Some Nautical Origins of Common Words and Phrases
by Vance Broad - Chief Sailing Instructor
Charter Skipper
Broad Reach Luxury Catamarans of Cardiff & Swansea
Points Of Sailing ~ The Wind
Sailing vessels cannot sail directly into wind and those that point up towards the wind will eventually lose their way. Headway is forward motion of the vessel regardless of wind; leeway is sideways motion of the vessel away from the wind. Upwind is always the direction facing towards where the wind is blowing from; to look downwind is to look in the direction to which the wind is blowing. To pass above a mark is to pass on its windward or weather side; to pass below a mark is to pass on its lee side (to leeward - pronounced loo'wud) or downwind side. Many nautical terms are pronounced with a West Country accent (many of Britain's first sailors came from Devon and Cornwall) such as bowline pronounced bo'lin, gunwhale pronounced gunnel, forward pronounced forrud and main sail pronounced mains'l. Sailors will always keep a weather eye open as trouble will always come from that side of the ship as bad weather arrives. If a sailor's station is at the weather bow, he may become tired of the pitching of the boat and the constant spray blown into his face. He will most certainly be under the weather. The weather is the wind and to make heavy weather is to make unnecessary work.
A vessel which is sailing close to the wind will sail slower, and runs the risk of being put about (turned) on the wrong tack (in the wrong direction) by the slightest wind shift. A sailing vessel can only sail to windward by tacking through ninety degrees (forty five degrees either side of the direction from which the wind blows), and coming up close hauled to wind (pulling all sails in tight) with all blocks hard up and choke-a-block (pulleys hauled together as close as possible with rope choked hard in - corrupted nowadays to chocabloc). A vessel can take short tacks up towards the wind (zig-zagging frequently) or take one long tack out on either port (wind blows into the sails from the left side of the vessel) or starboard (wind blows into the sails from the right side of the vessel - as you look forward). Once a vessel that is out on one tack becomes beam-on to her windward destination (her sides are at right angles to her intended destination) she can tack through the wind at ninety degrees to point directly at her destination. If the vessel stands on (holds course) to over-reach her turning point, she will have increased her distance to sail when she does eventually tack. However, once tacked, the vessel will be able to fetch her original windward mark without further tacking (alteration of course) i.e. no further upwind tactics are required.
Port is a four letter word - and so is left. Port wine is red and so is the navigation light shown on the port beam of a vessel under way at night. When standing at the stern (back) of a vessel (aft) looking forward (for'ud), the left side of your vessel is the port side. To port arms is to carry weapons in the left hand. Port (larboard) or left side is an abbreviation of porta il timone (to carry the helm). Buoys which mark the port side of a channel going into a harbour are red and look like blunt upside-down wine glasses. Starboard marks and lights are green with sharp pointed tops - like the tip of a star. Lateral marks (pairs of red and green buoys or channel markers) safely mark a deeper channel going into a harbour and are 'the wrong way around' when heading back to the comparative safety of the open sea (nobody swaps them over for you when leave harbour). At night most harbours have a pair of white vertical leading lights to show the way as they shine high on a point inland above and behind the harbour. Vessels can steer to port or starbard to keep the distant lights aligned vertically and 'in transit' (the upper light is usually further away than the lower light) thus keeping the lights aligned vertically will ensure that the approaching vessel keeps to the middle of the deep water safe channel. Steor is the Anglo-Saxon word for star and bord is a rudder or oar, always fitted on the right side of ships as most Saxon and Viking sailors were right handed. The steering bord (steorbord) side (starboard) is the right side of a ship (looking forward from the stern).
