Seals and Seal Fisheries But the important form of this The most important sealing A The next sealing area of importance is that about the island of Jan Mayen, confined to an area of about 400 miles diameter. The 67 from On seals arrive here later, and the British vessels take part in this sealing after the Newfoundland cruise. The principal part of the fleet for the Jan Mayen sealing, however, is made up of German and Norwegian vessels Hamburg and Trumsö. account of the limited area this sealing has been very destructive, and in 1876 it was found necessary to limit its beginning to April 1st, this being accomplished by agreement among the nations concerned. The catch is smaller than that of Newfoundland, numbering for the period of is greatest development, 1865-71, about 200,000. Since 1880 this sealing has greatly declined. The recorded catch of the British fleet is, for 1881, 27,894; for 1885, 26,448; for 1889, 15,079; for 1891, 1,560. Since 1895 this sealing has been abandoned by the British fleet. The natives of the west coast of Greenland take a considerable number of seals on which they depend for food and clothing. A catch of 89,000 is recorded for this sealing for the period about 1876. It is said to have declined in recent years. At Nova Zembla and in the White and Caspian seas important sealing operations are carried on by the Russians. The White Sea catch for the period about 1880 is said to have yielded 65,000 to 75,000 annually. For the Caspian Sea sealing an average annual catch of 130,000 is reported for the five years preceding 1882. Bringing together the various catches for the period about 1880, of which we have more or less complete data-Newfoundland, 500,000; Jan Mayen, 200,000; Caspian Sea, 130,000; Greenland. 89,000; White Sea, 70,000 -we have a grand total annual catch of 989,000 seals, each yielding in oil and leather a value of from one to three dollars. This fishery like that of the fur seals is a valuable and important one and like the latter shows decline due in all probability to wasteful killing. It is equally worthy of consideration, and such measures as may be necessary should be taken to preserve and perpetuate the race of animals on which it depends. Bibliography-Allen's History of N. A. Pinnipeds, U. S. Geol. Surv., Miscl. Docs. 12, 1880; Jordan's (and associates') Fur Seals and Fur Seal Islands of Rink's North Pacific (1898); Danish Greenland (1877); Carroll's Seal and Herring Fisheries of Newfoundland (1873); Schultz's Fisheries and Seal Hunting in White Sea, Arctic, and Caspian Sea, tr. in Rep. U. S. Comm. of Fisheries, iii (1873); Southwell's 'Notes on Seal and Whale Fishery,' Zoologist, 1883 and following. Seaman, OWEN (1861), English Seamanship author and journalist, was educated at Shrewsbury and Cambridge. In 1890 he became professor of literature at Durham College of Science, Newcastleon-Tyne, and in 1897 joined the staff of Punch. Mr. Seaman acted for some time as assistant editor, and on the retirement of Mr. Burnand, early in 1906, became editor in chief. His publications include Horace at "Cambridge (1894), Tillers of the Sand (1895), In Cap and Bells (1899), A Harvest of Chaff (1904), etc. Seamanship, PRACTICAL, is the art of rigging a vessel ready for sea, and of managing and working her when at sea. When facing forward, the right-hand side of a vessel is called the starboard side, and the left-hand the port side. Formerly the term larboard' was used for port; but it was easily mistaken for starboard. Vessels are named according to their rig-i.e. the number of masts and the kind of sails they carry. The side of the vessel against which the wind is blowing is called the weather or windward side, the other the lee side. The ship is kept on her course by means of the helm; but the manner in which the sails are set and trimmed has great effect on the steering. The after sails tend to throw the ship up in the wind-i.e. bring the wind more ahead. The sails forward tend to make the ship pay off-i.e. bring the wind more aft. The seaman sets and trims the sails so that they have a maximum effect in speeding the vessel along and at the same time arranges as far as possible that the forward and after sails balance each other, so that the vessel may be easily steered. A ship can be sailed in any direction not less than six points (674) from the wind. Thus, with the wind from north a vessel could sail on any course not lying between E.N.E. and W.N.w. When heading E.N.E. she would be closehauled on the port tack, and at W.N.W. close hauled on the starboard tack. Fore-and-aft vessels sail closer to the wind than square-rigged vessels. When the wind is ahead, progress is made directly to windward by sailing alternately on each tack, thus making a zigzag track, the resultant of which is a motion against the wind. This is called beating to windward. Tacking is performed by bringing the ship right ahead to wind, so that all the sails are aback (i.e. the wind blowing into them from the fore side); she is then 'in stays,' and is afterwards