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I bruised my shan the other day with playing at sword and dagger. Shakspeare. Merry Wives of Windsor. The shin bone, from the knee to the instep, is made by shadowing one half of the leg with a single shadow. Peacham

His leg then broke,

Had got a deputy of oak;

For when a thin in fight is cropt,

The knee with one of timber's propt. Hudibras.

As when to an house we come,

To know if any one's at home,

We knock; so one must kick your shin,
Ere he can find your soul's within. Anonymous.
SHINAR, a province of Babylonia, where the

famous tower of Babel was built. See BABEL. It had mountains named Zagræi, and a city and river named Singara. Ashur the son of Shem emigrated out of it. SHINE, v. n. & n. s. Į Pret. I shone, I have SHINY, adj. shone; sometimes I shined, I have shined. Sax. rcinan; Belg. schijnen. To have bright resplendence; to glitter; glisten; gleam; fair weather: the adjective corresponding.

They are waxen fat, they shine. Jer. v. 28. The Lord make his face shine upon thee, and be gracious.

Numbers vi. 25.

The light of righteousness hath not shined unto us, and the sun of righteousness rose not upon us. Wisdom v. 6.

So proud she shined in her princely state, Looking to heaven, for earth she did disdain, And sitting high.

Faerie Queene.

When Aldeboran was mounted high, Above the shiny Cassiopeia's chair, One knocked at the door, and in would fare. To-day the French,

Id.

All clinquant, all in gold, like heathen gods,
Shone down the English; and to-morrow
Made Britain India: every man that stood
Shewed like a mine.
Shakspeare
The moon shines bright: in such a night as this,
When the sweet wind did gently kiss the trees,
And they did make no noise.

Id. Merchant of Venice. How bright and goodly shines the moon! -The moon! the sun: it is not moonlight now. Shakspeare.

The night

Is shiny, and they say we shall embattle
By th' second hour o' th' morn.

Id. Antony and Cleopatra. Clear pools greatly comfort the eyes, when the sun is overcast, or when the moon shineth. Bacon.

He that has inured his eyes to that divine splendour which results from the beauty of holiness is not dazzled with the glittering shine of gold, and considers it as a vein of the same earth he treads on. Decay of Piety. Fair daughter, blow away these mists and clouds, And let thy eyes shine forth in their full lustre.

Denham.

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Of all the' enamelled race, whose silvery wing Waves to the tepid zephyrs of the spring, Or swims along the fluid atmosphere, Once brightest shined this child of heat and air. Pope.

Say, in what mortal soil thou deignest to grow? Fair opening to some court's propitious shine, Or deep with diamonds in the flaming mine? Id. Few are qualified to shine in company; but it is in most men's power to be agreeable. Swift. SHI'NESS, n. s. From SHY. Unwillingness to be tractable or familiar.

An incurable shiness is the vice of Irish horses, and is hardly ever seen in Flanders, because the winter forces the breeders there to house and handle their colts. Temple.

They were famous for their justice in commerce, but extreme shiness to strangers: they exposed their goods with the price marked upon them, and then retired. Arbuthnot. SHIN'GLE, n. s. Teut. schindel. A thin board to cover houses. The best to cleave is the most useful for pales, laths, shingles, and wainscot.

Mortimer's Husbandry.

SHINGLES, in building, are small pieces of wood, or quartered oaken boards, sawn to a certain scantling, or, as is more usual, cleft to about an inch thick at one end, and made like wedges, four or five inches broad, and eight or nine long. They are used instead of tiles or slates, especially for churches and steeples; however, this covering is dear; yet, where tiles are very scarce, and a light covering is required, it is preferable to thatch; and, where they are made of good oak, cleft, and not sawed, and well seasoned in water and the sun, they make a sure, light, and durable covering. The building is first to be covered all over with boards, and the shingles nailed upon them.

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Hiram sent in the navy shipmen that had knowof the sea.