A vessel sailing a bit close to the wind may not draw wind efficiently across her sails. Such a vessel will point nearer towards her desired windward destination but the inefficient airflow across her sails will cause her to sail slower. A vessel in this situation is said to be pinching wind which isn't there for her. Such a vessel would sail faster and more efficiently if she were to free a little (wear away) from pointing up. She would then remain full sailed and by the wind sailing full and bye or by and large. A vessel which pointed up to wind too far could easily get stuck head to wind in irons (as a man might be held motionless in manacles) with the wind passing from stem to stern (front to back) down each beam (side). The only time a mariner would pinch would be to deliberately slow his vessel and/or to gain a weather side advantage without tacking (to creep around an obstacle or to deliberately luff up (push upwind) a weather side vessel, which might otherwise take the wind out of your sails as she overtook and masked you from the wind). The luff is the front edge of a sail, the first part of a sail which meets the wind. Loef is a Dutch word meaning windward. A-luff (or aloof) describes a vessel which may be sailing close hauled (sails choke-a-block) along a lee shore (wind blowing onto the land), bearing up (heading upwind), pinching her head (bows) high into wind to prevent her being set ashore. To luff up is to point the sail further in to wind - almost to pinch in fact. A vessel which can point higher to windward and hold speed better than another (deeper keeled perhaps) was said to stand apart or sail a-luff from others downwind below her. A ship's navigator would often draw or shape a course around a dangerous lee shore. His ship, working off that shore, trying to avoid going downwind in the offing (which might be full of potential surprises), would point up and shape up to this course. It is important to allow a little leeway (room downwind) to manouevre off a lee shore. A vessel which carries too much sail aft, or has her keel balanced too far forward, is said to gripe upwind so that her sails flog, her speed falls off and she is a pig to hold off (keep away from) the wind, naggingly getting her own way. Her heavy weather helm is cured in the short term by shortening sail aft and in the long term by re stepping masts aft, creating more sail space forward and by trimming the keel. Care should be taken not to over-correct a tendency towards weather helm in a vessel (which is inherently safe). Following a long watch, a helmsman's attention would often wander. A ship with natural weather helm would tend to point herself up to the wind and the fore sails (headsails at the front - bows - of a vessel - watertight container) would 'shake'. Sailors would measure short periods of time before watch changes with a 'couple of shakes'. A griping vessel and a tired helmsman are a dangerous combination, sometimes leading to a vessel being taken aback - turning naturally head to wind so that the wind blows into the wrong side of the sails.
When sailing vessels on the same tack (each vessel heading in the same direction with the wind coming into each vessel over the same port or starboard beam) pass each other or are in close proximity to each other, it is the duty of the weather side vessel (the boat nearest the wind) to change course away from the leeward vessel. To bear down is to sail fast (usually downwind) towards an enemy, in an overbearing manner, taking the wind out of his sails. This action was usually preceded by a warning shot across the bows, to which an outgunned vessel might immediately drop anchor and be brought up short or brought up all standing (sails still hoisted and trying to propel the boat in spite of the fact that the vessel was anchored).
The closest that a sailing boat can sail to the wind is close hauled. A few points off the wind and she is full and bye or by and large. A few more points off and she is probably not intending to tack to windward at all and is therefore content to hold course near, but below the wind as she fetches her destination in one tack. This point of sailing is a close fetch or fetch (depending on the narrowness of the angle remaining to the direction of the wind). A vessel which sails across the wind, with her beam (side of the vessel) at a right angle to the wind, is reaching across the wind or beam-reaching. This wind is often called a soldier's wind by sailors, as it requires no tacking and little nautical skill to use. A vessel which is reaching across the wind but her bow is pointing slightly up towards the wind is fine-reaching (her angle to the wind is narrower than beam-reaching). If that vessel were to turn away from the wind to sail at any angle between 110 degrees and 135 degrees away from the direction of the wind, she would widen or broaden her angle away from the wind into a broad-reach. The broad-reach is the fastest point of sailing for many Bermuda rigged (two sails in-line fore and aft) monohull (single hull) vessels, especially flat bottomed, saucer shaped monohulls which can skim on top of the water (plane) on a three sail (spinnaker) downwind reach. However, downwind sails such as spinnakers should only be used across and down wind as they will broach a boat (pull it over almost to the point of a capsize as the keel and rudder lift out of the water and the vessel corkscrews towards the wind as the keel loses its grip) which points higher than ninety degrees to wind. A capsized boat remains on its side or even turns turtle (upside down). A boat flying a spinnaker that is forced to give way and luff up into wind by a right of way leeward vessel, will find that she will either broach or be taken aback in lighter winds as her sails back and fill (like a bubble-gum bubble bursting over your face - embarassing for you but amusing to others).
