Showing posts with label Sailmaker. Show all posts
Showing posts with label Sailmaker. Show all posts

Worm, Parcel & Serve

This is where the domain of the boatswain and the sailmaker professions overlap. Where sails meet ropes.

WORMING is winding small lines or spunyarn along the cuntline of a rope, to produce a fair surface for serving.

PARCELLING is encircling a rope, after it is wormed, with narrow pieces of old canvas, well tarred, to make a fair surface for the serving.

SERVING is winding small line or spunyarn tightly round a rope by a mallet, to preserve it from wet, &c. The line or spunyarn being wound up in a ball, two or more turns are taken from it round the rope, confining the end under the turns; the mallet is then placed on the rope, and 2 or more yarns are passed round the rope and mallet, and round the handle, then, turning the mallet (whilst another person passes the ball round the rope,) it leaves the spunyarn on the rope, and draws it tight.


General Instructions for Warrant Officers

I.
The Warrant Officer of His Majesty’s Ships, when in Ordinary, are to examine frequently the condition of the store-rooms appointed to receive their respective Stores, and are to inform the Master Shipwright of the Dock Yard of any defects in them which may require to be repaired; that they may be fit to receive the Stores whenever the Ship shall be put into Commission; and when any Ship is commissioned, the Warrant Officers are to use their utmost endeavors to get the Stores on board as expeditiously as the other duties, necessary to equipment the Ship, will admit.  
II.
When they receive Stores on board, whether at the fitting out of the Ship, or in any subsequent supply, they are to be very particular in ascertaining that they are good in quality, and that they receive the full quantity specified in the Note sent with them; and they are immediately to report to the Captain any defect or deficiency which they may discover and them.
III.
They are to indent for all the Stores they receive from His Majesty's Dock yards, as well as from His Majesty's Ordinance Magazines, before the Ship proceeds to Sea; and they are to be very careful in observing that they do really receive all those for which they indent, as they will always be considered as having received them.
IV
They are to keep an account, according to the forms delivered to them, of the receipt, expenditure, (expressed in words, and not in figures) condemnation by survey, or supplying of Stores; always specifying the Place where, and the Person from whom, the Stores are received, or the Person to whom they are supplied.
V
There should not be any interlineations in the accounts of stores expended; but if an Officer shall discover that he had forgotten to insert it in its proper place the expenditure of any article which generally been expended; he is to represent the circumstances to the Master who, being satisfied of the truth of such representations, is to allow it to be inserted in the account of expenses for the next month, and to note his having done so in the Ship's Log-book, specifying in both the reason for being so inserted.  
VI
No waste of Stores not perishable will ever be allowed, except from unavoidable accidents, which are to be particularly mentioned in the Log-book, where the quantity of every article is to be specified.  Two of the Principal Officers present at such accident are to certified that it happened; and if the quantity of the Stores lost be considerable, the quantity remaining is to be ascertained by Survey.
VII
If Stores of any description be lost or damaged through the neglect, or by the misconduct, of any Officer or other Person; the Officer having charge of such stores is to report such misconduct or neglect to the Captain, that the value of the Stores may be charged against the wages of the Person guilty of it.
VIII
Every Officer shall be responsible for the conduct of his Yeomen, to whom he is not to entrust the keeping of those accounts; but is to keep them with great accuracy himself.  He is most carefully to avoid the stating of any Stores as being expended which has not been used, or the stating of them as having been expended for any other purpose than those to which they were actually applied.
IX
Every Officer shall be responsible for any errors he makes in his accounts; and he shall pay out of his wages the full value of all Stores not properly accounted for, or improperly expended, unless he shall produce an order from his Captain to expend them in a manner contrary to the regulations contained in these Instructions, and the allowed practice of the service.
X
Officers are not to suffer the Yeoman to take the stores from the store-rooms without their express order.  They are frequently to examine the quantity remaining, and if they have doubts of it being as great as it ought to be, they are to apply for its being surveyed.
XI
When they are supplied with Stores by other Officers whether of the same Ship or of any other, they are to charge themselves with those Stores, and are to mention their having done so in the receipt they give for them.
XII
One Officer shall not supply another with Stores, nor lend any, without an order in writing from the Captain; and when he does supply or lend them, he is to demand a receipt in which the quantity of every article is to be written in words at length, and in which it is to be mentioned by whose order they were supplied: he is also to give under his hand, to the Officer supplied, a voucher of delivery, specifying the Stores with the same peculiarity as the receipt.
XIII
Officers when appropriating rope, canvas, or any other article to use, are to be very attentive to conform to the established length and other dimensions of whatever it may be intended to make.
XIV
When they convert Stores to any other use than that for which they were originally intended, they are to expend them, in their accounts, as having been so converted, and are to charge themselves with whatever they convert them into.
XV
One Masts, Sails, Colours or other Stores are blown away or lost, they are to be very particular in the quantity they expend in that manner, as they will probably be required to make oath to the truth of that part of their accounts.
XVI
When Stores are damaged or worn out, the officer who has charge of them is to apply to the Captain for their being surveyed; and after their being surveyed, he has to be careful to apply them to whatever use the surveying Officers shall appoint, charging himself with those articles into which he may be directed to convert them.
XVII
They are to visit their store-rooms very frequently to see that they are kept clean, that they are well aired, and that the Stores are so arranged, as to admit of any part of them being easily got at when wanted.
XVIII
They are never to carry, nor to suffer others to carry, lights into their store-rooms except in good lanthorns, the doors of which are never to be opened in the store-rooms.
XIX
They are strictly charged not to put into the magazine, the wings, or any of the store-rooms, any wine or spirituous liquors; nor to keep any quantity in their cabins, except such as the Captain shall expressly permit them to keep there.
XX
When the Ship his to be dismantled, either for the purpose of being refitted or being paid off, they are to be particularly careful in preventing their Stores, Rigging, &c. from being cut, or in any way damaged; they are to see that all the Stores they send from the Ship are tallied, and very carefully put into the Boats or Vessels which are to carry them, and to take every possible precaution to prevent their receiving damage in their way to the store-houses.
XXI
When a Warrant Officer is about to be removed from a Ship, or when he wishes to pass his accounts, which he will be allowed to do at the end of every twelve calendar Months, he is to apply to the Captain for a survey on his Stores, who will obtain from his Commanding Officer an order for the purpose, if his Ship be not alone and under such command, otherwise the Captain is himself to order the survey, that the quantity of Stores remaining on board may be correctly ascertained.
XXII
When a Warrant Officer dies, the Captain is immediately to apply to the Commanding Officer present, to order, or if the Ship be alone he is himself a order, a survey on the Stores remaining on board, one Copy of the Report of such survey is to be sealed up with the papers of the Officer who died, and another Copy is to be delivered to his Successor to be considered as his first charge.
XXIII
As all Warrant Officers may at times be called to survey Stores, they are strictly charged to perform that duty with the utmost attention, and to make all their reports with the strictest truth and impartiality, so that when called on, they may be able to conscientiously to make oath to the correctness of the report they have made.
XXIV
When ordered to survey Stores represented as being unfit for service, they are to examine every part of them very carefully, and if they find them unfit for the service for which they were originally intended, they are to point out in their report any other service to which they may be appropriated.
XXV
When ordered to survey Stores for the purpose of ascertaining the quantity, whether to enable the Officer, in whose charge they are placed, to pass accounts, or to transfer them from one Officer to another; they are not to take any account of any part of them, from the Officer who has charge of them but, as far as it shall be possible for them to do so, they are themselves to ascertain their real quantity.

