Sailing ship

A sailing ship is a sea-going vessel that uses sails mounted on

masts to harness the power of wind and propel the vessel.
There is a variety of sail plans that propel sailing ships,
employing square-rigged or fore-and-aft sails. Some ships
carry square sails on each mast—the brig and full-rigged ship,
said to be "ship-rigged" when there are three or more masts.[1]
Others carry only fore-and-aft sails on each mast, for instance
some schooners. Still others employ a combination of square
and fore-and-aft sails, including the barque, barquentine, and
brigantine.[2]
A barque—a three-masted sailing ship with
Early sailing ships were used for river and coastal waters in square sails on the first two masts (fore and
Ancient Egypt and the Mediterranean. The Austronesian main) and fore-and-aft sails on the
peoples developed maritime technologies that included the mizzenmast
fore-and-aft crab-claw sail and with catamaran and outrigger
hull
Sail plans

Full-rigged ship

Barque

Barquentine

Schooner
Showing three-masted examples, progressing from square sails on each to all fore-and-aft sails on each.

configurations, which enabled the Austronesian expansion into the islands of the Indo-Pacific. This
expansion originated in Taiwan c. 3000 BC and propagated through Island Southeast Asia, reaching Near
Oceania c. 1500 BC, Hawaii c. 900 AD, and New Zealand c. 1200 AD.[3] The maritime trading network in
the Indo-Pacific dates from at least 1500 BC.[4] Later developments in Asia produced the junk and dhow—
vessels that incorporated features unknown in Europe at the time.

European sailing ships with predominantly square rigs became prevalent during the Age of Discovery (15th
to 17th centuries), when they crossed oceans between continents and around the world. In the European
Age of Sail, a full-rigged ship was one with a bowsprit and three masts, each of which consists of a lower,
top, and topgallant mast.[5] Most sailing ships were merchantmen, but the Age of Sail also saw the
development of large fleets of well-armed warships. The many steps of technological development of
steamships during the 19th century provided slowly increasing competition for sailing ships — initially only
on short routes where high prices could be charged. By the 1880s, ships with triple-expansion steam
engines had the fuel efficiency to compete with sail on all major routes — and with scheduled sailings that
were not affected by the wind direction. However, commercial sailing vessels could still be found working
into the 20th century, although in reducing numbers and only in certain trades.

History
By the time of the Age of Discovery—starting in the 15th century—square-rigged, multi-masted vessels
were the norm and were guided by navigation techniques that included the magnetic compass and making
sightings of the sun and stars that allowed transoceanic voyages. The Age of Sail reached its peak in the
18th and 19th centuries with large, heavily armed battleships and merchant sailing ships.

Sailing and steam ships coexisted for much of the 19th century. The steamers of the early part of the
century had very poor fuel efficiency and were suitable only for a small number of roles, such as towing
sailing ships and providing short route passenger and mail services. Both sailing and steam ships saw large
technological improvements over the century. Ultimately the two large stepwise improvements in fuel
efficiency of compound and then triple-expansion steam engines made the steamship, by the 1880s, able to
compete in the vast majority of trades. Commercial sail still continued into the 20th century, with the last
ceasing to trade by c. 1960.[6]: 106–111 [7]: 89

South China Sea and Austronesia

Early sea-going sailing vessels were used by the Austronesian peoples.
The invention of catamarans, outriggers, and crab claw sails enabled
the Austronesian Expansion at around 3000 to 1500 BC. From Taiwan,
they rapidly colonized the islands of Maritime Southeast Asia, then
sailed further onwards to Micronesia, Island Melanesia, Polynesia, and
Madagascar. Austronesian rigs were distinctive in that they had spars
supporting both the upper and lower edges of the sails (and sometimes
in between), in contrast to western rigs which only had a spar on the
upper edge.[8][9]
Fijian voyaging outrigger boat with a
crab claw sail, an example of a
Large Austronesian trading ships with as many as four sails were
typical Austronesian vessel with
recorded by Han dynasty (206 BC – 220 AD) scholars as the kunlun bo
outriggers and a fore-and-aft sail
or K'un-lun po (崑崙舶, lit. "ship of the Kunlun people"). They were
booked by Chinese Buddhist pilgrims for passage to Southern India
and Sri Lanka.[10] Bas reliefs of large Javanese outriggers ships with
various configurations of tanja sails are also found in the Borobudur
temple, dating back to the 8th century CE.[11][12]: 100