A downwind reach ceases to be a fast reach when the stern of the vessel comes around to face the wind, so that the angle on the bow of the boat is greater than 135 degrees away from the direction from which the wind blows (the boat is almost running with the wind and with 45 more degrees would be sailing in the same direction as the wind - a 180 degree angle to the wind from the bow). This 45 degree quadrant is the most dangerous point of sailing and the point of sailing which claims most lives at sea. Large sailing vessels have a poop deck aft. To be pooped is to be swamped by a high, following sea. A Bermuda rigged sailboat will always warn her crew when she is turning around 160 degrees away from the wind. Her jib or foresail (fors'l) will collapse as it becomes masked from the wind by the larger mainsail aft. The helmsman's response to this warning should be to push the tiller away and down to leeward (assuming that he is correctly sitting opposite the sail) so that the vessel turns back up to re-open the slot between mast and foresail to the wind. Failure to respond frequently results in an uncontrolled gybe whereby the boom (a heavy spar at the foot of the main sail) swings from one side of the boat to the other (as the vessel turns below the wind to present her opposite beam to the weather). A controlled gybe with all hands aware and the boat made ready is nothing to fear, especially if the helmsman middles the helm as the boom swings over, thus steadying the vessel, preventing broaching (spin turning beam on to the wind, for a full-canvassed knock-down).
When the wind is directly astern (behind) a vessel, the boat is running away from the wind. An experienced crew would have watched the jib collapse and whisker-poled it out onto the opposite side for the vessel to goose-wing (sails either side). The early warning collapse of the jib would have been acknowledged and the experienced helmsman would take extra care not to gybe the boat without warning, adjusting the helm to keep the wind at one ear from over his shoulder. Many a seaman has been swept overboard or knocked senseless by a swinging boom whilst a vessel is running dead downwind (aptly named) and the helmsman loses concentration or the wind flukes.
A vessel will sail away from the wind more easily when sails are freed. If sails are close hauled a ship will more naturally point up towards the wind. To turn downwind is to wear ship or to wear away from the wind (not bear away which is simply to change your compass heading away from your previous course) and to gybe the stern through the wind. If sails are kept close hauled through this process, she won't wear it because of excessive weather helm. Sheets have to be freed to the point where slack rope hangs from the blocks (pulleys). If however, a vessel held a downwind course for any length of time prior to gybing, it was customary for old time sailors to over haul the ropes to stop them chaffing the sails. Crews were sent aloft to overhaul buntlines and gradually the word has come to mean to maintain things in a working condition, not to allow them to wear out at their maximum extent.
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Vance Broad, Chief Sailing Instructor Mumbles Sailing Club Skipper Broad Reach Yacht Charters
Rights of Way for Sailing Vessels
The acronym "P.O.W.'s Have No Rights" helps the forgetful sailor to remember that when faced with a collision situation, a sailing vessel on PORT tack must give way to a sailing vessel on the opposite starboard tack ("P" or PORT has no rights), an OVERTAKING vessel (sail or motor) must always steer clear of a vessel clear ahead ("O" or OVERTAKING has no rights), and a WINDWARD sailing vessel must alter course away from a leeward sailing vessel which is on the same tack ("W" or WINDWARD has no rights).
Boat Parts
Anything at sea that went by the board or was seen to go overboard was regarded as being as good as lost at sea with no hope. To take aboard was to take useful things above deck, ready to use. All above board referred to the fact that the boards of planking which make up the decks are in plain view to everyone. Anything that hampered work above decks was considered to be top hamper and ended up down the hatch and below the deck (where many sailors' had difficulties one way or another). Bilge water is where deck water, cargo sweat, rubbish and other useless waste materials gather in the waists (midship or centre) of the bottom of the boat to make trouble for sailors. Hard working deck hands considered it unfair that wasters - older, unfit, disabled sailors or 'pressed' landsmen - could not be trusted to work aloft in the rigging and were used for menial below decks tasks such as cooking or deck hand work such as swinging the lead and casting around (throwing a leaded line forward or abeam to gauge the depth of surrounding sea, fishing speculatively for the depth of the seabed). Sounding out (shouting) the depth was a menial task and invited derision from 'proper' hard-aloft sailors, even though all sailors trusted their lives to the task of sounding out. One famous American author chose his pen name from the call of the leadsman - "...by the mark, twain!". Wasters would sometimes repay above decks sailors' jibes (unpleasant actions) when it was their turn to work in the galley and prepare the food for everyone.