1 Kings ix. 27. They have made all thy shipboards of fir-trees, and brought cedars from Lebanon to make masts. Ezek. xxvii. 5. The shipmaster came to him, and said unto him, What meanest thou, O sleeper? arise, call upon thy God. Jonah i. 6.

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I' th' shipman's card.

Id. Macbeth. Few or none know me: if they did, This shipboy's semblance hath disguised me quite. Shakspeare.

Whence the sun 'gins his reflection, Shipwrecking storms and direful thunders break. Id. Why such impress of shipwrights, whose sore task Does not divide the Sunday from the week?

Id. Before Cæsar's invasion of this land, the Britons had not any shipping at all, other than their boats of twigs covered with hides.

Raleigh. There made forth to us a small boat, with about eight persons in it, whereof one of them had in his hand a tipstaff, who made aboard our ship. Bacon. Let him go on shipboard, and the mariners will

not leave their starboard and larboard. Bramhall.

Instead of a ship, he should levy upon his country such a sum of money, and return the same to the treasurer of the navy: hence that tax had the denomination of ship-money, by which accrued the yearly sum of two hundred thousand pounds.

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Roman theatres.

Id.

We are not to quarrel with the water for inundations and shipwrecks. L'Estrange.

Bold were the men, who on the ocean first Spread their new sails, when shipwreck was the worst. Waller.

In Portugal men spent with age, so as they cannot hope for above a year, ship themselves away in a Brazil fleet. Temple.

The numbers and courage of our men, with the strength of our shipping, have for many ages past made us a match for the greatest of our neighbours at land, and an overmatch for the strongest at sea. A ship carpenter of old Rome could not have talked more judiciously.

Id.

Addison.

The canal that runs from the sea into the Arno, gives a convenient carriage to all goods that are to be shipped off.

Id.

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The Roman fleet, although built by shipwrights, and conducted by pilots, both without experience, defeated that of the Carthaginians.

A single leaf can waft an army o'er, Or ship off senates to some distant shore.

Id.

Pope.

As when a shipwright stands his workmen o'er, Who ply the wimble some huge beam to bore, Urged on all hands it nimbly spins about, The grain deep piercing, till it scoops it out. Id. Vast numbers of ships, in our harbours, and shipwrights in our sea-port towns. Swift.

It curbs their impetuosity; puts the reins into the hands of reason; quells the rising storm ere it make shipwreck of the conscience; and teaches a man to leave off contention before it be meddled with.

Mason.

SHIP is a general name for all large vessels, particularly those equipped with three masts and a bowsprit; the masts being composed of a lower-mast, top-mast, and top-gallant mast; each of these being provided with yards, sails, &c. Ships, in general, are either employed for war or merchandise.

SHIP, HOSPITAL, a vessel fitted up to attend on a fleet of men of war, and receive their sick or wounded; for which purpose her decks should be high, and her ports sufficiently large. Her cables ought also to run upon the upper deck, to the end that the beds or cradles may be more commodiously placed between decks, and admit a free passage of the air to disperse that which is offensive or corrupted.

SHIP, MERCHANT, a vessel employed in commerce to carry commodities of various sorts from one port to another. The largest merchant-ships are those employed by the different companies of merchants who trade to the East Indies. They are, in general, larger than our forty-gun ships; and are commonly mounted with twenty guns on their upper deck, which are nine pounders; and six on their quarter-deck, which are six pounders.

