forestay using a
shackle and light line. The light is suspended from the ball.
The stern anchor light is stored in the pilothouse and hung
from the iron on the mizzen boom.
Flares
A canister of USCG approved flares is stored in the pilothouse. There may be additional flares in ammunition boxes
down in the chart room in the salon.
Searchlight
A high-powered searchlight is hardwired to the pilothouse.
Cannon
The signal cannon is stored in the medical locker, together
with its 10 gauge blank shotgun shells.
Ship’s Emergency Signals
There is a system of emergency signals (horn or bell)
intended to alert the crew to a shipboard emergency.
• Man Overboard: 3 short rings
• Fire: 10 second continuous ring
• Abandon Ship: 7 short 1 long ring
On hearing one of these signals, crewmembers should proceed safely and immediately to their station.
Dewatering
Pumps
The regular bilge pump is mounted forward of the fuel
tanks, at the bilge access area in the hold. It is a 1.5” Jabsco
pump which has output piping through the hull above the
waterline on the port side. There is an automatic float
switch on the pump in case the water level rises too high.
In this event, an audible alarm and light sound on deck.
The portable pump located forward of the main companionway as well as the deck diesel may be used for dewatering.
The Edson manual pumps are located just forward of the
deck diesel. The handles for these pumps are located below
deck on the bulkhead near the bilge well.
Fuel Shutoffs
Galley
The diesel stove in the galley is fed from a tank on top of
the galley house. There are three valves in that pipe: 1) on
the galley roof near the tank, 2) in the donkey engine room,
3) in the galley over the port side door. The latter has a
fusible link in it in case of fire in the galley.
Donkey Engine
The donkey engine has its own fuel supply in a tank on the
engine. The fuel for the galley runs through the donkey
engine room.
69
Main Engine
The shutoffs for the engine room are located near the sub
hatch in the main hold. These shutoffs should be used with
only the permission of the captain or officer. The shutoff
will turnoff the diesel for generators and engines alike.
Electronics and Communications
GPS
Gazela has one GPS, located in the pilothouse. The GPS
feeds the navigation computer while underway.
Fixed Radios
Gazela has two fixed marine radios mounted in the pilot-
house. While underway, the officers will have one tuned to
Channel 13 and one on Channel 16.
Portable Radios
Portable radios or handhelds are located on the aft port side
of the pilothouse. These radios will remain in chargers until
required by the officers. Radios are used for weighing
anchor or evolutions requiring the inflatable boat.
Radar
Gazela has one Furuno radar unit, mounted just below the
foretop on the forward side of the mast. The cable for the
radar unit runs up the starboard wire channel in the hold.
You should not use that cable for hanging clothes .
Fathometer
Gazela has two transducers for the fathometers, located on
either side of her hull at the stern. The digital readouts are
located on either side of the chart table in the pilothouse.
Air Horn
Gazela’s air horn is located on the foremast, near the course
yard. It is powered by an air compressor located in the donkey engine room and actuated by a switch located on the
forward outside of the pilothouse.
70
Emergency Power and Lights
Gazela has a DC emergency lighting circuit, powered by D8
batteries. In the case of a power failure, the DC lights will
turn on, providing sufficient lighting to find your way
around.
The radios and GPS are powered by the 12V system.
However, the navigation lights are powered by the AC system.
Single Side Band Radio
The control unit for the SSB is located in the chart room off
the salon. The antenna tuner is located on the forward side
of the engine room skylight. The antenna is not currently
rigged.
EPIRB
The Emergency Positioning Radio Beacon is mounted on
the aft side of the pilothouse. The EPIRB mount has a
hydrostatic release for automatic deployment. The unit on
Gazela is a 406MHz with internal GPS.
Navigation
Charts
Charts are stored in the chart drawers, located in the medical locker in the salon. The mates are responsible for applying chart corrections and moving charts from the salon to
the pilothouse.
Parallel Rules, Dividers, Triangles
The tools used to plot positions on charts. These tools live
in the pilothouse, on the starboard side or on the chart
table.
Binoculars
Binoculars are located in the pilothouse and may be personal property of the officers. Ask before taking.
Marlinspike Seamanship
Basic Knots
Baggywrinkle, Serving,
Whipping
Seizing and Mousing
Splices
Handling Lines
Parts of a Block
Block and Tackles
Sail Repair
71
Basic Knots
Parts of a Knot
Standing Part
Working
Part
Bight
Reef Knot or Square Knot
If you are tying a bundle, this knot works; note
that the two bitter ends are on the same side of
the standing parts. If the line is under constant
pressure, and if both ends are the same size, it can
still be untied. This knot is used when shortening
sail or reefing... Hence the name. At times, a slippery reef knot is appropriate. This is basically half
a square bow-knot and quite easy to untie.
Figure Eight
This knot is good to use as a stopper on,
for instance, a gantline to keep the bitter
end from running through the block.
Bowline
This is the most useful of all knots aboard a ship. Once learned (and
practice is necessary) it is easy to make, never slips or jams, and can
always be untied. There are several methods for tying a bowline, but
only one correct outcome. Practice as many methods as you can, since
circumstances may dictate using one over another.
72
Sheet Bend
This is an excellent way to tie two lines together especially if they are of different sizes or textures. It is generally preferred to use the heavier line as the
standing part, and the lighter line for the wrap. The sheet bend, upon close
inspection, turns out to be actually a bowline using two lines instead of one.
For extra security, you may take an additional turn around the standing
bight with the bitter end.
Anchor Bend
Carrick Bend
Also called fisherman's bend.
This is a standard way to fasten a line to the ring of a small
anchor. The double loop
reduces possible chafe and
makes the half hitches more
secure. The seizing gives extra
security to the knot. Aboard
Gazela, it is used to secure the
Fisherman peak and throat
halyards.
This is the strongest of all bends yet it will not jam.