By the 10th century AD, the Song dynasty started building the first
Chinese seafaring junks, which adopted several features of the K'un-lun
po.[13]: 18 The junk rig in particular, became associated with Chinese
coast-hugging trading ships.[14][15]: 22 [13]: 20–21 Junks in China were
A carved stone relief panel showing
constructed from teak with pegs and nails; they featured watertight
a Borobudur ship (Austronesian)
compartments and acquired center-mounted tillers and rudders.[16]
from 8th century Java, depicted with
These ships became the basis for the development of Chinese warships outriggers and fore-and-aft tanja
during the Mongol Yuan dynasty, and were used in the unsuccessful sails
Mongol invasions of Japan and Java.[15]: 22 [17]

The Ming dynasty (1368–1644) saw the use of junks as long-distance trading vessels. Chinese Admiral
Zheng He reportedly sailed to India, Arabia, and southern Africa on a
trade and diplomatic mission.[18][19] Literary lore suggests that his
largest vessel, the "Treasure Ship", measured 400 feet (120 m) in
length and 150 feet (46 m) in width,[20] whereas modern research
suggests that it was unlikely to have exceeded 70 metres (230 ft) in
length.[21]

Mediterranean and Baltic Chinese junk Keying with a center-

Sailing ships in the Mediterranean region date back to at least 3000 mounted rudder post, c. 1848
BC, when Egyptians used a bipod mast to support a single square sail
on a vessel that mainly relied on multiple paddlers.[22] Later the mast
became a single pole, and paddles were supplanted with oars. Such
vessels plied both the Nile and the Mediterranean coast. The Minoan
civilization of Crete may have been the world's first thalassocracy
brought to prominence by sailing vessels dating to before 1800 BC
(Middle Minoan IIB).[23] Between 1000 BC and 400 AD, the
Phoenicians, Greeks and Romans developed ships that were powered
by square sails, sometimes with oars to supplement their capabilities.
Such vessels used a steering oar as a rudder to control direction.
Roman ship with sails, oars, and a
steering oar
Starting in the 8th century in Denmark, Vikings were building clinker-
constructed longships propelled by a single, square sail, when practical,
and oars, when necessary.[24] A related craft was the knarr, which plied the Baltic and North Seas, using
primarily sail power.[25] The windward edge of the sail was stiffened with a beitass, a pole that fitted into
the lower corner of the sail, when sailing close to the wind.[26]

Indian Ocean
India's maritime history began during the 3rd millennium BCE when
inhabitants of the Indus Valley initiated maritime trading contact with
Mesopotamia. Indian kingdoms such as the Kalinga from as early as
2nd century CE are believed to have had sailing ships. One of the
earliest instances of documented evidence of Indian sailing ship
building comes from the mural of three-masted ship in the Ajanta caves
that date back to 400-500 CE.[27][28]

The Indian Ocean was the venue for increasing trade between India A traditional Maldivian Baghlah with
and Africa between 1200 and 1500. The vessels employed would be a fore-and-aft lateen rig
classified as dhows with lateen rigs. During this interval such vessels
grew in capacity from 100 to 400 tonnes. Dhows were often built with
teak planks from India and Southeast Asia, sewn together with coconut husk fiber—no nails were
employed. This period also saw the implementation of center-mounted rudders, controlled with a tiller.[29]

Global exploration
Technological advancements that were important to the Age of Discovery in the 15th century were the
adoption of the magnetic compass and advances in ship design.