SHIP'S FORM GAUGE, an instrument that has been recommended as fit to ascertain any alteration in the bottom of a ship, by its hogging or sagging; and also to regulate the stowage of a ship. All ships,' says Mr. Hutchinson, "of any consequence are built with staunchions fixed from the kelson to the middle of all the lowerdeck beams fore and aft, in order to support them in their exact, regular height, as well as the whole frame of the ship in the regular form in which she was built upon the stocks; yet, notwithstanding these staunchions, it is proved from experience that our ships' bottoms, hitherto, by the pressure of water and improper stowage, have generally been hogged upwards, or sagged downwards, and most about the midship frame or main body of the ship, which is commonly about the fore part of the main hatchway; which naturally makes it the best place at which to fix the ship's form gauge, where either the hogging or

sagging of her bottom may be observed and seen soonest and best, to regulate the stowage of heavy materials to the greatest advantage, so as to keep her bottom nearly in the same form in which she was built. The gauge I recommend is nothing more than a narrow plate of iron divided into inches and quarters like the side of a carpenter's rule. Let this be fixed to the after side of the staunchion now mentioned, with its upper end projecting two or three inches above the staunchion; a groove being cut out for it in the after side of the lower-deck beam, and a mark being made (when the ship is on the stocks) at the part of the beam which corresponds to the 0 on the gauge. When the ship alters in he. shape the gauge will slide up and down in this groove, and the quantity of hogging or sagging will be pointed out on the gauge by the mark o. the beam. The stowage may then be so managed as to bring this mark to coincide again with the 0, or to approach it as near as we see necessary.' SHIPS, MANAGEMENT OF, AT SINGLE ANCHOR, is the method of taking care of a ship while riding at single anchor in a tide-way, by preventing her from fouling her anchor, &c. The following rules for this purpose are given by the ingenious Mr. Henry Taylor of North Shields, and will be found of consequence:-Riding in a tideway, with a fresh-of-wind, the ship should have what is called a short or windward service, say forty-five or fifty fathoms of cable, and always with the helm hard down, but more or less so according to the strength or weakness of the tide. It is a known fact that many ships sheer their anchors home, drive on board of other ships, and on the sands near which they rode, before it has been discovered that the anchor had been moved from the place where it was let go. When the wind is cross, or nearly cross, off shore, or in the opposite direction, ships will always back. This is done by the mizen-top-sail, assisted, if needful, by the mizen-stay-sail; such as have no mizen-top-sail commonly use the main-top-sail, or if it blows fresh, a top-gallant-sail, or any such sail at the gaff. In backing, a ship should always wind with a taught cable, that it may be certain the anchor is drawn round. In case there is not a sufficiency of wind for that purpose, the ship should be hove apeak. Riding with the wind afore the beam, the yards should be braced forward; if abaft the beam they are to be braced all a-back. If the wind is so far aft that the ship will not back (which should not be attempted if, when the tide ceases, the ship forges ahead and brings the buoy on the lee-quarter), she must be set a-head: if the wind is far aft, and blows fresh, the utmost care and attention are necessary, as ships riding in this situation often break their sheer, and come to windward of their anchors again. When the ship lies in this ticklish situation, the after-yards must be braced forward, and the fore-yards the contrary way: she will lie safe, as the buoy can be kept on the lee-quarter, or, suppose the helm is a-port, as long as the buoy is on the larboard quarter. With the helm thus, and the wind right aft, or nearly so, the starboard, main, and fore braces should be hauled in. This supposes the main braces to lead forward. When the ship begins to tend to

VOL. XX.