Graphics and text for this section were adapted
from The Marlinspike Sailor, Hervey Garrett Smith,
Rudder Publishing, 1960 and The Essential Knot
Book, Colin Jarman, International Marine, 1986.
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Clove Hitch
Commonly used to tie a line to a piling,
but it is often a mistake. Although the
clove hitch has the advantage that it is
easily adjustable, when first made or
later, the same characteristic makes it
likely to slip. To make a clove hitch
more secure, add two half hitches to finish the knot.
Round Turn and Two Half
Hitches
Similar to the anchor bend, the
round turn simply takes a full
turn around the object to be fastened (similar to the ring above)
and finishes off with two half
hitches. The difference is that the
first hitch does not go through
the round turn as it does in the
bend, thus making it somewhat
easier to tie. It is still a secure
knot for attaching a gantline to a
bosun's bag or other object to be
hauled.
Constrictor Knot
This is very useful in securing
the top of a bag or acting as a
temporary whipping on a line.
It draws tight; indeed it is often
hard to untie.
Rolling Hitch on a Line
Used to secure one line to another, for example a line being
used to relieve tension on another while the first is slacked
or repositioned. The Rolling Hitch remains most secure
when the load is applied from a direction roughly parallel
to the standing rope. A Stopper Knot for holding tension
on halyard is made in much the same way but instead of
the last hitch, the line is spiraled around the halyard and
held in place by hand.
stopper knot
74
Rolling Hitch Around a Spar
A slightly different form of Rolling HItch, the initial
turns do not cross over each other, they simply roll
around the spar. The final half hitch is still formed
beyond the point where the standing part of the line
meets the spar.
Baggywrinkle
Baggywrinkle is a form of chafing gear applied
to standing rigging to protect sails. You'll see it
on Gazela’s quarterlifts and kingstay particularly. Strands of old rope are cut to size and cowhitched onto a doubled length of marline.
When the entire length has been covered, it is
spiraled around the stay.
Serving
Parceling
Worming
Much of Gazela’s standing rig is treated in this way to protect it from wear and corrosion. Worming is the laying-in of marline between the strands of rope, spiraling with the lay. Parceling is the wrapping of narrow strips of tarred canvas or electrical tape, again with the lay. Serving is the tight binding with marline for the finish coat against the lay. Tar is the last
application.
Sailmaker's Whipping (needle
and palm whipping)
This whipping requires a sail needle and
palm, but it has additional "stitches" of
twine between strands and down the
length of the whipping in three places,
and is therefore more secure than the
plain whipping.
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Seizings and Mousings
There is an old saying, that “when a sailor sews on a button
it is on for the life of the garment.” It typifies the competence, the craftsmanship and the painstaking care with
which the sailor of old approached a task. Nothing was
ever “good enough,” it had to be right. He was dominated
by tradition—everything had to be done a certain way, just
as it had been done long before his time. Why? Because
thousands of sailors in thousands of ships long forgotten,
had discovered that it was the best way. Security was ever
their goal, for there could be no compromise with craftsmanship where their lives and the safety of their ships were
concerned. This strict adherence to tradition would be
found even in so simple a thing as a seizing, and were you
to board a hundred ships in the days of sail you would find
the seizings to be identical. The traditional form of Round
Seizing has been used for over 300 years, and if properly
done there is small chance of it ever slipping. So even
today, professional riggers clap on a seizing in the same
manner, because no one has been able to devise a better.
The most common use for a seizing today is to form an
eye in a rope, where splicing is either impractical or
undesirable. Its greatest value is where the eye is made
around a thimble, for a seizing will draw the throat or
neck of the eye much closer and tighter to the thimble
than a splice.
Seizings are made with tarred marline, which is two
strand hemp, left laid. The traditional way of starting a
seizing is with an eye-splice in the end of the marline.
The strands are only tucked once, and the ends are left
long and buried under the first few turns of the seizing.
For the simpler tucked eye, the marline is simply twisted
a bit to unlay it and the end is tucked through the
strands a few times.
The Round Seizing has two layers of turns, against the
lay of the rope and toward the eye, one superimposed
on the other. After the first layer or row has been put on,
a second row, called riding turns are applied and they
are two less in number. (For a seizing of a less permanent nature the riding turns are omitted. This is known
as a Flat Seizing.)
Pass the working end of the marline through the tucked
or spliced eye. The turns are taken close together and as
tightly as possible. Sufficient tension can rarely be had
by hand, so after every third turn heave taut on the seizing by using the marlinspike as a lever with a marlinspike hitch about the point. When ten or twelve turns
have been put on, a single hitch is taken to hold the gain.
Next, the Riding turns are put on, but only hand taut, for if
heaved on with the spike there is danger of forcing them
down into the lower set of turns. With the last turn the end
is passed from back to front, between the two ropes and
through the eye splice or tucked eye. Finally, two or three
crossing turns are taken about the seizing, hauled as taut as
possible and finished off with a single hitch.
76
To prevent hooks from unshipping, a different type of seizing, called a Mousing, is required. To mouse a hook a
length of marline is doubled and secured to the back of the
hook with a sling hitch. The two strands are then separated
and brought around the bill of the hook on opposite sides.
After eight to ten turns have been taken with each, they are
crossed in the center, and working outward with each part
a number of crossing or frapping turns are taken tightly;
then a set of riding turns back to the center where it is finished off with a square knot.
A seizing may also be needed to prevent the two halves of a
sister hook from separating. Because there is no great strain
imposed on it, a Flat Seizing finished off with a square knot
is all that is required.
Shackle pins are generally moused with thin wire and
require far fewer turns and fraps since the mousing will
take no strain and is meant only to keep the pin from
unscrewing from the shackle.
Round Seizing
Marlinspike Hitch
Sister
Hooks
Mousings
on Hooks
Splices
Strands
Parts of Laid Rope
Yarns
Fibers
Laid rope is made up of three strands twisted clockwise in a
right-hand lay. The individual strands have a left-hand lay, and
the fibers will normally have a right-hand twist.