The compass was an addition to the ancient method of navigation based on sightings of the sun and stars.
The compass was invented by Chinese. It had been used for navigation in China by the 11th century and
was adopted by the Arab traders in the Indian Ocean. The compass spread to Europe by the late 12th or
early 13th century.[30] Use of the compass for navigation in the Indian Ocean was first mentioned in 1232.
[14] The Europeans used a "dry" compass, with a needle on a pivot. The compass card was also a European
invention.[14]

At the beginning of the 15th century, the carrack was the most capable
European ocean-going ship. It was carvel-built and large enough to be
stable in heavy seas. It was capable of carrying a large cargo and the
provisions needed for very long voyages. Later carracks were square-
rigged on the foremast and mainmast and lateen-rigged on the
mizzenmast. They had a high rounded stern with large aftcastle,
forecastle and bowsprit at the stem. As the predecessor of the galleon,
Replica of Ferdinand Magellan's
the carrack was one of the most influential ship designs in history;
carrack, Victoria, which completed
while ships became more specialized in the following centuries, the
the first global circumnavigation.
basic design remained unchanged throughout this period.[31]

Ships of this era were only able to sail approximately 70° into the wind and tacked from one side to the
other across the wind with difficulty, which made it challenging to avoid shipwrecks when near shores or
shoals during storms.[32] Nonetheless, such vessels reached India around Africa with Vasco da Gama,[33]
the Americas with Christopher Columbus,[34] and around the world under Ferdinand Magellan.[35]

1700 to 1850
Sailing ships became longer and faster over time, with ship-rigged
vessels carrying taller masts with more square sails. Other sail plans
emerged, as well, that had just fore-and-aft sails (schooners), or a
mixture of the two (brigantines, barques and barquentines).[36]

Warships
Cannons were introduced in the 14th century, but did not become
common at sea until they could be reloaded quickly enough to be 1798 sea battle between a French
reused in the same battle. The size of a ship required to carry a large and British man-of-war
number of cannon made oar-based propulsion impossible, and
warships came to rely primarily on sails. The sailing man-of-war
emerged during the 16th century.[37]

By the middle of the 17th century, warships were carrying increasing

numbers of cannon on three decks. Naval tactics evolved to bring each
ship's firepower to bear in a line of battle—coordinated movements of a
fleet of warships to engage a line of ships in the enemy fleet.[38]
Carracks with a single cannon deck evolved into galleons with as many
as two full cannon decks,[39] which evolved into the man-of-war, and
A late-19th-century American clipper
further into the ship of the line—designed for engaging the enemy in a
ship
line of battle. One side of a ship was expected to shoot broadsides
against an enemy ship at close range.[38] In the 18th century, the small
and fast frigate and sloop-of-war—too small to stand in the line of
battle—evolved to convoy trade, scout for enemy ships and blockade
enemy coasts.[40]

Clippers
The term "clipper" started to be used in the first quarter of the 19th
century. It was applied to sailing vessels designed primarily for speed. The five-masted Preussen was the
Only a small proportion of sailing vessels could properly have the term largest sailing ship ever built.
applied to them.[7]: 33

Early examples were the schooners and brigantines, called Baltimore clippers, used for blockade running
or as privateers in the War of 1812 and afterwards for smuggling opium
or illegally transporting slaves. Larger clippers, usually ship or barque
rigged and with a different hull design, were built for the California
trade (from east coast USA ports to San Francisco) after gold was
discovered in 1848 – the associated ship-building boom lasted until
1854.[41]: 7, 9, 13.14

Clippers were built for trade between the United Kingdom and China Schooners became favored for
after the East India Company lost its monopoly in 1834. The primary some coast-wise commerce after
cargo was tea, and sailing ships, particularly tea clippers, dominated 1850—they enabled a small crew to
this long distance route until the development of fuel efficient handle sails.
steamships coincided with the opening of the Suez Canal in 1869.
[42]: 9–10, 209

Other clippers worked on the Australian immigrant routes or, in smaller quantities, in any role where a fast
passage secured higher rates of freight[a] or passenger fares. Whilst many clippers were ship rigged, the
definition is not limited to any rig.[41]: 10–11

Clippers were generally built for a specific trade: those in the California trade had to withstand the seas of
Cape Horn, whilst Tea Clippers were designed for the lighter and contrary winds of the China Sea. All had
fine lines,[b] with a well streamlined hull and carried a large sail area. To get the best of this, a skilled and
determined master was needed in command.[41]: 16–19