In traditional wooden ships, sailors had to caulk or pay the seams between planks with hot tar to keep their ship from leaking to the bilges. The devil seam was topmost in the hull, next to the scuppers (waterways or gutters) between the edge of the deck and the hull. It was thus the longest seam on the vessel and, not being flush as with other hull seams, it was the seam that was most prone to spring a leak. A sailor knocked down by a wave would find himself scuppered, lying at the edge of the deck against the rail, poised between the devil and the deep blue sea. Sailors were so weary of repairing this seam that should they find themselves all washed up and on the beach or stranded (strand is a Dutch word for a beach or an embankment), they might lament that there was the devil to pay and no hot pitch (heading for disaster) or that they were nearly on their beam ends (laid over and about to sink). If a sailor were to reach the bitter end, then he would have payed out all this anchor warp (right up to the end which is tied to the bits at the bows) and if he continued dragging his anchor, his ship would very likely fetch up and end up on the rocks.
A captain might turn a blind eye to warnings (as Admiral Nelson did at the Battle Of Copenhagen) but would have to brace up (tighten his rigging) and stave off (fend off) scuttlebutt (a small drinking ladle with scuttles or holes, to discourage sailors from wasting time in idle chit chat whilst their tropical water ration dribbled quickly back into the butt) in running a tight ship.
Sails
At sea a sheet is a rope which controls a sail. On a Bermuda rigged vessel (two sails in-line fore and aft) (a small dinghy type vessel easily sailed single-handed by almost any sailor when going ashore or returning to the mother ship) there are three sheets (two for the jib/foresail and one for the main sail). If a such a yacht is three sheets to the wind (possibly because the returning sailor is a bit drunk) then the sails are flogging and are not drawing wind so that the boat will not make headway (forward progress) but will drift downwind. Sheets might have been let fly to thrash out of control beneath the flogging sails. On land,windmills have four sails. The sails are covered with sheets of fabric. The windmill turns at full speed with four 'sheets' (sails) exposed to the wind but will work more efficiently in brisk winds with only two 'sheets'. If you put up three sheets to the wind the windmill will be unstable, wobbling on its axis like a drunken sailor. At sea, sheets should never be confused with sails.
When the yards which carry the sails are not properly braced to deflect the wind, they are said to be half slewed. They can falter and sway ineffectively - just like a drunken sailor.
Sails are attached at corners by cringles (brass rings) sewn into the clews (sail corners). If a clew should come undone then a vessel hasn't got a clew and it's not going anywhere 'til it gets clewed up again.
Canvas (from the Greek Kannabis) and rope was made from hemp (as is cannabis) but modern sails, although still referred to as canvas, are made from terylene, polyester, dacron, kevlar and other man made fibres. You won't get 'a buzz' from smoking old rope today!
The bottom of a sail is called the foot. It is usually tied to a boom, but when it is footloose and fancy free (or loose-footed) it often dances freely in the wind, as if with a mind of its own, and can catch out the careless sailor.
Sails do not flap - they flog. People and flags, however, do get into a flap - following the custom of signalling to warships with flags. At Scapa Flow in World War One for instance, when Jellicoe's fleet was ordered to intercept the German High Seas Fleet at Jutland, the signal was given, by flags, to hundreds of ships all at once, and everyone was aware 'there's a flap on'.
Dressing down the sails with heated preservative oils and waxes, whilst these sails were flicking and blowing, was a most unpleasant but necessary practise.
When sailing downwind short handed at night (most of the crew would be asleep) a large fly-by-night would be used to do the job of several smaller, more intricate sails. It required less attention but could only be used downwind and therefore was seen infrequently by sailors.
When the sails were set correctly and the ship was balanced (with no weather or lee helm), older sailors would listen knowingly and commend the old girl with a "Now you're talking!" or turn to the younger crew and say "Now she's talking!" as the vessel splashed rhythmically through the seas with no force on the wheel or tiller so that the vessel could easily be kept on course with the light touch from a single finger (lee helm or weather helm is caused by having too much sail forward or aft).
All sailboats have an optimum angle of heel - the angle at which it is better to reduce sail rather than to have power spilling out of the head (top) of the rigging as the boat is blown over. This angle is critical and a good sailor will always know when it is time to reef (shorten sail) and put a new slant on things as conditions change. The same phrase also refers to the opposite angle of heel on a boat once she has tacked or gybed through the wind.