Admiralty
1808     Regulations and Instructions Relating to His Majesty's Service at Sea. Winchester & Son. Strand, London.


Sailmaking - A Few Notes on Sail-cloth or Canvas



What can we know about the materials used in making sails during the wars with France? I didn't think I would find much, so I was pleasantly surprised  when interesting bits began to appear. Here are a few of the interesting things I've found to date.

LAWS REGULATING MANUFACTURE
According to an Act of Parliament: 
British sailcloth shall be 24 inches in breadth and 38 yards in length, shall weigh according to the numbers here mentioned, 
FIBER CONTENT
...  Of the first four numbers (the 4 heaviest weights) of such sail-cloth, shall be made of long flax, without any mixture of short or bar flax, or of long flax, or Italian hemp, Braak hemp; and all the flax and hemp used in making the warp and shoot yarn of such sail-cloth, of the aforesaid four numbers, shall be of a strong staple, fresh, sound, and good in its kind...

In a letter appearing in "The Tradesman", an anonymous writer (I suspect Lord Cochrane) describes the methods of manufacturing sail-cloth and notes that Government canvas is made of a warp or chain of flax yarn, weighing about 20 lbs. laid double, the woof or shute (weft) is of hemp yarn drove on single, weighing about 24 lbs for number 1 canvas. In addition, the weavers apply a wheaten flour dressing, to glue together the double threads of the warp.

It should be noted that writer felt British Navy Canvas was the worse in Europe and had conducted extensive research in the various weaves of cloth. Universally Dutch canvas was considered the best. 

The inferiority of the British Navy Canvas lay chiefly with the use of flour to glue the double warp together and the inherent problems it caused -- namely mildew. 

In a parting shot aimed at the Navy Board the writer contends it was their inflexibility to change the regulations regarding the manufacture of sail-cloth. The inferiority of government canvas cannot be attributed to the manufacturers, for they make it according to their [the Navy Board's] instructions. (Anon. 297)

MARKINGS
All sail-cloth was required to be stamped to identify if it was domestic or foreign manufactured as laid down in the Customs and Excise Laws:
And for the better ascertaining and distinguishing the sail-cloth of British manufacture from foreign sail-cloth, every manufacturer of sail-cloth in Great Britain shall  affix or impress, or cause to be fixed or impressed, on every piece of sail-cloth by and manufactured, a stamp, containing the name and place of abode of such manufacturer, in plain distinct letters, and words at length...