Copper sheathing
During the Age of Sail, ships' hulls were under frequent attack by shipworm (which affected the structural
strength of timbers), and barnacles and various marine weeds (which affected ship speed).[43] Since before
the common era, a variety of coatings had been applied to hulls to counter this effect, including pitch, wax,
tar, oil, sulfur and arsenic.[44] In the mid 18th century copper sheathing was developed as a defense against
such bottom fouling.[45] After coping with problems of galvanic deterioration of metal hull fasteners,
sacrificial anodes were developed, which were designed to corrode, instead of the hull fasteners.[46] The
practice became widespread on naval vessels, starting in the late 18th century,[47] and on merchant vessels,
starting in the early 19th century, until the advent of iron and steel hulls.[46]

After 1850
Iron-hulled sailing ships, often referred to as "windjammers" or "tall ships",[48] represented the final
evolution of sailing ships at the end of the Age of Sail. They were built to carry bulk cargo for long distances
in the nineteenth and early twentieth centuries. They were the largest of merchant sailing ships, with three
to five masts and square sails, as well as other sail plans. They carried lumber, guano, grain or ore between
continents. Later examples had steel hulls. Iron-hulled sailing ships were mainly built from the 1870s to
1900, when steamships began to outpace them economically, due to their ability to keep a schedule
regardless of the wind. Steel hulls also replaced iron hulls at around the same time. Even into the twentieth
century, sailing ships could hold their own on transoceanic voyages such as Australia to Europe, since they
did not require bunkerage for coal nor fresh water for steam, and they were faster than the early steamers,
which usually could barely make 8 knots (15 km/h).[49]

The four-masted, iron-hulled ship, introduced in 1875 with the full-rigged County of Peebles, represented
an especially efficient configuration that prolonged the competitiveness of sail against steam in the later
part of the 19th century.[50] The largest example of such ships was the five-masted, full-rigged ship
Preussen, which had a load capacity of 7,800 tonnes.[51] Ships transitioned from all sail to all steam-power
from the mid 19th century into the 20th.[48] Five-masted Preussen used steam power for driving the
winches, hoists and pumps, and could be manned by a crew of 48, compared with four-masted
Kruzenshtern, which has a crew of 257.[52]
Coastal top-sail schooners with a crew as small as two managing the sail handling became an efficient way
to carry bulk cargo, since only the fore-sails required tending while tacking and steam-driven machinery
was often available for raising the sails and the anchor.[53]

In the 20th century, the DynaRig allowed central, automated control of all sails in a manner that obviates
the need for sending crew aloft. This was developed in the 1960s in Germany as a low-carbon footprint
propulsion alternative for commercial ships. The rig automatically sets and reefs sails; its mast rotates to
align the sails with the wind. The sailing yachts Maltese Falcon and Black Pearl employ the rig.[52][54]

In the 21st century, due to concern about climate change and the possibility of cost savings, companies
explored using wind-power to reduce heavy fuel needs on large containerized cargo ships. By 2023, around
30 ships were using sails or attached kites, with the number expected to grow.[55][56]

Features
Every sailing ship has a sail plan that is adapted to the purpose of the vessel and the ability of the crew;
each has a hull, rigging and masts to hold up the sails that use the wind to power the ship; the masts are
supported by standing rigging and the sails are adjusted by running rigging.

Hull
Hull shapes for sailing ships evolved from being relatively
short and blunt to being longer and finer at the bow.[36] By the
nineteenth century, ships were built with reference to a half
model, made from wooden layers that were pinned together.
Each layer could be scaled to the actual size of the vessel in
Hull form lines, lengthwise and in cross-
order to lay out its hull structure, starting with the keel and
section from a 1781 plan
leading to the ship's ribs. The ribs were pieced together from
curved elements, called futtocks and tied in place until the
installation of the planking. Typically, planking was caulked with a tar-impregnated yarn made from
manila or hemp to make the planking watertight.[57] Starting in the mid-19th century, iron was used first
for the hull structure and later for its watertight sheathing.[58]