Eye Splice
An eye splice forms a permanent loop in a line; it may be made
around a thimble or to make a gasket.
77
Handling Lines
Basic Line Safety
Whether you are handling a dockline under strain, a halyard for a sail, or a staysail sheet, it is extremely important that you keep safety in mind.
• Make a visual confirmation that the line you think you
have is, in fact, the correct line before taking it off a pin.
• Be aware of the load on the line before taking it off the
pin. You may not need all the wraps taken off before
the weight of the load will begin to make the line run.
Failure to do this may result in severe rope burn or losing control of the load.
• When you take a coil off a pin, lay it gently on the
deck with the standing side up . This will provide for a
much cleaner run.
• Do not stand on coils of line on the deck. A proper coil
on deck will allow a halyard or other line to run cleanly. You may cause it to jam by standing on it or kicking
it. If this does occur accidently, recoil the line.
• If you have handled a line during a sail maneuver or
trim, be sure to go back to coil and hang that line.
• Keep your fingers well clear of the block or pin as you
slack or tail for a line under tension.
• Be aware of a slack sheet's tendency to whip, sometimes violently, in a stiff breeze.
• Learn the lines on the ship as quickly as possibly so
that you can respond efficiently to commands.
• Never hold on to running rig for support while climbing.
• If you are not specifically designated to handle a dockline, stay well clear. If you are handling a fender during
docking, be aware of the dockline handler's need for
visibility and maneuverability. Also be aware that when
a line parts, it whips back in a straight line toward
either end. Stay out of that line.
• If someone is having difficulty hauling a line, it is
acceptable to approach the person and ask if they need
help. Do not jump into a haul on a line-sweat unannounced. The difference in load or the resultant slack
can bring everyone and the load to the deck.
• If you're asked to handle a line that you are unfamiliar
or uncomfortable with, ask for assistance.
Belaying to a Pin
Belaying means making a line fast to a cleat or belaying
pin. Just about all the running lines on GAZELA are
belayed to pins. It is best to lead the line from the side of
the pin that it naturally falls on then take a turn around
the pin to take the strain before finishing off with three
figure eight type turns. It is the practice on GAZELA to
rely on these turns to hold so that they can be let go
quickly if necessary. We do not "lock" the last turn (i.e.
put a half-hitch over the end of the belaying pin) unless
the line is the gantline being used to raise and lower an
occupied boatswain's chair. In this case, the gantline is
locked and tended until the crew member is back on
deck. (Note: the graphic below shows the coil finished
with a "locking hitch" on the pin. With a few noteable
exceptions, line aboard Gazela are belayed with three
simple figure eight turns.)
Coiling and Hanging
Once the line has been belayed and the three figureeight turns secured, the line must be coiled on deck,
in a clockwise fashion, coiling from the pin toward
the bitter end. Once this is done, pick up the coil
carefully, reach through the coil and grab the line
between the coil and the pin, put a couple of twists
in this line, pull the twists back through the coil and
secure the coil to the pin with the twists.
78
Figure Eight Coil
For halyards or other long lines, its a good idea to prepare for running by converting a
regular coil, which can be hung up but might run foul, into a figure eight coil, which
can't be hung up but will run clear even at high speed.
NOTE: In every instance, when dealing with a working line, even when the line is
apparently securely belayed, keep your extremities out of the coil, getting yourself
jammed upside-down into a halyard block is a nuisance and an annoyance.
Ballentine Coil
Chafe Gear
Another popular deck coil for halyards or other long
lines is the Ballentine coil, so named because instead of
using the two rings of the figure eight coil, it uses three
rings, with an overlap at each center intersection.
Chafe gear (or, more appropriately, anit-chafe gear) is intended to protect lines from excessive wear due to friction.
While underway or dockside, crewmembers should keep an eye out for potential damage to lines. Chafe gear is routinely applied when the ship is dockside. Strips of canvas or split firehose are tied around the docklines where they
are likely to wear: around bits, through bulwarks, over rails and stays, around bollards, etc. Crew members should
not consider themselves relieved from docking duties until all lines are protected.
Faking Docklines
Each dockline runs from the ship to the dock in a slightly different way (around bits, through bulwarks, over rails,
under stays) that often depends on how the ship is to be docked and the captain's orders. However, in almost all circumstances, the majority of the line that is left on the deck needs to be laid out in such a way that it will run freely
when the eye of the dockline is sent to shore. The method for laying this line out is called "faking.” There are several
methods for doing this, one is by starting with the bitter end against the bulwarks. The fake should be checked to be
sure it will run free.
Stowing Docklines
While underway, docklines are often stowed below decks. In this case, the line is coiled in a circle approximately 4 to
5 feet in diameter and secured with small line.
79
Parts of a Block
Shackle
Spacer
Outer Strap
Inner Strap
Cheek
Sheave
Thimble
Keeper
Shell
Becket
Keeper
Pin
Shell
Strap (aka strop or iron)
Sheave
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Block and Tackles
A Block and Tackle (pronounced tay-kle) is used where hoisting sails, as well as setting them and dousing them,
requires some means for one or two people to provide the strength of many.
A block consists of a frame of wood or metal inside of which is fitted one or more sheaves (pulleys) and is designated according to the number of sheaves it contains, such as single, double, or triple. The size of the block to be used is
determined by the size of the line that will run through it. If a fiber line is being used, the size of the block should be
about three times the circumference of the line and the sheave diameter about twice the circumference. Therefore, for
5/8 inch line (about 2 inches in circumference), the block could be six inches (three times the circumference) and the
sheave diameter four inches (twice the circumference.) This is an approximation. See the table below for recommended sizes.
Size of
Block
(Inches)
3
4
5
6
7
8
10
12
14
16
Diameter
of Line
(Inches)
3/8
1/2
9/16-5/8
3/4
13/16
7/8-1
11/8
11/4
1 3/8 - 1 1/2
15/8
1. Runner An additional power is gained when this
is used with a purchase.