leeward, and the buoy comes on the weatherquarter, the first thing to be done is to brace about the fore-yard; and, when the wind comes near the beam, set the fore-stay-sail, and keep it standing until it shakes; then brace all the yards sharp forward, especially if it is likely to blow strong. If lying in the aforesaid position, and she breaks her sheer, brace about the main yard immediately; if she recovers and brings the buoy on the lee or larboard quarter, let the main-yard be again braced about; but if she come to a sheer the other way, by bringing the buoy on the other quarter, change the helm and brace the fore-yard to. Riding leeward tide with more cable than the windward service, and expecting the ship will go to windward of her anchor, begin as soon as the tide ceases to shorten in the cable. This is often hard work; but it is necessary to be done, otherwise the anchor may be fouled by the great length of cable the ship has to draw round; but, even if that could be done, the cable would be damaged against the bows or cut-water. It is to be observed that, when a ship rides windward tide, the cable should be cackled from the short service towards the anchor, as far as will prevent the bare part touching the ship. When the ship tends to windward, and must be set a-head, hoist the fore staysail as soon as it will stand, and, when the buoy comes on the lee-quarter, haul down the fore-stay-sail, brace to the foreyard, and put the helm a-lee; for till then the helm must be kept a-weather and the yards full. When the ship rides leeward tide, and the wind increases, care should be taken to give her more cable in time, otherwise the anchor may start, and probably it will be troublesome to get her brought up again; and this care is the more necessary when the ship rides in the hause of another ship. Previous to giving a long service it is usual to take a weather-bit, that is, a turn of the cable over the windlass end, so that in veering away the ship will be under command. The service ought to be greased, which will prevent its chafing in the hause. If the gale continues to increase, the topmasts should be struck in time; but the foreyard should seldom, if ever, be lowered down, that in case of parting the foresail may be ready to be set. At such times there should be more on deck than the common anchor-watch, that no accident may happen from inattention or falling asleep. In a tide-way, a second anchor should never be let go but when absolutely necessary; for a ship will sometimes ride easier and safer, especially if the sea runs high, with a very long scope of cable and one anchor, than with less length and two cables; however, it is advisable, as a preventive, when ships have not room to drive, and the night is dark, to let fall a second anchor under foot, with a range of cable along the deck. If this is not thought necessary to be done, the deep sea lead should be thrown overboard, and the line frequently handled by the watch, that they may be assured she rides fast. If at any time the anchor watch, presuming on their own knowledge, should wind the ship, or suffer her to break her sheer without calling the mate, he should immediately, on the very first opportunity, oblige the crew to heave the anchor in sight, which will prevent the commission of

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210

SHIP.

the like fault again; for, besides the share of trouble the watch will have, the rest of the crew will blame them for neglecting their duty. Pru dent mates seldom lie a week in a road stead without heaving their anchor in sight; even though they have not the least suspicion of its being foul. There are other reasons why the anchor should be looked at; sometimes the cable receives damage by sweeping wrecks or anchors that have been lost, or from rocks or stones; and it is often necessary to trip the anchor, in order to take a clearer birth, which should be done as often as any ship brings up

too near.

Method for the safe removal of ships when driven on shore.-For this purpose empty casks are usually employed to float off the vessel, especially if she is small, and at the same time near the port to which it is proposed to conduct her. In other cases, the following method adopted by On January 1st, Mr. Barnard will answer. 1777,' says Mr. Barnard (Philosophical Transactions, vol. Ixx., part. 1), in a most dreadful storm, the York East Indiaman, of 800 tous, homeward bound, with a pepper cargo, parted her cables in Margate roads, and was driven on shore, within 100 feet of the head and thirty feet of the side of Margate pier, then drawing twenty-two feet six inches water, the flow of a good spring tide being only four feet at that place. On the 3d, I went down, as a ship-builder, to assist, as much as lay in my power, my worthy friend Sir Richard Hotham, to whom the ship belonged. I found her perfectly upright, and her shere (or side appearance) the same as when first built, but sunk to the twelve feet water mark fore and aft in a bed of chalk mixed with a stiff blue clay, exactly the shape of her body below that draft of water and from the rudder being torn from her as she struck coming on shore, and the violent agitation of the sea after her being there, her stern was so greatly injured as to admit free access thereto, which filled her four days equal to the flow of the tide. Having fully informed myself of her situation and the flow of springtides, and being clearly of opinion she might be again got off, I recommended, as the first necessary step, the immediate discharge of the cargo; and, in the progress of that business, I found the tide always flowed to the same height on the ship; and when the cargo was half discharged, and I knew the remaining part should not make her draw more than eighteen feet water, and while I was observing the water at twenty-two feet six inches by the ship's marks, she instantly lifted to seventeen feet eight inches; the water and air being before excluded by her pressure on the clay, and the atmosphere acting upon her upper part equal to 600 tons, which is the weight of water displaced at the difference The moment the of these two drafts of water. ship lifted, I discovered she had received more damage than was at first apprehended, her leaks being such as filled her from four to eighteen feet water in an hour and a half. As nothing effectual was to be expected from pumping, several