Masts
Until the mid-19th century all vessels' masts were made of
wood formed from a single or several pieces of timber which
typically consisted of the trunk of a conifer tree. From the 16th
century, vessels were often built of a size requiring masts taller
and thicker than could be made from single tree trunks. On
these larger vessels, to achieve the required height, the masts
were built from up to four sections (also called masts), known
in order of rising height above the decks as the lower, top,
topgallant and royal masts.[60] Giving the lower sections
Diagram of rigging on a square-rigged ship.[59]
sufficient thickness necessitated building them up from
separate pieces of wood. Such a section was known as a made
mast, as opposed to sections formed from single pieces of timber, which were known as pole masts.[61]
Starting in the second half of the 19th century, masts were made of iron or steel.[36]

For ships with square sails the principal masts, given their standard names in bow to stern (front to back)
order, are:

▪ Fore-mast — the mast nearest the bow, or the mast forward of the main-mast with sections: fore-mast
lower, fore topmast, and fore topgallant mast[60]
 ▪ Main-mast — the tallest mast, usually located near the center of the ship with sections: main-mast
lower, main topmast, main topgallant mast, royal mast (sometimes)[60]
▪ Mizzen-mast — the aft-most mast. Typically shorter than the fore-mast with sections: mizzen-mast
lower, mizzen topmast, and mizzen topgallant mast.[62]

Sails
Each rig is configured in a sail plan, appropriate to the size of
the sailing craft. Both square-rigged and fore-and-aft rigged
vessels have been built with a wide range of configurations for
single and multiple masts.[64]

Types of sail that can be part of a sail plan can be broadly

classed by how they are attached to the sailing craft:

▪ To a stay — Sails attached to stays, include jibs, which are

attached to forestays and staysails, which are mounted on Different sail types.[63]
other stays (typically wire cable) that support other masts
from the bow aft.
▪ To a mast — Fore-and-aft sails directly attached to the mast at the luff include gaff-rigged quadrilateral
and Bermuda triangular sails.
▪ To a spar — Sails attached to a spar include both square sails and such fore-and-aft quadrilateral sails
as lug rigs, junk and spritsails and such triangular sails as the lateen, and the crab claw.

Rigging
Sailing ships have standing rigging to support the masts and
running rigging to raise the sails and control their ability to
draw power from the wind. The running rigging has three
main roles, to support the sail structure, to shape the sail and
to adjust its angle to the wind. Square-rigged vessels require
more controlling lines than fore-and-aft rigged ones.

Standing rigging
Sailing ships prior to the mid-19th century used wood masts
with hemp-fiber standing rigging. As rigs became taller by the
end of the 19th century, masts relied more heavily on
successive spars, stepped one atop the other to form the whole,
from bottom to top: the lower mast, top mast, and topgallant Square sail edges and corners (top). Running
mast. This construction relied heavily on support by a complex rigging (bottom).
array of stays and shrouds. Each stay in either the fore-and-aft
or athwartships direction had a corresponding one in the
opposite direction providing counter-tension. Fore-and-aft the system of tensioning started with the stays
that were anchored in front each mast. Shrouds were tensioned by pairs of deadeyes, circular blocks that
had the large-diameter line run around them, whilst multiple holes allowed smaller line—lanyard—to pass
multiple times between the two and thereby allow tensioning of the shroud. After the mid-19th century
square-rigged vessels were equipped with iron wire standing rigging, which was superseded with steel wire
in the late 19th century.[65][42]: 46

Running rigging
Halyards, used to raise and lower the yards, are the primary supporting lines.[66] In addition, square rigs
have lines that lift the sail or the yard from which it is suspended that include: brails, buntlines, lifts and
leechlines. Bowlines and clew lines shape a square sail.[59] To adjust the angle of the sail to wind braces are
used to adjust the fore and aft angle of a yard of a square sail, while sheets attach to the clews (bottom
corners) of a sail to control the sail's angle to the wind. Sheets run aft, whereas tacks are used to haul the
clew of a square sail forward.[59]