2. Single Whip No power is gained.
3. Double Whip 2X the power is gained
Gazela usess over 150 blocks, from single to triple sheave,
of various size and strop arrangement, and with many of
the tackle arrangements seen below.
The term tackle is used for an assemblage of lines and blocks.
When you pass line through the block, you reeve them and the
part of the fall made fast to one of the blocks, or the load, as
the case may be, is known as the standing part, while the end
upon which the force is to be applied is called the hauling
part. To overhaul the falls is to separate the blocks. To round in
is to bring them together; and chock-a-block or two-blocked
means they are tight together.
1
2
3
5
6
7
4
4. Gun Tackle 2X to 3X the power is gained, depending upon which is the moveable block.
5. Watch or Single Luff Tackle 3X the power is gained
6. Double Luff Tackle 5X the power is gained
7. Two-Fold Purchase 4X the power is gained
8
8. Single Spanish Burton 3X the power is gained
9. Double Spanish Burton 5X the power is gained.
10. Double Spanish Burton (2nd method) 5X the power
is gained.
11. Three-Fold Purchase 6X the power is gained.
81
Sail Repair
Sailmaker's needle and palm
A
B
C
D
82
A Cut a rectangle out around the tear in the sail
B Cut patching material of lighter fabric larger than the cut
rectangle on the sail. Trim a square out of each corner of
the patch so the sides can be neatly turned under.
C Mark the patch and the sail for alignment. Take a stitch in
each corner to help prevent the patch from slipping out of
position.
D Use an overhand or hem stitch around the patch.
E Turn the sail over. Cut the rectangle of sail diagonaly at
the corners and turn the sail fabric under. Stitch the sail
and the patch again.
Simple Repair
Navigation
Aids to Navigation
Basic Tools
Relative Bearing
Sound Signals
Distress Signals
Tacking and Wearing Ship
Points of Sail
83
Aids to Navigation
The United States uses a lateral system of
markers with numbering, color, shape
and lighting of markers to indicate channels, danger, and other information. The
system assumes that the vessel is approaching land from seaward. For example, when sailing up the Delaware river
from the Delaware Bay (approaching land
from sea), the shipping channel will be
indicated with red nun buoys on the
right, and green can buoys on the left
(Red-Right-Returning).
Can Buoy 7A
(Odd numbers. GREEN)
LIGHTED
BUOY
Nun Buoy 8A
(Even numbers. RED)
LIGHTED
BUOY
G "9"
Fl G 4sec
white
light
CAN
(Green)
LIGHTED
AND/OR
SOUND
G "7"
DAYMARK
(Green border)
84
red
white
vertical
RW "N"
Mo (A)
(Mid-channel and fairways no numbers)
SG
G
"1"
R"4"
Fl R 6sec
The small graphic with letter and number notation
will be found on charts to indicate the location and
type of navigation aid. For instance, the graphic and
notation for the lighted buoy above (#9) tells us that
is a green buoy, its number is "9" and it displays a
green light that flashes (Fl) at 4-second intervals.
Note the sound indication for buoy "N" is Mo (A)
meaning that the buoy gives off the signal of a
Morse Code "A"
NUN
(Red)
R
N "6"
TR
DAYMARK
(Red border)
R
"2"
Basic Tools of Navigation
Charts
A map shows mainly land features, a chart shows mainly water features. Charts come in different scales and projections for different purposes. A large-scale chart (example: 1:1000000) will show a focused geographic area. The
features within that area will be large and relatively detailed. You may want to use a large-scale chart when coming into a port. A small-scale chart (example: 1:80.000 )shows a broader geographic area in less detail. You may
want to use this type of chart when sailing from New York to Boston.
The projection of a chart refers to how the round surface features of the earth are transfered to the flat surface of
a chart. Most of the charts GAZELA will use will be Mercator Projection charts. These charts have some distortion which must be taken into account when measuring distance. Distance can be measured ONLY on the latitude
scale.
Compass Rose
Found on a chart, the compass rose shows two circles, one within the
other, calibrated in a clockwise circle from zero degrees to 360 degrees.
The outer rose is oriented to true or geographic north. The inner rose is
oriented to magnetic north. The difference between the two varies from
location to location and is called VARIATION. The variation for the area
covered by the chart is noted in the compass rose itself.
85
Latitude and Longitude
Navigation has been defined as the process of directing the movement of a craft from one point to another on the globe. To do this
with a degree of certainty we need a system of reference points.
To establish these the surface of the earth has been divided into
an imaginary grid of lines, some running north and south, others
running east and west.
The vertical lines are labeled longitude, and the horizontal lines
are called latitude. The vertical lines in this illustration are labeled
1 through 5 and the horizontal lines A through E. We can locate
the square in this example by the grid coordinates 2-B. The circle
is at 3-C and the triangle at 4-E. To locate the X we will have to
divide the grid into finer segments, in this case each major seg ment is divided into ten sub-segments numbered .1 through .9.
We can now locate the X by the coordinates 4.5 - B.5. A grid of
this type is frequently used in city maps for indicating the location of streets or parks, etc. It is also used in polar
navigation where the lines indicating longitude are converging on the pole so sharply that they become inappropriate for locating positions. The imaginary grid over the surface of the earth becomes an actual grid on the surface of
a chart.
Dividers
These are for measuring distance. In this
illustration a pair of dividers is shown
measuring the mileage from Newport
Beach to the west end of Catalina.
Parallel Rule
This is a device for moving a line of position and keeping it parallel
with the original line. For instance, if you have determined your
course to be along a particular line, you can lay your parallel rule
against that line and "walk" the rule, maintaining the same line
angle, to a compass rose on the chart. When you position the rule
on the compass rose, you can determine your course relative to
magnetic or true north.