made to fall off from the wind on to the other tack. In bad weather, or again in very light winds, it is not pos sible to tack. The vessel is then put on the other tack by wearing.' This is done by making the ship fall off until she brings the wind right astern, and bringing her up to the wind on the other tack. The amount of sail set is regulated according to the force of the wind; as it increases, the light upper sails are taken in first, and a definite order of shortening sail is followed, the topsails being kept set until the last. The taking in of heavy sails in very bad weather is an important qualification of a seaman. In heavy gales, with a high sea running, it is sometimes necessary to heave to. The ship is kept heading as close to the wind as possible, so as to meet the seas bow first. A little sail is kept set aft if possible, and she is allowed to drift, making very little headway, the seaman endeavoring to keep the ship from falling off into the trough of the seas. If the ship is not hove to, she must be kept before the wind, or what is termed 'running.' As she is then moving n the same direction as the wind, its force is not felt so much; but the safety of the ship depends in a great measure upon good steering, and with some vessels it is not safe to run in a very heavy sea. In case of accidents such as loss of rudder or of masts, the seaman must be ready with resources, and be able to ríg a jury-rudder or a jury-mast. The anchor is used when it is required to moor the ship at some distance from the shore. Its construction is such that any tendency of the ship to drift away causes the anchor to embed itself in the ground. A sea-anchor is a floating one formed of spars and canvas made to hang vertically from the surface of the sea. It is secured to the bow of the vessel by a hawser, and by its resistance to the water as the ship drifts it keeps her out of the trough of the sea. A knowledge of the action of the propeller is necessary in the management of a steamship, as it not only propels the ship ahead, but has a considerable turning effect, which can be utilized to great advantage when it is required to turn short round in narrow waters. For the prevention of collisions a number of regulations have been agreed upon by the maritime nations. (See RULE OF THE ROAD AT SEA.) See Knight's Modern Seamanship (1902); Luce's Seamanship (revised ed. 1898); Nares's Seamanship (7th ed. 1897). See also NAVIGATION, SAILS and RIGGING. Sea-mat. See FLUSTRA. Seamen. Persons who are employed about a vessel, either in connection with its navigation, or in taking care of such persons and keeping the vessel in order. The term has been held to include ship's stewards, waiters, cooks, deck-hands, ship's carpenters, stokers. The relations of ship owners, masters and seamen are regulated by acts of Congress. In all important ports there are U. S. shipping commissioners, or other persons acting as such, who look after contracts of seamen and report violations of the law. The following are some of the important provisions of the Federal statutes for the protection of seamen: the contracts with seamen must be in writing and state, among other things, the rate of wages, length and nature of the voyage, and term of service. This must be entered into before the voyage begins. It may be set aside on proof of fraud, duress, etc. With a few exceptions, assignments by seamen of their wages in advance are void. Wages may be forfeited for disobedience, desertion or mutiny. A seaman may proceed against either the ship, its owner, or the master for his wages. The proper kind and amount of food for seamen is prescribed by statute. Seamen may refuse to go to sea in an unseaworthy ship, even if they have signed shipping articles. The master is under a duty to see that proper medical attendance and care is furnished a seaman who becomes ill during his term of service, and all vessels must carry medicines. The master may use all reasonable means to enforce discipline and in case of mutiny may even take life if necessary to restore order and protect passengers. Seamen can only be discharged for cause, and in the presence of a shipping commissioner, if possible. In foreign ports the discharge should be before an American consul. It is a criminal offence for a master to unwarrantably abandon a seaman in a foreign port. Sea-mew, an old name for the sea-gull. See GULL. Sea-mouse (Aphrodite), a polychate worm of curious shape, which lives in land beyond tidemark, but is frequently thrown up by storms on the beach. The body is oval, broadest in the middle, and pointed at both ends, and reaches a length of several inches. All signs of segmentation on the dorsal surface are concealed by a dense felting of hairs, mingled with which are a number of brilliantly iridescent bristles. Beneath the felting lie a series of scales or elytra, and at the sides of the body are the characteristic polychate parapodia. It is found in the North Atlantic Ocean of the N. Pacific, and is now very rare. In general appearance it