Crew
The crew of a sailing ship is divided between officers (the captain and
his subordinates) and seamen or ordinary hands. An able seaman was
expected to "hand, reef, and steer" (handle the lines and other
equipment, reef the sails, and steer the vessel).[67] The crew is
organized to stand watch—the oversight of the ship for a period—
typically four hours each.[68] Richard Henry Dana Jr. and Herman
Melville each had personal experience aboard sailing vessels of the 19th
century.
Seamen aloft, stowing a sail

Merchant vessel
Dana described the crew of the merchant brig, Pilgrim, as comprising six to eight common sailors, four
specialist crew members (the steward, cook, carpenter and sailmaker), and three officers: the captain, the
first mate and the second mate. He contrasted the American crew complement with that of other nations
on whose similarly sized ships the crew might number as many as 30.[69] Larger merchant vessels had
larger crews.[70]

Warship
Melville described the crew complement of the frigate warship, United States, as about 500—including
officers, enlisted personnel and 50 Marines. The crew was divided into the starboard and larboard watches.
It was also divided into three tops, bands of crew responsible for setting sails on the three masts; a band of
sheet-anchor men, whose station was forward and whose job was to tend the fore-yard, anchors and
forward sails; the after guard, who were stationed aft and tended the mainsail, spanker and manned the
various sheets, controlling the position of the sails; the waisters, who were stationed midships and had
menial duties attending the livestock, etc.; and the holders, who occupied the lower decks of the vessel and
were responsible for the inner workings of the ship. He additionally named such positions as, boatswains,
gunners, carpenters, coopers, painters, tinkers, stewards, cooks and various boys as functions on the man-
of-war.[71] 18-19th century ships of the line had a complement as high as 850.[72]

Ship handling
Handling a sailing ship requires management of its sails to power—but not overpower—the ship and
navigation to guide the ship, both at sea and in and out of harbors.

Under sail
Key elements of sailing a ship are setting the right amount of sail to generate maximum power without
endangering the ship, adjusting the sails to the wind direction on the course sailed, and changing tack to
bring the wind from one side of the vessel to the other.

Setting sail
A sailing ship crew manages the running rigging of each square sail. Each sail has two sheets that control
its lower corners, two braces that control the angle of the yard, two clewlines, four buntlines and two reef
tackles. All these lines must be manned as the sail is deployed and the yard raised. They use a halyard to
raise each yard and its sail; then they pull or ease the braces to set the angle of the yard across the vessel;
they pull on sheets to haul lower corners of the sail, clews, out to yard below. Under way, the crew manages
reef tackles, haul leeches, reef points, to manage the size and angle of
the sail; bowlines pull the leading edge of the sail (leech) taut when
close hauled. When furling the sail, the crew uses clewlines, haul up the
clews and buntlines to haul up the middle of sail up; when lowered, lifts
support each yard.[73]

In strong winds, the crew is directed to reduce the number of sails or,
alternatively, the amount of each given sail that is presented to the
wind by a process called reefing. To pull the sail up, seamen on the
yardarm pull on reef tackles, attached to reef cringles, to pull the sail
up and secure it with lines, called reef points.[74] Dana spoke of the
hardships of sail handling during high wind and rain or with ice
covering the ship and its rigging.[69]

Sailing ship at sea, rolling and

Changing tack heeled over from the force of the
Sailing vessels cannot sail directly into the wind. Instead, square- wind on its sails.
riggers must sail a course that is between 60° and 70° away from the
wind direction[75] and fore-and aft vessels can typically sail no closer
than 45°.[76] To reach a destination, sailing vessels may have to change
course and allow the wind to come from the opposite side in a
procedure, called tacking, when the wind comes across the bow during
the maneuver.