Hand Bearing Compass
This is a small, hand held magnetic compass fitted with sighting vanes and used to determine the direction to an object. For instance, the compass may be used to take the
position (bearing) of a buoy or approaching vessel while underway. It is most often
used on GAZELA for checking position while at anchor. Three stationary objects are
identified by the captain or mate after anchoring. The bearings are taken for these
objects with the hand bearing compass and recorded. Each watch then takes bearings
on the same three objects with the hand bearing compass to ensure that the ship has
not dragged anchor.
86
Relative Bearing
X
This is a traditional method of reporting the position of other vessels,
markers, etc. If you were on lookout and saw a vessel at position "X"
it would be reported as "2-points off the port bow." A vessel at "Y"
would be reported as "3-points abaft of the starboard beam."
87
Sound Signals
•
—
=
=
short blast on the horn (approx 1 second)
long blast on the horn (approx 4 seconds)
•••
Man Overboard
••••••—
Abandon Ship
—
••••• +
•—•
—••
In doubt or danger
At anchor in restricted visibility
Sailing or restricted in maneuverability in restricted visibility
•
"I intend to leave you to port" (inland waters)
••
"I intend to leave you to starboard" (inland waters)
•••
"I am going astern"
—
Motoring in restricted visibility
•—
Alfa
—•—•
Charlie
—•••
—••
•
••—•
——•
••••
••
•———
—•—
•—••
——
88
Fire (One prolonged, 10 second)
Bravo
Delta
Echo
Foxtrot
Golf
Hotel
India
Juliett
Kilo
Lima
Mike
Morse Code
—•
November
•——•
Papa
———
——•—
•—•
•••
—
••—
•••—
•——
—••—
—•——
——••
Oscar
Quebec
Romeo
Sierra
Tango
Uniform
Victor
Whiskey
Xray
Yankee
Zulu
Distress Signals
Because of their great importance, the accepted forms of distress signals have been written into both the International
and U.S. Inland Rules of the Road. These are contained in Annex IV, wich is identical in both sets of rules, except that
the Inland Rules additionally list a white high-intensity "strobe" light flashing 50 to 70 times per minute.
Officially recognized signals
Flames in
a Bucket
Fog Horn
Sounded
Continuously
Red
Meteor
Flares
Person
Waving
Arms
Parachute
Red Flare
Position
Indicating
Radio
Beacon
Smoke
Gun Fired
at OneMinute
Intervals
Distress signals are contained in both the Inland and
International Rules. These are the ones that are officially
recognized, but in an emergency, use any means possible
to summon help. In the U.S. this includes flying the national ensign upside down.
Supplemental Signals
In the category of "supplemental signals," Annex IV lists
a piece of orange-colored canvas, with either a black
square and circle or other appropriate symbol, for identification from the air. (Actually, the circle should be solid,
more properly termed a "disc"' and although "other
appropriate symbol" is not defined, the word HELP in
large black, block letters is often used.) Another supplemental signal is a dye marker, which can greatly enhance
the chance of a person or other floating object being
sighted in rough waters.
Black Square
& Ball on
Orange Background
RadioTelegraph
Alarm
Code Flags
November
& Charlie
Morse
Code SOS
Square
Flag and
Ball
"Mayday"
by Radio
Dye Market
Any Color
RadioTelephone
Alarm
Unofficial Distress Symbols
An unofficial but well-recognized signal, especially in
inland and coastal waters, is a red-orange flag of any
size, waved from side to side. Most American boatmen
would recognize the flying of an inverted U.S. national
or yacht ensign as a signal of distress. Remember that
such a signal has no official sanction, however, because
many national flags have no "top" or "bottom" and
appear the same if turned upside down.
Adapted from Chapman Piloting (60th Edition), Elbert S.
Maloney, Hearst Marine Books, New York, 1991.
89
wind
Tacking
Tacking is changing the heading of
the ship by bring the bow through
the eye of the wind.
Wearing Ship
Wearing ship is changing the heading
of the ship by bringing the stern
through the eye of the wind.
Commands for Wearing Ship
"Prepare to wear ship"
Commands for Tacking
"Prepare to come about"
take the fisherman
tack up the gaff topsail
sheet in the main and take preventer off
sheet in the mizzen and
take preventer off
running backstay off
let fly headsails and staysails
back headsails and staysails
brace around
pass headsails and staysails
sheet out the main and mizzen
put the preventers on
running backstay on
tack down gaff topsail
90
set fisherman
take the fisherman
brace square
tack up the gaff topsail
running backstay off
sheet in the main and take preventer off
sheet in the mizzen and take preventer off
running backstay on
sheet out the main and mizzen
preventers on
pass headsails and staysails
tack down gaff topsail
brace around
set fisherman
Points of Sail
Pinching
Wind
Pinching
Close-hauled
Close-hauled
Close Reach
Close Reach
Beam Reach
Beam Reach
Broad Reach
Broad Reach
Running Wing and Wing
91
92
Appendix
Glossary
Bibliography and Recommendations
Level 1
93
Glossary
abaft: to the rear of, after
abeam: To one side of a vessel, at a
right angle to the fore-and-aft line.
aft, after: After. Near or at the stern.
aids to navigation: Markers on land
or sea which are located to enable
navigators to avoid danger and fix
their position; buoys, lights, beacons,
radiobeacons, daybeacons.
all slack: the line is taken off the pin
and alowed to run free
amidships: In the center, the center
portion of a vessel.
astern: Behind the vessel.
athwart: At right angles to the centerline.
backsplice: A splice in which the
strands are reversed and interwoven,
to make a rope end.
backstay: A stay supporting the mast,
running from the masthead toward
the stern.
baggywrinkle: A form of chafing
gear, on a stay or shroud, made by
wrapping old rope yarns.
batten down: To close all openings
such as hatches, and fasten all loose
gear, in heavy weather;
beam: (1) one of the principal dimensions of a boat, the width; (2) the
direction at right angles to the centerline of a vessel, as “the lighthouse is
broad on the beam.”
beam reach: Sailing with the apparent
wind blowing at right angles to the
boat’s fore-and-aft line.
bearing: The direction of an object
(vessel, buoy, etc.) from an observer.
beating: Sailing against the wind, in
alternate tacks.
becket: A loop or eye made in the
end of rope or wire; a rope handle.
belay: To make a line fast, by making
turns around a cleat , post or pin.
belaying pin: A vertical pin to which
halyards and other rigging lines are
fastened, or belayed.
bend: One of several types of knots, a
combination of turns and tucks, used
to fasten a line to a spar or another
line; to fasten by means of a bend or
knot.
bend on: To prepare a sail for hoisting, to rig.
berth: A position, as a place to sleep.
bight: The middle part of a slack
rope; a loop.