somewhat resembles an eared seal, the hind feet being broadly webbed. The incisor teeth are reduced in number, and the cheek teeth are furnished with blunt and rounded tubercles, admirably adapted for crushing the hard-shelled molluscs, sea-urchins, and crustaceans upon which the animal feeds. Sea-otters are not gregari Sea-otter. ous, and but one young is produced at a birth, which takes place on rocky islets, or even on a bed of floating kelp. The coat consists of a very fine soft under fur of a dark brown color, with a few long stiff hairs of a grayish color scattered through. These long hairs are removed when the skin is prepared. Sea-otter fishing is carried on off Alaska and the Aleutian Islands, and also in Kamchatka. Sea-owl, a name sometimes given to the lump-sucker. Sea-pen. See PENNATULA. The name is sometimes also applied to the horny structure found in such cuttles as Loligo, where it is the homologue of the 'bone' of such forms as Sepia, both pen and bone representing the last remnant of the shell. See CEPHALOPADA. a Sea-pie. See OYSTER-CATCHER. Sea-pike (Centropomus), genus of bony fishes related to the perches, of which numerous species are found in the warmer American waters. Strictly speaking, the name belongs to C. undecimalis, found on the coasts of Florida and Texas. Like the other species, it is esteemed as food. Sea-pink. See THRIFT. Sea-porcupine (Diodon). See GLOBE-FISH. Sea Power. The term Sea Power has obtained general acceptance in English speaking communities within the past twenty years. It designates comprehensively those elements of national strength which derive from the free use of the sea, or those which themselves procure and assure such free use. In this sense it is to be distinguished from the expression, a Sea Power, or the Sea Powers, employed formerly more frequently than now in the diplomatic correspondence of Europe, to indicate a nation, or group of nations-Powers-whose Sea Power chief military strength lay in their navies. An example of such use is given by the historian Grote, in the words 'the conversion of Athens from a land-power into a sea-power.' In common Power most application, Sea usually means naval development. This, however, is simply the ultimate result of various factors which facilitate the acquisition of naval strength, or which make the possession of such strength essential to national wellbeing. In these senses, the idea underlying the expression,-the idea of the influence of the Sea upon the welfare of states-is long standing and of great antiquity; it is, indeed, too obvious to escape the notice of statesmen and thinkers. Grote quotes Herodotus: 'the Eginetan War was the salvation of Greece, by constraining the Athenians to make themselves a maritime power'; and he himself adds, in comment, that 'the whole efficiency of the resistance subsequently made to Xerxes turned upon this new movement the organization of Athens.' To-day, using to-day's phraseology, a writer would probably say that these results were due to the Sea Power of Athens. Plutarch's account of the same transaction is that Themistocles had persuaded the Athenians to build a navy with the yieldings of the silvermines, which hitherto they had divided among themselves; and (to omit other proofs), Xerxes himself is a sufficient witness 'that the Greeks owed their safety to these naval appliances, for after his deIat at sea he was no longer able to make head against the Athenians, though his land forces remained entire.' This is an instance of the more restricted sense of the idea; an exhibition of naval power, in military action, affecting the course of events. But upon the realization of this great idea, of which Themistocles was the originator, followed immediately an immense development of Sea Power in the comprehensive sense: the development of commerce, the establishment of colonies, the increase of wealth, spreading the power of the state and its influence, until it became chief in Greece; the culminating expression of the whole being the military navy. The latter being systematically and consistently maintained, 'Athens with her fortified ports and navy,' says Grote, now afforded new securities and facilities for trade,' which promoted the immigration of tradespeople and workmen, as well as the establishment of Athenian citizens abroad in important commercial centres. This protection of commerce developed commerce; commerce brought in money; money enabled the state to main 69 tain its expensive navy; the whole round instancing the continuous reciprocal action in which a solid Sea Power consists. The very enterprise which most contributed to the ruin of Athens, the expedition against Syracuse, is a striking manifestation of Sea Power in its correlative forms: accumulated national wealth and a great navy. Without both it could not have been attempted. The object, incidental to the hostilities then waging, the Peloponnesian War, -was the maintenance and extension of an empire already existing, and dependent for existence on Sea Power; that the