When tacking, a square-rigged vessel's sails must be presented squarely

to the wind and thus impede forward motion as they are swung around
via the yardarms through the wind as controlled by the vessel's running
rigging, using braces—adjusting the fore and aft angle of each yardarm
around the mast—and sheets attached to the clews (bottom corners) of
each sail to control the sail's angle to the wind.[59] The procedure is to
turn the vessel into the wind with the hind-most fore-and-aft sail (the
spanker), pulled to windward to help turn the ship through the eye of
the wind. Once the ship has come about, all the sails are adjusted to
align properly with the new tack. Because square-rigger masts are more Diagram contrasting course made
good to windward by tacking a
strongly braced from behind than from ahead, tacking is a dangerous
schooner versus a square-rigged
procedure in strong winds; the ship may lose forward momentum
ship.
(become caught in stays) and the rigging may fail from the wind
coming from ahead. The ship may also lose momentum at wind speeds
of less than 10 knots (19 km/h).[75] Under these conditions, the choice may be to wear ship—to turn the
ship away from the wind and around 240° onto the next tack (60° off the wind).[77][78]

A fore-and-aft rig permits the wind to flow past the sail, as the craft head through the eye of the wind. Most
rigs pivot around a stay or the mast, while this occurs. For a jib, the old leeward sheet is released as the
craft heads through the wind and the old windward sheet is tightened as the new leeward sheet to allow the
sail to draw wind. Mainsails are often self-tending and slide on a traveler to the opposite side.[79] On
certain rigs, such as lateens[80] and luggers,[81] the sail may be partially lowered to bring it to the opposite
side.

Navigation
Early navigational techniques employed observations of the sun, stars, waves and birdlife. In the 15th
century, the Chinese were using the magnetic compass to identify direction of travel. By the 16th century in
Europe, navigational instruments included the quadrant, the astrolabe, cross staff, dividers and compass.
By the time of the Age of Exploration these tools were being used in combination with a log to measure
speed, a lead line to measure soundings, and a lookout to identify
potential hazards. Later, an accurate marine sextant became standard
for determining latitude and was used with an accurate chronometer to
calculate longitude.[82][83]

Passage planning begins with laying out a route along a chart, which
comprises a series of courses between fixes—verifiable locations that
confirm the actual track of the ship on the ocean. Once a course has
been set, the person at the helm attempts to follow its direction with
reference to the compass. The navigator notes the time and speed at
each fix to estimate the arrival at the next fix, a process called dead
reckoning. For coast-wise navigation, sightings from known landmarks
or navigational aids may be used to establish fixes, a process called The marine sextant is used to
pilotage.[1] At sea, sailing ships used celestial navigation on a daily measure the elevation of celestial
schedule, as follows:[84] bodies above the horizon.

1. Continuous dead reckoning plot

2. Star observations at morning twilight for a celestial fix
3. Morning Sun observation to determine compass error by azimuth observation of the Sun
4. Noontime observation of the Sun for noon latitude line for determination the day's run and day's set
and drift
5. Afternoon sun line to determine compass error by azimuth observation of the Sun
6. Star observations at evening twilight for a celestial fix
Fixes were taken with a marine sextant, which measures the distance of the celestial body above the
horizon.[82]

Entering and leaving harbor

Given the limited maneuverability of sailing ships, it could be difficult to enter and leave harbor with the
presence of a tide without coordinating arrivals with a flooding tide and departures with an ebbing tide. In
harbor, a sailing ship stood at anchor, unless it needed to be loaded or unloaded at a dock or pier, in which
case it might be warped alongside or towed by a tug. Warping involved using a long rope (the warp)
between the ship and a fixed point on the shore. This was pulled on by a capstan on shore, or on the ship.
This might be a multi-stage process if the route was not simple. If no fixed point was available, a kedge
anchor might be taken out in a ship's boat to a suitable point and the ship then pulled up to the kedge.
Square rigged vessels could use backing and filling (of the sails) to manoeuvre in a tideway, or control
could be maintained by drudging the anchor - lower the anchor until it touches the bottom so that the
dragging anchor gives steerage way in the flow of the tide.[85][86]: 199–202

Examples
These are examples of sailing ships; some terms have multiple meanings:

Defined by general configuration Defined by sail plan

▪ Caravel: small maneuverable ship, lateen rigged All masts have fore-and-aft sails
▪ Carrack: three or four masted ship, square-rigged
forward, lateen-rigged aft ▪ Schooner: fore-and-aft rigged sails, with two or
more masts, the aftermost mast taller or equal to
▪ Clipper: a merchant ship designed specifically for
the height of the forward mast(s)
speed
▪ Cog: plank-built, one-masted, square-rigged All masts have square sails
vessel
▪ Brig: two masts, square rigged (may have a
▪ Dhow: a lateen-rigged merchant or fishing vessel
spanker on the aftermost)
▪ Djong: large tradeship used by ancient
Indonesian and Malaysian people
▪ Fluyt: a Dutch oceangoing merchant vessel,
rigged similarly to a galleon
▪ Galleon: a large, primarily square-rigged, armed
cargo carrier of the sixteenth and seventeenth
centuries
▪ Junk: a lug-rigged Chinese ship, which included
many types, models and variants.
▪ Koch: small, Russian clinker-built ship, designed ▪ Bilander: a ship or brig with a lug-rigged mizzen
for use in Arctic waters
▪ Longship: vessels used by the Vikings, with a
single mast and square sail, also propelled by
oars.
▪ Pinisi: Indonesia's traditional sailing ship
▪ Pink: in the Atlantic, a small oceangoing ship with
a narrow stern.
▪ Snow: a brig carrying a square mainsail and
often a spanker on a trysail mast
▪ Sailing superyacht: a large sailing yacht
▪ Waʻa kaulua: Polynesian double-hulled voyaging
canoe
▪ Windjammer: (informal) large merchant sailing
ship with an iron or steel hull
▪ Full-rigged ship: three or more masts, all of them
square rigged
Mixture of masts with square sails and masts with
fore-and-aft sails
▪ Barque, or "bark": at least three masts, fore-and-
aft rigged mizzen mast
▪ Barquentine: at least three masts with all but the
foremost fore-and-aft rigged
sail
▪ Brigantine: two masts, with the foremast square-
rigged
▪ Hermaphrodite brig: a brigantine
Military vessels
▪ Corvette: lightly armed, fast sailing vessel
▪ Cutter: small naval vessel, fore-and-aft rigged,
single mast with two headsails
▪ Frigate: a ship-rigged warship with a single
gundeck
▪ Ship of the line: the largest warship in European
navies, ship-rigged
▪ Xebec: a Mediterranean warship adapted from a
galley, with three lateen-rigged masts

See also
Transport portal

▪ List of large sailing vessels ▪ Sailing ship tactics

▪ Sailboat ▪ Shipbuilding
▪ Sailing ship accidents ▪ Tall ship
▪ Sailing ship effect—describing the transition
between an old and new technology

Notes
a. Freight: the price paid for carrying a cargo
b. The fineness of a ship's hull is best described by considering a rectangular cuboid with the same
length, breadth (beam) and depth as the hull of the ship. The more material that you have to carve
away to get the shape of the ship's hull, the finer the lines.

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Further reading
▪ Graham, Gerald S. "The Ascendancy of the Sailing Ship 1850–85".Economic History Review, 9#1
1956, pp. 74–88 online (https://www.jstor.org/stable/2591532)
▪ Watts, Philip (1911). "Ship" (https://en.wikisource.org/wiki/1911_Encyclop%C3%A6dia_Britannica/Shi
p). In Chisholm, Hugh (ed.). Encyclopædia Britannica. Vol. 24 (11th ed.). Cambridge University Press.
pp. 880–970, see pages 881 to 887. "I. History to the Invention of Steamships"
▪ Boyd, John M'Neill (1857). A manual for naval cadets (https://archive.org/details/amanualfornaval01bo
ydgoog) (3rd ed.). London: Longman, Brown, Green, Longmans & Roberts. OL 23468580M (https://op
enlibrary.org/books/OL23468580M).
▪ Moore, Sir Alan Hilary; Nance, R. Morton (1925). Last days of mast & sail : An Essay in Nautical
Comparative Anatomy (https://archive.org/details/lastdaysofmastsa0000moor). Clarendon Press,
Oxford. OL 26571876M (https://openlibrary.org/books/OL26571876M).

External links
▪ Media related to Sailing ships at Wikimedia Commons
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