94
bilge: The lowest point of a vessel’s
interior hull.
binnacle: A compass box or case, or a
stand, usually illuminated at night.
bitt: A strong post of wood or iron,
similar to a Samson post, on deck in
the bow or the stern, to which anchor,
mooring, and towing lines may be fastened; bitts are usually in pairs.
bitter end: Inboard end of an anchor
rode, the extreme end of any line.
block: A wooden or metal case for
sheaves (wheels) or pulleys on which
ropes run; the entire assemblage of
shell and sheaves.
block-and-tackle: Arrangements of
blocks (pulleys) and line to gain a
mechanical advantage.
bollard: A strong vertical fitting, usually iron, on deck or on a pier, to
which mooring lines attach
boom: A spar used to extend the foot
of a sail.
bosun: A boatswain, a person in
charge of hull, rigging, and sail maintenance as well as deck operations;
other phonetic spellings are bos’n,
bo’s’n, bo’sun.
bosun’s chair: A seat, sometimes a
rigid plank, sometimes made of canvas, used to hoist a person aloft to
repair rigging; pockets for tools are
often included.
bosun’s locker: A shipboard storage
area for deck supplies, paint, rigging
fittings, and tools.
bow: The forward part of a boat.
bowline: The “king of knots,” used to
make a loop in a line; this knot is simple, strong, virtually slip-proof, and
easily untied.
bowsprit: Afixed spar projecting from
the bow to which forestays and/or
head stays are fastened.
braces: running lines from the yards
to pins on the main shrouds used to
pivot yards on foremast.
bulkhead: A transverse wall in the
hull; creates the interior compartmentalization of a vessel.
bulwarks: A planked railing built
around the ship above the covering
board. The bulwarks are generally
built on a continuation of top-timbers
called bulwark stations.
buoys: Floating markers (“aids to
navigation”) showing channels or otherwise indicating location, rocks, and
other obstructions.
can: A cylindrical buoy, generally
green.
carling: A timber which lie fore and
aft from beam to beam into which
their ends are scored. They receive the
ends of the ledges for framing of the
deck
cast off: To loose, unfasten; to undo
all mooring lines in preparation for
departure.
cathead: Aa piece of timber with
sheaves in the end projecting from
either side of the bow of the ship for
the purpose making fast the fore
course tacks
caulking: Forcing strands of cotton
and oakum into the seams and
between the butts of planks, etc., to
prevent water penetration into the
ship
ceiling: The inside planks of the hull
of the ship
chain locker: The wooden box in
which the anchor chair is stowed.
chafing gear: Cloth, tape, or other
material fastened around a line or
other rigging to prevent wear.
Charlie Noble: A stovepipe fitting in
a cabin top or deck, the “chimney” for
the galley stove.
charts: Seagoing maps showing
depths as well as buoys and other aids
to navigation.
clew: The lower, after corner of a sail,
to which the sheet is attached.
coaming: The pieces that lie fore and
aft in the framing of hatchways and
scuttlings. Those piece that lie
athwartships to form the ends are
called head ledgers.
come up: Command to drop the line.
Used when hauling yards or main and
mizzen gaff.
companionway: A hatch or entrance,
from deck to cabin.
compass: Navigation instrument
showing magnetic north
compass card: A card, with magnetic
needles or bars attached, which floats
or pivots in a compass.
compass course: The course to be
steered by use of the vessel’s compass.
daymark: A large geometric shape
atop a pile or dolphin, to mark one
side of a channel or an obstruction
such as a submerged jetty.
day shapes: Special markers, such as
black balls, cones, cylinders, or baskets, hung aloft to indicate a vessel’s
type, occupation, or state; one black
ball means “at anchor,” three means
“aground.”
dead ahead, dead astern: Directions
exactly ahead of or behind a vessel.
donkey engine: On Gazela, the 2cylinder McClaren diesel engine that
powers the windlass (galley house,
port side)
dolphin: A small group of piles, in
the water, generally used for mooring
or as a channel marker.
downhaul: A rigging line used to
haul down, or to hold down, a spar or
sail.
ease up: When hauling a yard or the
main and mizzen gaff, the command
to take a step forward while holding
the halyard so a wrap can be taken to
the pin.
eye splice: A fixed loop in the end of
a line, made by intertwining strands
of rope or by tucking an outer core of
double-braid rope back into itself.
fair-lead: When a line leads smoothly
and directly wthout chafe.
fasteners: Hardware used to hold
tight two objects together
figure-eight: A knot, usually in the
end of a line as a stopper, to prevent
the end of the line from passing
through a block or fairlead.
fore: Located at the front, as of a vessel.
fore-and-aft: From stem to stern,
from front to back, oriented parallel to
the keel.
forecastle: (fo’c’s’le) The forward portion, below decks, of a vessel; the
crew’s quarters.
foredeck: The forward part of the
main deck of a vessel.
forward: Aboard a vessel, the direction to the front, to the bow.
frames: The bends of a timber which
form the body of a ship, each of which
is composed of one fore timber, two or
three futtocks and a top-timber on
each side, which is being united to
form the frame.
furling: Folding, rolling, or gathering
a sail on its boom or yard when it is
not in use.
futtocks: Timbers of the frame
between the fore and the top-timbers
gaff: A spar holding the upper side
(head) of a four-sided sail.
