female line; and it is now held by the marquis of Ely in conjunction with other family titles.
See Richard Mant, History of the Church of Ireland (2 vols., London, 1840); J. R. O’Flanagan, Lives of the Lord Chancellors of Ireland (2 vols., London, 1870); John D’Alton, Memoirs of the Archbishops of Dublin (Dublin, 1838); Henry Cotton, Fasti Ecclesiae Hibernicae (5 vols., Dublin, 1848–1878); William Monck Mason, History and Antiquities of the College and Cathedral Church of St Patrick, near Dublin (Dublin, 1819); G. E. C., Complete Peerage vol. iii., sub. “Ely” (London, 1890).
LOG (a word of uncertain etymological origin, possibly onomatopoeic; the New English Dictionary rejects the derivation from Norwegian lág, a fallen tree), a large piece of generally unhewn, wood. The word is also used in various figurative senses, and more particularly for the “nautical log,” an apparatus for ascertaining the speed of ships. Its employment in this sense depends on the fact that a piece of wood attached to a line was thrown overboard to lie like a log in a fixed position, motionless, the vessel’s speed being calculated by observing what length of line ran out in a given time (“common log”); and the word has been retained for the modern “patent” or “continuous” log, though it works in an entirely different manner.
The origin of the “common log” is obscure, but the beginnings of the “continuous log” may be traced back to the 16th century. By an invention probably due to Humfray Cole and published in 1578 by William Bourne in his Inventions and Devices, it was proposed to register a ship’s speed by means of a “little small close boat,” with a wheel, or wheels, and an axle-tree to turn clockwork in the little boat, with dials and pointers indicating fathoms, leagues, scores of leagues and hundreds of leagues. About 1668 Dr R. Hooke showed some members of the Royal Society an instrument for the same purpose, depending on a vane or fly which rotated as the vessel progressed (Birch, History of the Royal Society, iv. 231), and Sir Isaac Newton in 1715 reported unfavourably on the “marine surveyor” of Henry de Saumarez, which also depended on a rotator. Conradus Mel in his Antiquarius Sacer (1719) described a “pantometron nauticum” which he claimed would show without calculation the distance sailed by the ship; and J. Smeaton in 1754 published improvements on the apparatus of Saumarez. William Foxon of Deptford in 1772, James Guerimand of Middlesex in 1776 (by his “marine perambulator”), and R. H. Gower in 1772, practically demonstrated the registration of a vessel’s speed by mechanical means. Viscount de Vaux in 1807 made use of water-pressure, as did the Rev. E. L. Berthon in 1849, and C. E. Kelway invented an electrical log in 1876.
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| Fig. 1. |
Common Log.—To ascertain the ship’s speed by the common log four articles are necessary—a log-ship or log-chip, log-reel, log-line and log-glass. The log-ship (fig. 1) is a wooden quadrant 12 in. thick, with a radius of 5 or 6 in., the circumference of which is weighted with lead to keep it upright and retard its passage through the water. Two holes are made near its lower angles. One end of a short piece of thin line is passed through one of these holes, and knotted; the other end has spliced to it a hard bone peg which is inserted in the other hole. The holes are so placed that the log-ship will hang square from the span thus formed. The log-line is secured to this span and consists of two parts. The portion nearest the log-ship is known as the “stray line”; its length varies from 10 to 20 fathoms, but should be sufficient to ensure that the log-ship shall be outside the disturbing element of the ship’s wake. The point where it joins the other part is marked by a piece of bunting, and the line from this point towards its other end is marked at known intervals with “knots,” which consist of pieces of cord worked in between its strands. A mean degree of the meridian being assumed to be 69.09 statute miles of 5280 ft., the nautical mile (160 degree) is taken as 6080 ft., which is a sufficiently close approximation for practical purposes, and the distances between the knots are made to bear the same relation to 6080 ft. as 28 seconds to an hour (3600 seconds); that is, they are placed at intervals of 47 ft. 3 in. The end of the first interval of this length (counting from the piece of bunting) is marked by a bit of leather, the second by a cord with two knots, the third by one with three knots, and so on; the middle of each of these lengths (half-knot) is also marked by a cord with one knot. It follows that, if, say, five knots of the line run out in 28 seconds, the ship has gone 5 × 4714 ft. in that time, or is moving at the rate of 5 × 6080 ft. (= five nautical miles) an hour; hence the common use of knot as equivalent to a nautical mile. In the log-glass the time is measured by running sand, which, however, is apt to be affected by the humidity of the atmosphere. Sometimes a 30-second glass is used instead of a 28-second one, and the intervals between the knots on the log-line are then made 50 ft. 7 in. instead of 47 ft. 3 in. For speeds over six knots a 14-second glass is employed, and the speed indicated by the log-line is doubled.
The log-line, after being well soaked, stretched and marked with knots, is wound uniformly on the log-reel, to which its inner end is securely fastened. To “heave the log,” a man holds the log-reel over his head (at high speeds the man and portable reel are superseded by a fixed reel and a winch fitted with a brake), and the officer places the peg in the log-ship, which he then throws clear and to windward of the ship, allowing the line to run freely out. When the bunting at the end of the stray line passes his hand, he calls to his assistant to turn the glass, and allows the line to pay out freely. When all the sand has run through, the assistant calls “Stop!” when the log-line is quickly nipped, the knots counted, and the intermediate portion estimated. The strain on the log-ship when the log-line is nipped, causes the peg to be withdrawn from it, and the log-ship is readily hauled in. In normal circumstances, the log is hove every hour. In a steam vessel running at high speed on an ocean route, with engines working smoothly and uniformly, a careful officer with correct line and glass can obtain very accurate results with the common log.
Ground Log.—In the deltas of shoal rivers, with a strong tide or current and no land visible, a 5 ℔ lead is substituted for the log-ship; the lead rests on the bottom, and the speed is obtained in a manner similar to that previously described. Such a “ground-log” indicates the actual speed over the ground, and in addition, when the log-line is being hauled in, it will show the real course the ship is making over the ground.
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| Fig. 2. |
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| Fig. 3.—The A1 Harpoon Ship Log. |
Patent Log.—The screw or rotatory log of Edward Massey, invented in 1802, came into general use in 1836 and continued until 1861. The registering wheelwork was contained in a shallow rectangular box (fig. 2), with a float plate on its upper side, carrying three indicating dials, recording respectively fractions, units and tens of miles (up to a hundred). The rotator was connected to the log by a rope 6 ft. in length, actuating a universal joint on the first spindle of the register; it consisted of an air-tight thin metal tube with a coned fore-end, carrying flat metal vanes set at an angle. Alexander Bain in 1846 suggested enclosing the wheelwork in the rotator. In Thomas Walker’s harpoon or frictionless log, introduced in 1861, the wheelwork was enclosed in a cylindrical case of the same diameter as the body of the rotator or fan, and the latter was brought close up to the register, forming a compact machine and avoiding the use of the 6-ft. line. Two years later a heart-shaped float plate was attached to the case, and the log called the A1 Harpoon ship log (fig. 3). The log should be washed in fresh water when practicable, to prevent oxidization of the wheels, and be lubricated with suitable oil through a hole in the case.
These logs were towed from the ship, but with quick passages and well surveyed coasts, the need arose for a patent log which could be readily consulted from the deck, and from which the distance run under varying speeds could be quickly ascertained. To meet this requirement, Walker in 1878 introduced the Cherub