result, ending in the downfall of the Athenian empire, should have been reckoned, justly, among the decisive battles of the world, is a tribute to the magnitude of the historical consequences which in a contrary issue Sea Power would have achieved. The undertaking was sagaciously and adequately planned, but it was wrecked by the inefficiency of the commander, Nicias. The magnificence of the struggle sustained by Athens, even after this crushing blow, tends to show the vitality of a sea nation; but Athens was limited in two elements of Sea Power. Her own territory was narrow, defective consequently in extent of population and of internal resources; and she was not an island. In the days of her prosperity these weaknesses were in part supplied by colonies and allies; but the composite strength of a confederacy, especially if the members are scattered, never even nearly equals that of similar numbers in a concentrated, homogeneous community. These two wants characterized also the empire of the seas won and maintained by the Dutch United Provinces; in modern times the most brilliant manifestation of Sea Power, except that of Great Britain. Like Athens, Holland fell; not by a single great catastrophe, as did her predecessor, but by the gradual wasting of her strength, which depended too entirely upon mere traffic, mere carriage and interchange of goods. She had neither adequate size, with the correspondent internal resources wherewith to sustain commerce, nor external security against invasion. The one deficiency doubled her burden the other more than halved her power. In both these respects, but especially in the immunity bestowed by being an island, Great Britain possessed over her rival advantages, which she was indeed slow to improve, but which, when utilized, could not but prove decisive; the more so that to her not only was Sea Power, to recur to our definition, a means to the free use of the sea, Sea Power but such use was the condition of national existence and progress. To this double object, as to every undertaking, the first essential is a firm basis security. Insular position affords the corner stone of security; an adequate navy completes the foundation; but development, the superstructure, must at least bear some relation to the size of the territory, the number of the people, and the natural wealth to be exploited. It may be that the division of the principal British island into two kingdoms, continually hostile, though of very unequal strength, tended to defer a maritime career, the advantages of which had been explicitly recognized and expounded at least as early as the fifteenth century; and it is natural that security, passive defence, should have been the first and long the dominating impression produced on England by the sea; Shakespeare's 'waterwalled bulwark,' 'moat defensive to a house.' Passive defence is historically the first conception of fortification, of protective power; the superior object, aggressive enterprise, follows later. This loftier view found early utterance through Shakespeare's contemporaries, Bacon and Sir Walter Raleigh, who in their several manners pointed out that the trident of Neptune is the sceptre of the world; that wealth pours in with the use of the sea; and that the command of it influences mightily the course of History. Nevertheless, despite a new organization of the naval administration under Henry VIII., and the naval glories of Elizabeth's reign, no notable progress followed the union of the crowns of England and Scotland under their successors, the first two Stewarts, although Charles I., by dint of the illegal exactions of ship-money, maintained a navy, small but respectable. For Great Britain, Sea Power in the comprehensive sense of the expression began with Cromwell's Navigation Act, in 1651. This aggressive forward step was the first of a series of measures, of similar name and tenor, intended first to break down Dutch carrying trade, and then to establish upon its ruins that of Great Britain. The initiation of this policy required a strong navy to carry on the resultant hostilities; while success, by the multiplication of merchant shipping, necessitated a parallel development of the military marine. Commerce followed in the wake of the sea-carriers who found themselves everywhere under the ægis of a supreme navy, and possessed of friendly ports in the vast colonial system, which conquest or first discovery garnered in for Great Britain; reproducing in every quarter of the globe 'the fortified ports and navy' which in the Egean, the Euxine, and Ionian seas, had fostered the commerce of Athens. In their leading features the Navigation Acts were maintained for two hundred years; a continuity in national policy so remarkable as by itself to certify the importance of the subject. They were not repealed until the middle of the nineteenth century, when so much of the restrictive system fell under the new enthusiasm of free trade. To the same impulse, associated with the name of Cobden, may be assigned the aversion from