galley: The kitchen on a boat or ship.
halyard: A line used to hoist a spar or
sail aloft.
hanks: Irons arund the stays to which
the jibs and staysails are attached.
hand-bearing compass: A portable
compass, used primarily for sighting
or taking bearings.
harbour furl: The sails furled in the
neatest possible fashion.
hatch: A deck opening providing
access to the space below-hinged or
sliding.
haul away: Command to pull on a
line.
hauling: Pulling on an anchor line,
halyard, or a rope or line.
hawsepipes: Fittings in the hawseholes through which dock or anchor
lines may be run, and, in larger vessels, in which the upper part of the
anchor may be stowed.
hawser: A large rope, generally with
a circumference of 5" or more, used
for towing and for docklines.
head The bow or forward part of the
vessel, the upper end of a vertical
part, such as the rudderhead, the
upper corner of a triangular sail, the
upper edge of a four-sided sail, the
toilet aboard a ship
heading: The direction in which a
vessel is pointed at any given
moment.
heave: To pull strongly on a line; to
throw a line.
helm: The tiller, wheel, and other
steering gear.
hitch: A knot attaching a line to an
object, such as a cleat, ring, spar.
hold: Cease whatever you are doing,
stop pulling immediately and standby
for further orders, or that section of
the ship forward of the engine room
and aft of the heads once used for
cargo..
in irons: Wind not filling the sails and
vessel unable to maneuver (During a
tack, if the bow of the vessel does not
come through the wind quickly
enough, the sails will not fill on the
other side sufficiently to continue
making way. The bow of the vessel
stays pointed toward the wind, the
sails luff, and no way is made.)
Jacobs ladder: A rope ladder, lowered
from the deck, as when pilots or passengers come aboard.
jibe: To change direction, when sailing
with the wind aft, so that the wind
comes on a different quarter and the
boom swings to the opposite side; an
accidental jibe can be dangerous.
king spoke: The topmost spoke of a
steering wheel when the rudder is in a
centered position.
knee: A piece of timber resembling the
form of a human knee
knot: (1) unit of speed, one nautical
mile per hour; (2) a general term for a
hitch or bend.
lazarette: A small storage compartment at the stern.
lee: The direction toward which the
wind blows; an object sheltered from
the wind is “in the lee.” A lee shore is
the coast Iying in the direction toward
which the wind is blowing.
let go and haul: The command to
slack the downhaul and haul on halyard to set a sail (or reverse)
life preserver: A flotation coat, vest,
ring, or cushion; PFD or Personal
Flotation Device in the US.
lights: Lighthouses or beacons; fixed
aids to navigation equipped with light
sources having prescribed characteristics.
line: A rope in use aboard a vessel;
laid line is formed by twisting three
(sometimes four) strands; braided line
may be single or braid over a core.
LOA: Length over all; the maximum
length of a vessel’s hull.
lubber’s line: The index mark inside
the compass, by which the course is
read and the vessel is steered.
luffing: When the sails are not filling
correctly and flutter.
make fast: To secure to a pin using
three figure-eight turns
marline: Light two-stranded line, formerly made from hemp, tarred or
untarred, used for lacings, whippings,
seizings, and servings.
marlinespike: A pointed steel tool for
splicing line.
mast: A vertical spar, the main support of the sailing rig in sailboats.
masthead light: A white light, at or
near the masthead, used under way
by a vessel under power at night; the
range of visibility required varies with
the size of the vessel; the arc of visibility is from dead ahead to 22.5 degrees
abaft the beam, on both sides, depending on the applicable rules.
MAYDAY: A radio distress call, from
the French m’aidez (help me); SOS in
Morse code.
mizzen mast: In a ketch or yawl, the
aftermost mast; the mizzen sail is set
on this mast.
95
monkey fist: A special and fancy
knot, used to weight the end of a
heaving line.
mouse, mousing: Turns of twine or
wire, taken across a hook to prevent
accidental unhooking or around pin of
a shackle to keep it from loosening.
nautical mile: 6076.12 feet, or 1852
meters, an international standard; (A
statute mile is 5280 feet.)
nun: A type of cylindrical buoy,
tapering toward the top, used in the
American system of aids to navigation; typically nun buoys are red and
are identified with an even number.
outhaul: A line, tackle, or geared
mechanism used to tighten or adjust
the foot of a sail on a boom.
overall length: The extreme length of
a vessel, excluding spars or rigging
fittings. See LOA.
painter: A towline or tie-up line for a
dinghy or other small boat.
pay out: To release line in a controlled
manner, as an anchor rode.
PFD: US official terminology for life
preserver; personal flotation device.
pier: A structure, usually wood or
masonry, extending into the water,
used as a landing place for boats and
ships.
piling: A structure of piles.
planking: Planks on the outside of the
hull
preventer: A line or block and tackle
used to keep a boom in position.
rail: A protective edge on deck; also a
solid bar on supports, similar to a lifeline.
reef knot: The knot used to tie in a
reef; a square knot, also useful for
tying around an object but not good
for fastening two lines together.
reef points: Tie lines, placed at intervals horizontally on a sail, used to
reduce sail area when they are tied
around the foot of the sail.
rigging: The wire rope, rods, lines,
hardware, and other equipment that
support and control the spars and
sails; standing rigging is semi-permanent once set up; running rigging is
continually adjusted as the sails are
hoisted, doused, trimmed, or reefed.
roll home: bring the furled square sail
up on top of the yard before gasketing.
rolling hitch: A knot useful for attaching a line to another line or to a spar.