and the valves fixed thereto to draw off the
scuttles or holes in the ship's side were made,
water at the lowest ebb of the tide, to facilitate
the discharge of the remaining part of the cargo;
and, after many attempts, I succeeded in an ex-
ternal application of sheep skins, sewed on a sail
water from rushing so furiously into the ship.
and thrust under the bottom, to stop the body of
This business effected, moderate pumping enabled
us to keep the ship to about six feet water at
low water, and by a vigorous effort we could
bring the ship so light as (when the cargo should
But as the external application
be all discharged) to be easily removed into
deeper water.
might be disturbed by so doing, or totally re-
moved by the agitation of the ship, it was abso-
lutely necessary to provide some permanent
gate her to the Thames. I then recommended as
security for the lives of those who were to navi-
the cheapest, quickest, and most effectual plan
to lay a deck in the hold, as low as the water
Beams
could be pumped to, framed so solidly and se-
curely, and caulked so tight, as to swim the ship
independent of her own leaky bottom.
of fir timber twelve inches square were placed
in the hold under every lower deck beam in the
ship, as low as the water could permit; these
were in two pieces for the conveniency of getting
an exact length, and well bolted together when
them down, and also for the better fixing them, of
Over these were laid long
in their places.
Dantzic deals of two inches and a half thick,
well nailed and caulked. Against the ship's
side, all fore and aft, was well nailed a piece of
fir twelve inches broad, and six inches thick on
the lower and three inches on the upper edge to
prevent the deck from rising at the side. Over
the deck, at every beam, was laid a cross piece
of fir timber six inches deep and twelve broad,
reaching from the pillar of the hold to the ship's
side, on which the shores were to be placed to
resist the pressure of the water beneath. On each
of these, and against the lower deck beam, at
equal distances from the side and middle of the
ship, was placed an upright shore, six inches by
twelve, the lower end let two inches into the cross
piece. From the foot of this shore to the ship's
side, under the end of every lower deck beam, was
placed a diagonal shore six inches by twelve, to
ease the ship's deck of part of the strain by
throwing it on the side. An upright shore of
three inches by twelve was placed from the end
the side, and one of three inches by twelve on
of every cross piece to the lower deck beams at
the midship end of every cross piece to the lower
deck beam, and nailed to the pillars in the hold.
Two firm-tight bulkheads or partitions were
made as near the extremes of the ship as pos-
sible, The ceiling or inside plank of the ship
was very securely caulked up to the lower deck
and the whole formed a complete ship with a
flat bottom within side, to swim the outside
leaky one; and that bottom being depressed six
feet below the external water, resisted the ship's
weight above it equal to 581 tons, and safely
conveyed her to the dry dock at Deptford.

211

SHIP-BUILDING.

PART I.

HISTORICAL SKETCH OF THE ART. SHIP-BUILDING.-It would be a fruitless attempt to enquire after either the first inventor of naval architecture, or even the country or quarter of the world whence it derived its origin. The remote distance of time renders the attempt useless, as the result of the enquiry cannot produce any decisive determination. It may be conjectured that the inquisitive and active spirit of enterprise, constitutionally, as it were, implanted in our nature, displayed itself at one and the same time, in a variety of quarters and districts; for the primitive ideas of men dispersed over the face of the globe, unconnected with each other, and totally ignorant of each others' existence, appear in such perfect unison as to invention, that they well warrant this supposition. It must be allowed that the moderns never could have attained that summit of knowledge now reached, had it not been for the labors of the ancients, which laid the foundation of that structure which the modern artist has, to give him every merit he claims, only borne a less laborious part of bringing nearer to perfection. But the nations which stand foremost as candidates for the honor, appear to have been the Egyptians and Phoenicians; at least, it is to them the invention is ascribed by authors of the highest antiquity, as well as credit, on the score of affording the most authentic information.