the colonial system, and the comparative inattention to naval development, which for a time swayed the counsels of Great Britain; an epoch in which the ideas of simple defence by fortification, and concentration upon internal development, gained ascendency in America and in England over the healthier impulse to go out into the world as the field of national activities. This external movement, signalized by Sir John Seeley in the striking title, The Expansion of England,' had characterized the days between Cromwell, who added Jamaica to Great Britain, and supported her reputation everywhere by her fleet, and those of Waterloo. Between these dates a chief determining factor in European history had been the sea power of the British Islands; their wealth earned by sea commerce, and their navy. This gave them the first place in the great settlement at Utrecht, in 1713, in the vast colonial struggle of the middle of the eighteenth century, and after the downfall of Napoleon; and as other European nations during the same period had been maintaining their polity in other parts of the world, the influence of sea power was there felt also, and commensurately. An effect so general and decisive could not but be recognized, not only implicitly but explicitly. A distinguished military critic, Jomini, bears testimony to the impression produced on continental military thinkers. He laid down as a fundamental principle of European policy, that an unlimited expansion of naval force should not be permitted to any nation which cannot be approached by land; so uncontrollable had proved sea power lodged in a great and populous island. In Great Britain national consciousness was equally impressed. The navy was the right arm; it was, and is, the senior service to the army; the Navigation Acts, throughout their existence, were understood to be less for the accumulation of wealth than to provide seamen for the fleet. To this universal conviction there was still lacking something in precision, both of definition and of demonstration, which it fell to the writer of the present article in some measure to supply. Being called upon as a matter of professional duty to prepare a course of lectures on naval history, it occurred to him that the effect of naval transactions upon general history had been little appreciated, and that to develop this would be instructive. In short, the truth which Bacon and Raleigh, with their relatively scanty data, had discerned and enunciated-as yet unknown to him-became the leading motive of his own work, in which he possessed the initiatory advantage of the whole course of history since their day; practically, therefore, the whole naval history of Great Britain, the most colossal and brilliant instance of the influence of sea power. That the expression 'sea power' was in this sense novel, an anecdote may show. When the question of publishing came up, the author consulted a friend, who, though not a sea officer, was intimately familiar with naval matters, and with publishers. What is your title?' he asked. I replied that I thought of 'Sea Power. 'Sea Power,' he replied, will scarcely do. People seeing it will not understand the subject of the book, and that will interfere with the selling.', It was in consequence published under the title, The Influence of Sea Power upon History, 1660-1783, in 1890. The moment was opportune. The great wars of 1866 and 1870, demonstrating the tremendous efficiency of the German army system, had aroused men's minds in military matters; while the consequent unification of Germany and establishment of the empire, giving an impetus to German commercial and colonial ambitions, had aroused in German statesmen the recognition of the coincident necessity of navies. The present Emperor, who then had lately ascended the throne, was, and is, particularly sensitive to this interest. A very short time before the book appeared, the anxieties which 'n Great Pritain had succeeded the mid-century lethargy as to her naval superiority, had taken shape in a Naval Defence Act, the guiding principle of which was that the British Navy should equal, or excel, in force the combined two strongest of the fleets maintained by other states. The rapid advance of Japan, an insular nation, tended in the same direction. These happy coincidences bespoke an attentive hearing for a book which undertook to define maritime power by analyzing its composition into its several elements, and at the same time to illustrate its value by tracing its working through a course of events comparatively recent. The interest attaching to the theme was attested by translation into French, German, Japanese, Russian and Spanish; while the term 'sea power,' which the author had chosen instead of 'maritime power' because its unusualness and roughness seem to give more of personality, was accepted in English as a brief, handy expression conveniently condensing the group of ideas here set forth. The first book was followed by The Influence of Sea Power upon the French Revolution and Empire (1892) and