96
rudder: The control surface, usually
aft, by which a boat is steered.
running lights: The required lights,
called Navigation Lights, which a vessel shows at night or in poor visibility,
to indicate position, course, and occupation.
running rigging: The adjustable lines
used for the control of spars and sails.
sailing by the lee: Sailing with the
wind from astern on the lee side. The
closest point of sail possible without
jibing.
sailing by the wind or sailing full
and by: Adjusting helm to keep the
sails as full as possible.
salon: Main gathering area for the
officers located aft between their cabins.
scuppers: Holes cut through the
waterways and lined with lead to convey water to the sea
Samson post: A single bitt forward
used to fasten dock lines.
screw: A propeller; sometimes called
a wheel.
sea cock: A through-hull valve, a shut
off on a plumbing or drain pipe
between the vessel’s interior and the
sea.
sea furl: A furl, while underway,
meant to secure the sail safely and
quickly. Neatness is not the first priority.
seizing: Binding two lines together,
or a rope to a spar and so on, using
light line.
serving: Covering and protecting a
portion of a line, to prevent wear.
shackle: A metal link fitting with a
pin across the throat, used to connect
lines to an anchor, fasten blocks to a
spar in rigging, or a line to a sail.
sheave: A grooved wheel or pulley
over which rope or rigging wire runs,
used to change the direction of force;
often sheaves are parts of blocks.
sheet: A line used to control a sail’s
lateral movement, either directly or by
limiting the movement of a boom or
other spar.
sheet in: Haul in on the sheet of the
sail.
sheet bend: A knot useful for bending a line to an eye or to join two lines
of different sizes.
shrouds: Fixed rigging on either side
of the mast.
skin: A section of sail used to encase
the rest of the sail to create a sausagelike furl.
slack away: The command to let out
on a line.
small stuff: Cordage such as marline,
sail twine, primarily used for whippings and servings.
sole: The cabin or cockpit floor.
spars: Masts, booms, gaffs, and poles
used in sailboat rigging.
splice: To join two lines, or make an
eye, by tucking strands of rope.
spring line: Dock lines used to control fore and aft motion of a boat
made fast to a pier or float.
square knot: Another name for the
reef knot, useful for tying two ends of
a line together, as around an object;
not a good knot to fasten two lines
where the strain will be intermittent.
standing rigging: The permanent
stays and shrouds, as well as some
other rigging parts, used mainly to
hold up the mast and take the strain
of the sails; although necessarily
somewhat adjustable the standing rigging is not continually changed as is
the running rigging.
starboard: The right hand side of a
boat when facing forward; the direction to the right.
station bill: A list of duties to attend
to for all individuals in case of emergencies
stays: Rigging, generally wire or rods,
used to support the masts in a foreand-aft direction and to carry some
sails.
stern: The after portion of the boat.
tacking: The sailing maneuver in
which the direction of the boat is
changed, often with rigging adjustments, so that the wind is coming
from the other side of the vessel.
take up: haul
that's well: stop hauling or slacking
throat: The forward upper corner of a
four-sided fore and-aft sail.
topsides: (1) the sides of a vessel
above the waterline; (2) on deck as
opposed to below deck.
turnbuckle: A threaded, adjustable
rigging fitting, used for stays, and
other rigging.
underway: In motion, en route, not at
anchor or aground.
upwind: To the windward of.
VHF radio: A Very High Frequency
electronic communications and direc-
tion finding system.
waterways: A large timber along the
frameheads and covering board which
forms the edge of the deck
way: The movement of the vessel (leeway: movement to lee, under way or
making way: vessel moving)
weather side: The side of a vessel
upon which the wind is blowing.
weighing anchor: Bringing the anchor
up
wheel: (1) the steering wheel; (2) the
propeller.
whipping: Twine wound around a
line, as on the end or at an eye splice,
to add strength and prevent fraying or
abrasion.
windlass: A special form of winch, a
rotating drum device for hauling a
line or chain.
windward: The direction from which
the wind is blowing.
yard: A spar, crossing the mast, on
which square sails are fitted.
Adapted from Chapman Piloting 60th
Edition, Elbert S. Maloney, Hearst
Marine Books, NY, NY
Bibliography
Handbook for the Gazela Primeiro
Paul DeOrsay and George Emery
1978
Gazela of Philadelphia Crew Manual
Philadelphia Ship Preservation Guild
1987-88
The Gazela Primeiro
Allison Saville, PhD
Leeward Publicatons
Gazela Primeiro Rigging Manual
Mountaineering First Aid (Third
Edition)
Martha Lentz, Steven Macdonald, Jan
Carline
The Mountaineers
Seattle, Washington
1985
The Amateur Pilot
John E. Milligan
Cornell Maritime Press
Centreville, Maryland 1982
Coastal Piloting
U.S. Coast Guard Auxiliary National
Board
Washington, DC 1983
Chapman Piloting (60th Edition)
Elbert S. Maloney
Hearst Marine Books
New York, 1991
The United States Brig Niagara Crew
Manual
Walter Rybka and Daniel Moreland
Pennsylvania Museum and Historical
Commission / Flagship Niagara
League, Inc.
Erie, Pennslvania
Eagle Seamanship. A Manual for Square
Rigger Sailing
3rd Edition
Lt. Edwin H. Daniels, Jr., USCG
Naval Institute Press
Annapolis, Maryland 1990
The Cornell Manual for Lifeboatmen, Able
Seamen , and Qualified Members of
Engine Department
William B. Hayler, John M. Keever and
Paul M. Seiler
Cornell Maritime Press, Centerville,
Maryland
More to Read:
The Sailmaker's Apprentice, Emiliano
Marino
The Rigger's Apprentice, Brian Toss
The Way of a Ship, Alan Villiers
The Stars, H.A. Rey
Lore of the Sea
Arts of the Sailor, Hervey Garrett Smith
Seamanship in the Age of Sail, John
Harland
The Ashley Book of Knots, Clifford
Ashley
Sailing Terms, Ian Dear and Peter
Kemp
Emergencies at Sea, Chapman's Nautical
Guides
The Last Grain Race, Eric Newby
Learning the Ropes, Eric Newby
Quest of the Schooner Argus, Alan
Villiers
Captains Courageous, Rudyard Kipling
Films to see:
Captains Courageous
Peking Around Cape Horn (Irving
Johnson)
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