The Nile presented to the former a less dangerous opportunity of making the first rude attempts in the art of navigation than the sea itself did; while the enterprising spirit that appears peculiarly to have marked the Phoenician character, as well as the advantageous situation of their two principal cities, Tyre and Sidon, urged them, by gradual steps to bolder enterprises, which raised them to an unrivalled pre-eminence, as navigators, among the nations which surrounded them, and enabled them to engross almost entirely to themselves the commerce of the universe. According to the best authorities, the method used by the Egyptians in construcung vessels is as follows:-The bark used on the Nile appears to have been formed of small planks cut out of the acantha, or Egyptian thorn these were not, as might be naturally supposed, cut into lengths, as planks, but nearly square, measuring about three feet each way; they were lapped over each other like tiles, and fastened together by a proper number of wooden pins, nearly of the same shape with the treenails of modern times. This mode of construction was found sufficiently strong for the purposes to which it was applied, even without the obvious assistance of any internal frame of timber; and, proving equal to the necessities and ambition of the inventors, they for a long time troubled not themselves with attempting any additional improvement.

The hull of the vessel being completed, a competent number of seats or benches, for the

accommodation of the rowers, was added; and when the joints or seams was carefully caulked with the papyrus, so as completely to exclude the water, the floating fabric then became fit for immediate use. We must not, however, forget to mention, that experience very early suggested the necessity of some directing as well as impelling power, in aid of human labor. A mast, formed out of a straight stick of the acantha, and a sail made of papyrus, supplied the latter; at the same time a rudder, which is said to have passed through the keel, or bottom of the vessel, remedied the defect occasioned by the want of the former. These vessels being, as well from their construction as equipment, almost incapable of stemming the current of the river, were generally towed up against it by persons on shore, unless the wind fortunately proved sufficiently strong and favorable for the proposed course, to enable the sail to be used as a substitute. On returning with the current it was customary for the Egyptians to fasten, with ropes across the prow of the vessel, a hurdle of tamarisk, which being let down into the water, and steadied by ropes, or bands made of twisted reeds, caused it to move forward with increased velocity, in consequence of the stream acting with greater force on the surface of the hurdle which extended beyond the sides, than it would have done on the mere vessel itself, without this ingenious aid. In order to preserve a due balance between the head and stern, which might otherwise have been affected by the action of the water on the hurdle, and in some degree also by the weight of it, as well as to cause the boat to swim nearly with an even keel, a stone of considerable magnitude, pierced through the middle, was suspended by a rope from the stern; a contrivance which was found to answer the purpose so well that the unskilled navigators were enabled to pass to and fro without either danger or difficulty.

It is a general idea, founded, we believe, on the best information and opinions now to be procured, that the first species of a commercial vessel in most frequent, as well as extensive use, among nations widely separated from each other, was the raft, a collection of trees, rudely fastened together with ropes, formed most probably from the barks of the very trees which constituted the float, or from some other coarse material which the dawning genius of our early ancestors had discovered to be applicable to that purpose. Experience soon taught the navigators that they were deficient in the power of directing the course of this unwieldy machine, so as to be certain, in spite of the natural opposition of winds and currents, of reaching in safety the precise spot they wished; and, notwithstanding the manifest inconvenience which must have attended the continued use of so imperfect a structure, a very extensive period of time appears to have elapsed before the improvement on it became general. To remedy this inconvenience a simple addition was first devised, which consisted of nothing more than a few thick planks of wood thrust down

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