Canons, Ports, Hammocks and Floozies
The Port Of Bristol was once famous for importing tobacco, sherry, chocolate and sadly .....slaves. Slave ships inevitably smelled of death and could bring disease. They were not allowed into port until they were cleaned and made tidy (tides are predictable and ordered). Before entering Bristol slave ships were rigorously inspected so as to be ship shape and Bristol fashion. Even once tied up at the quay sailors would not be allowed ashore until the vessel had slewed her yards, swinging them inboard so as not to obstruct passing ships and quayside buildings in the narrow harbour waters. No cock up crew was allowed ashore until each member had cleared his yardarm (removed all flags and halliards) and set his spar askew in a neatly braced order in line with the others, cocked up away from passing ships. Once ashore, if a passing ship fouled his spar, it was the entire cock up crew's fault for not doing their job properly.
In Portsmouth, floozies (ladies that entertained sailors) would come aboard naval vessels to aid ship morale. Shore leave was often forbidden for fear that pressed men (landlubbers who were forced into service by press gangs) would desert. Each morning the petty officer (non commissioned or lesser officer) would shout for the occupants of hammocks to show a leg. If the leg was smooth and shapely then the lady was allowed to sleep in but if the leg was hairy, the officer would literally turn out the hammock by lifting it from below for the sailor fall out and to run from the Bosun's Persuader (a short length of thick rope, whipped either end) as he was made to swab the deck. Hammocks were not really suited to the activities of these kind ladies and most preferred to work in the spaces between the guns. The gun decks also offered convenient spaces (with suitable rings for tying wrists and ankles) for subsequent child-birth. Children born on the gun decks could never be certain of their father's identity and were entered in the Deck Log as the son of a gun. The gun deck and the four deck rings for each canon were also useful for tying men to be flogged over a barrel. Sailors referred to this predicament as being married to the gunner's daughter, from which there was no respite.
Between the guns, pyramids of cannon balls stood upon small lipped edged trays called monkeys. In larger ships of the fleet these monkeys were made of brass (for ceremonial reasons). If the weather changed rapidly to bitter cold, the different co-efficients of expansion of metal might cause the thin brass trays to contract faster than the solid iron canon balls. Sometimes it was so cold for sailors to expect that it might freeze the trays rapidly enough to squeeze and thus freeze the balls off a brass monkey.
In battle, hammocks were rolled tightly and lashed along the ship's rails to protect against musket fire and splinters. Bosun's mates checked the tightness of each rolled hammock every morning with a regulation sized hoop. There was trouble for the sailor whose hammock could not be put through the hoop - the sailor being threatened with being physically put through the narrow hoop by the burly bosun's mate. "Sling your hook" was the advice given to troublesome or sloppy sailors required by shipmates to sling the hooks of their hammock elsewhere.
Provisions
Before refrigeration food was preserved in brine within wooden casks. In time the salt-hardened fat on the meat became stuck to the sides of the barrel. But the cook would not waste this and could often be seen scraping the barrel whilst the crew impatiently waited for a hot meal, scavanging, chatting and chewing the fat. The hard fat was perfect for greasing masts and preserving leather fittings so to prevent the crew from using it all the cook would secrete it in his 'slush fund', selling the excess ashore to candle makers and fish and chip shops.
If sailors were lucky they could go below to eat a square meal off the square wooden platters that cook stowed in a rack. If heavy weather required all hands on deck then sailors would eat what they could from out of their pockets, between one hard tack and another.
Nautical Customs
It was the custom in sailing ships to record courses, distances and tacks on a log slate. The new watch would always use a clean slate if things were going fine, disregarding what had gone before and starting anew. Sometimes a watch could not be dismissed to go below due to severe weather close to shore. The watch keepers might say that the day would not be over by a long chalk in such circumstances and they could not wipe the slate clean to start anew for a long time to come.