There is sailmaker's stamp from London dating between 1794-1823 in the Mariner's Museum, Norfolk, VA measures 14 cm (height) x 21 cm (length) x 2.5 cm (depth).


Foreign made sailcloth was required to have a stamp eight inches diameter, and officers of customs on stamping sail-cloth, &c. are to cause the stamps to be dipped in red lead mixed with linseed oil: the stamp or impression thereof shall denote the place of entry.(Pope 454-5)


In addition, the stamps needed to be affixed to the finished product as stated in the law. "Every person who shall make up into sails any foreign made sail-cloth or canvas made into sails, shall place the stamps affixed or impressed thereon on the after side of the sails, and in such a manner, that the number of stamps in every sail may appear proportionably to the number of bolts or pieces contained in the sail..."(Pope 455)

BIBLIOGRAPHY

Anon.

1809 The Tradesman, Volume 3. Sherwood, Neely & Jones. London


Pope, Charles
1814 A practical Abridgement of the Custom and Excise Law. Robert Baldwin. London.


Sailmaking Tools - Part One




NEEDLES
Needles for sewing canvas are three sides towards the point and come in nine sizes. The following names are from largest to smallest  in size: Large marline(No. 9), small marline(No. 10), double bolt-rope(No. 11), large bolt-rope(No. 12), small bolt-rope(No.13), store(No. 14), old work(No. 15), tabling, and flat seam(No.16) needles.  The needles should be no longer than is necessary to carry that one, and the edges should be taken off, that the canvas not be cut. The needle sizes in orange are in the author's collection, the remaining sizes are surmised on my best, but limited research. 



TWINE
Twine is of two sorts, extra and ordinary; the extra is for seaming and runs 360 fathoms to the pound; the ordinary is used to sew on the bolt-rope and runs 200 fathoms to the pound.  Twine for the navy is of three threads.

PALM
A flat round piece of iron, used instead of a thimble, and checkered in the middle, to hinder the head of the needle from slipping.  It is sewed on a piece of leather or canvas, having a hole for the thumb to go through, which encircles the hand so that the iron when used, is against the palm.



WAX
Twine for large sails, in the Royal Navy, is waxed by hand, with genuine beeswax, mixed with one-sixth part of clear turpentine; and, for small sails, in a mixture made with beeswax, 4 lb; hog lard 5lb; and clear turpentine 1 lb. (Encyclopedia Britannica    pg. 432)


TOOLS
HEAVING MALLET
Heaving mallet, a mallet with a small cylindrical head, used as lever to strain tight the cross stitches and beat them close when sewing on the bolt-rope
Stitch Heaver or Mallet

HORN
The horn was packed with grease and used by the sailmaker to store the needles, to prevent them from rusting.

FID
A round, tapering pin, made of hardwood, to thrust between the strands of a rope, and to make a hole to admit the strand of another rope, in splicing.

Three fids, a palm, a reel of twine, needles of various sizes, a grease horn and a clasp knife.

MARLINESPIKE
A tapered iron pin, either with or without a short wooden handle, bent towards the point.  It is used to open the strands of a rope for splicing, and to strain tight the seizing all of the clues, &c.

SEAM RUBBER
A small wooden instrument used to rub down or flattened the seams.

SAIL-HOOK OR BENCH HOOK The sailmaker's third hand. 
A small iron hook, with an eye at one end, to which the cord is spliced: it is used to confine the work, while sewing, by hooking on the canvas, the cord being fastened to some convenient place.


BIBLIOGRAPHY
Falconer, William
1790 Dictionary of the Marine. T Cadwell. London.

Wilson, Charles & Norie, J.  W.
1843 The Art of Sail-making. Charles Wilson. London.

Various
1797 Encyclopedia Britannica. London.

Regulations & Instructions for the Sailmaker

For the Sail-maker.

Article I
No person is to be rated as sail-maker, who is not appointed by a warrant from the commissioners of the navy.
II.
The Sailmaker is very careful to examine the sails when they're received on board, and is to inform the boatswain if he discovers any defects in them, or any mistake in their number or dimensions.  He is also to examine very carefully whether they be perfectly dry when they are put into the sail room, and if any part of them be damp, the first to a proper opportunity may be taken to dry them.
III.
He is to be attentive to see all the sails correctly tallied, and so disposed of in the sail rooms, as to enabled him to find immediately any that may be wanted.
IV.
He is to inspect frequently the condition of the sails in the sail-rooms, to see that they are not injured by leaks or vermin, and he is to report to the boatswain whenever it shall be necessary to have them taken upon the deck to be dried: he is to repair them whenever they require it, and to use his best endeavors to keep them always fit for service.
V.
Before he shall be allowed to receive his wages, he will be required to produce a certificate signed by the captain of his sobriety, obedience and attention to his duty.

 1808       Regulations and Instructions Relating to His Majesty's Service at Sea.  W. Winchester & Son.                 London.