by Sea Power in its Relations to the War of 1812 (1905), thus carrying the treatment down to the Battle of Waterloo. Colonel C. E. Callwell, of the British army, has published two works on the same general subject: Effect of Maritime Command on Land Campaigns since Waterloo, and Military Op erations and Maritime Preponderance. See NAVIES; NAVY, U. S. Searches: Search Warrants. In law, the term search refers to an inspection of one's person or premises to discover property supposed to be illegally concealed ог evidence improperly suppressed. The United States Constitution contains provisions that the people shall be secure in their persons, houses, etc., against improper searches and seizures, and that search warrants shall only issue when supported by affidavits as to facts, etc., and must contain a description of the place to be searched, the purpose thereof, and what is to be seized thereunder. Most of the state constitutions have incorporated practically the same provisions. Search warrants are issued to search for goods held contrary to customs and revenue laws; stolen goods; obscene literature and pictures; counterfeit money; game taken or held contrary to the game laws; to discover females supposed to be detained for immoral purposes against their will; evidence of crime; and for goods held in contravention of any statute. A search warrant is directed to a proper officer, as a sheriff or police officer, and he must comply strictly with its provisions or he will become personally liable for trespass. If refused admittance he may force an entrance. A search warrant will not be issued merely to obtain evidence for a party to a civil action. It must be for the benefit of the state. A person who makes a false affidavit or proceeds without reasonable cause to obtain a search warrant is liable for malicious prosecution. Searchlight, an instrument for directing a powerful beam of electric light for the purpose of search, illumination, or signal Searcy at ling. Its chief use sea is to disclose the approach of torpedo craft at night. The searchlight projector stands upon a pedestal, and may be moved in any direction, and lamps of 12,000, 18,000, 25,000, and even higher, candle-power are used. Arc lights, with two carbons, are generally employed. At the back of the projector is a parabolic mirror and the carbons are placed in the focus so that the mirror reflects an almost perfectly cylindrical beam of light. For signalling purposes, searchlights are 71 its manufactures are cotton-seed oil and brick. Pop. (1910) 2,331. Sea-robin, a name applied in America to the members of the genus Prionotus, the gurnard of American waters. Sears, BARNAS (1802-80), American clergyman and educator, was born at Sandisfield, Mass., graduated (1825) at Brown, and took a course in theology at Newton Theological Seminary. He was pastor of a Baptist church at Hartford, Conn., from 1829 to 1831, and held a professorship at Vertical peep sight... Sears arly works, including a Lite of Luther (1850). Sears, ISAAC (1726–86), American patriot, born at Norwalk, Conn. He fought as a privateer in the French and Indian War, and later settled in New York. He became a member of the patriot society, known as the Sons of Liberty; was chairman of the first provincial Committee of Correspondence; and with a troop of horse destroyed the printing establishment of the obnoxious Royal Gazette in 1775. He was a member of the Pro Door used for adjusting the Icarbons and for cleaning the front door. A Searchlight for Coast Defence. Searcy, tn., Ark., co. seat of White co., 50 m. N.E. of Little Rock, on the Little Red R., and on the Searcy and Des Arc R. R. It is the seat of the Galloway Female College and the Searcy Female Institute. It is a health resort and a shipping point for the cotton and fruit produced in the surrounding district, in which are found a number of alum, sulphur, and chalybeate springs. Among the present Colgate University from 1831 to 1833, when he continued his studies at foreign universities, returning to become professor of theology at Newton Seminary, of which he also became president. He was appointed secretary and executive agent of the Mass. board of education in 1848, and in 1855 was elected president of Brown University. In 1867 he resigned to become general agent of the Peabody educational fund, which position he held until his death. He was editor of the Christian Review for some years from 1838, and published a number of schol vincial Congress and of the AsIn sembly in 1783. 1786 he died of fever at Canton while on a trading voyage to China. Sears, LORENZO (1838), American educator, was born at Searsville, Mass., and graduated (1861) at Yale, and at the N. Y. General Theological Seminary in 1864. From the latter year until 1885 he was rector of churches in Conn. and other New England states, then becoming professor of rhetoric and English literature at the University of Vermont. In 1890 he accepted the chair of rhetoric at Brown University, and he was transferred to that of American |