The Bay of Biscay is notoriously stormy. French and Spanish ships which frequented this water had their foresails cut thin so that their bows should not be blown off and away from the wind when pointing. Upon seeing an unexpected three decker crest the horizon, a smaller British frigate captain at anchor might not like the cut of his jib and decide to cut and run, the crew cutting the lashings on all furled sails and putting an axe to the anchor warp in order to break free and run before the wind at speed. The crew would look around for the loose ends and lash up the sails with the cast offs once the enemy was left in the wake - which marked the ship's passing. Spare loose ends would be baggy-wrinkled or woven between several lines to form collision mats. Older rope would be sold to shoreside traders and this money for old rope shared out amongst the crew as a bonus.
There are only three ropes aboard a sailing vessel - the bolt rope, the boat rope and the manrope. However, the rigging in a large sailing ship could comprise upwards of ten miles of cordage, with hundreds of different names and functions. Ropes were, for the most part, the same thickness and colour, and could only be told apart from the precise position to which they were secured. Although the positioning of ropes became standardised in ships, only an old salt (experienced sailor) would really know the ropes.
It is customary to mark entry to a port with a line of leading lights to show the way.
In 1795 the issue of lime juice aboard British naval ships was regularised to prevent scurvy amongst sailors. At the time of writing this, British naval ships are still required to carry lime juice and American sailors persist in calling British sailors limeys.
In the days when the only way to India from Great Britain was by sea, it was customary for wealthy passengers to carefully choose to book cabins on the cool side of the ship - port out, starboard home, hence the acronym posh. Contrary to common belief, tickets were never marked P.O.S.H. but discerning travellers took trouble to instruct their agents to find which cabin numbers were on which side of the boat and 'insisted' on booking those cabin numbers to guarantee a port out, starboard home passage at the time of booking. The acronym is nowadays accredited to the agent's booking clerks 'pigeon-holing' their discerning wealthy passengers to fellow clerks in the expectation of a 'retainer' - "Look smart Charlie, ere's another posh one for yu."
Anything small aboard a sailing vessel was known as monkey sized. Children who carried small buckets of black powder from the ships magazine to the gun deck were called powder monkeys. Coats which were cut shorter to allow legs freedom to climb in the rigging were called monkey jackets. Heavier coats for heavy deck work were called donkey jackets. The smallest casks, pumps, blocks and wrenches were all described with the prefix 'monkey'.
British coastal vessels customarily carried a cage of crows. Crows detest large expanses of water and head as straight as a crow flies towards the nearest land if released at sea - very useful if you were unsure of the nearest land when sailing in foggy UK waters before the days of radar. The lookout perch on sailing vessels thus became known as the crow's nest.
The anchor warp in large sailing ships (cables) were too large to bend around a capstan. Smaller lines were used to heave the cables and these were nipped to the cable by small boys, who became known as nippers.
Roman sailors were paid a quantity of salt as part of their salarium (from the Latin sal meaning salt). These sailors did not take kindly to losing part of their salary when having to rub salt into their wounds after sea battles.
Traditionally when sailors hollystoned the decks, if they encountered an obstruction on deck (an officer's personal effects perhaps) they would scrub round it to avoid getting into trouble.
Sailors would sometimes bottle up their rum ration for a time when they considered it might be more suitable for a wild session but the sailor found drunk on duty would be required to fashion a cat o' nine tails or make a rod for his own back which would then be kept in a leather sack. When sailors let the cat out of the bag bad fortune befell them, usually on punishment day, which aboard ship was Blue Monday.
A boat is called "she" because there is always a great deal of bustle around her; there is usually a gang of men about; she has a waist and stays; it takes a lot of paint to keep her looking good. It is not the initial expense that breaks you, it's the upkeep. She can be decked out; it takes an experienced man to handle her correctly, and without a man at the helm she is uncontrollable. She often shows her bottom and when coming into harbour always heads for the buoys.
And now it's all sewn up for you. You hope not, otherwise you would be sewn inside your hammock with a canon ball at your feet and the last stitch sewn through your nose to make sure that you were really dead. Ouch!..
If you know of any other common words which have nautical origins, please send them to me at sailgower@aol.com so that I might research them and possibly include them in the above prose.
Try these NAUTILINKS for more useful sites relating to the sea and these NAUTILESS links for information about Wales and the Welsh Nation.
(Notice to web designers - It is polite to ask to use these pages or the information contained on these pages as part of your own web designs. Please give credit where it is due if you decide to use these pages and please leave all hyper text links in place. Thank you for being decent and honest.)
Vance Broad, Chief Sailing Instructor Mumbles Sailing Club