?

… A vessel, whilst on the stocks, gives the beholder an idea of amazing strength; but if the connection of the frame be closely examined, his mind will be made sensible of its weakness. Mr. Mackonochie, in his "Prospectus" of a work, entitled, "A Philosophical and Experimental Enquiry into the Laws of Resistance of Non-elastic Fluids" &c. &c.[1] is bold and original in his assertion on this particular. He observes, page 27, "it will be received with surprise, perhaps with contempt, by those who have been in the habits of viewing a ship as the noblest effort of the human genius, to hear it asserted, that in a mechanical point of view, it is feeblest, most inartificial, and unworkmanlike structure in the whole range of mechanics". But his assertion is accompanied with proofs the most convincing, to a mind accustomed to view and to compare the strength of various combinations of timber, and does infinte credit to the ingenious author.[2]

…

In the Anchor-geer:

The manner in which the advantages set forth in the prospectus have been attained, may be readily conceived by the seamen, from a strict examination of the annexed figures, the one being a representation of the Transit under full sail, upon a wind, with some improvement in the top-gallant sails; and the other at anchor, with the sails furled.

As the Transit is square-rigged forward, it has been supposed by the inexperienced, that she would lay no closer to the wind than vessels which are totally square-rigged. The seaman, however, aware, that if all the yards be equally braced-up, the head-sails will stand longer than the rest; of course then, if the Transit will bear to be conned by the head-sails braced sharp-up, she will lay closer to the wind than a ship.

The after-sails of a ship are made to touch much sooner than the head-sails, by reason of the deflected wind which is thrown back upon them from the head-sails. Thus the mizen-top-sail, by its near position, is ever made to shake by the deflected wind from the main-top-sail, if the sail be not braced-up almost fore-and aft.

To the inventor, this plan of rigging appeared adapted to all degrees of length, without materially increasing the labour of working the vessel, for should greater length be required with the same beam, the intention is merely to add one or more masts similar to the after-masts, which will occasion but a trifiling addition to the labour, since the sails on those masts work of themselves in going-about.

The Transit's proportion, with respect to length and beam, rather exceeds five beams to her length, at the water-mark; which has produced so swift and easy a sea-boat, that the inventor is encouraged to believe the length might be extended without evil, and with the certain advantage of sailing faster upon a wind.

Having briefly stated the leading ideas which gave rise to the Transit, we shall now show, by an account of the vessel's performance under sail, how far they are supported by practice.

Brief History of the Transit.

After the launch, she was rigged with five masts, and soon after sailed to London, in a style which gave much satisfaction to the pilots, Messrs. Norris and Hind.

Official Test of the Transit.

July 14. Employed lightening the Transit.

July 22. Received convoy instructions and signals from His Majesty's ship Osprey. In the evening, Captain Corner, and Mr. Brown, first pilot to Portsmouth harbour, came on board.

July 2. At 4 A.M. got under way, with a pleasent easterly breeze. Stood out for the Port Admiral's ship, the Royal William, and received from her six seamen to assist in workin the vessel.

At 5^h the Osprey made the signal for sailing, and weighed. The Osprey at this time was half a mile without us.

At 5^h 30' the Osprey on our lee-beam, both vessels being close hauled on the larboard tack, and abreast of the Warner Buoy. Occasional tacking, till we cleared the Ledge Buoy. When clear of the Ledge, steered close-hauled to the S.E., both vessels having all sails set. Rate of sailing about four knots.

At 7^h, the Osprey two miles astern.

At 8^h, the Osprey three miles on the lee-quarter: tacked, and bore down to hail her, as per signal. …

[Page 206]

To instance a further alteration &mdash. these enlarged sails are made with long clews, after the old custom, a practice which the inventor discarded, when he formed the Transit's original head-sails, and adopted cringles in lieu of them. These cringles were set in so close to the clew-corners of the canvass, that, when the sail was sheeted-home, the very clew-corners set quite into the sheave-holes at the yard-arms; whereas, a long clew, although close sheeted-home, will cause the canvass to fly off a certain distance from the sheave holes and the yard which is certainly much against the flat-setting of the sail, and has a very slovenly appearance.

The mode, too, of clewing-up the Transit's fore-top-sail, has been changed for old custom, without any reason being adduced, further than the natural propensity which men have of falling into their old habits. The Transit's fore-top-sail was originally taken-in by bunt-lines, which led through blocks suspended beneath the cross-trees, and through blocks strapped to the tie-block upon the yard, in the usual way; but from these blocks they led in a new way, through two well-turned thimbles, strapped into the bolt rope, at the points were the bunt-lines bend, and thence were led to the clews of the top-sail, where the ends were fastened. By this plan, the bunt-line and clew-line were included in one rope; which, from the increased force thus put upon it, required to be stouter, and demanded the additional force of a whip, or gun-tackle purchase, which was attached to the leg, or pendant of the bunt-line, abaft the mast. By this mode of clewing-up a top-sail, the sail was instantly disarmed of the wind, without even regarding the braces; for, directly the sheets were started, the sail flew out forward, without bagging the wind, and consequently was readily drawn up before the yard, by the bunt-lines thus rove; whereas the clew-lines abaft the sail, in the old-fashioned way, do but tend to bag the winds which prevent, the sail from spilling.

1. Sold by Egerton, Whiteall. [Back]
2. The following is a list of the names of those gentlemen who subscribed to the building and out-fit of the Transit:

   	shares.
   John Blades, esq. Managing Owner	2
   Henry Cooke, esq.	2
   Capt. Allen Chatfield	2
   William Child, esq	2
   Rev. Thos. Foote Gower	2
   John Baylis, esq.	1
   Misses M. and E. Brunn	1
   Capt. W.S. Clarke	1
   Capt. Walker	1
   William Lambert, esq.	1
   James Williamson, esq.	1
   Daniel Stalkers, esq.	1
   Capt. Money	1
   — Badham, esq.	1
   R.H. Gowers, Inventor and Commander	10
   Seceders	3
   	———
   	32

   Eight thousand pounds were subscribers towards the building, out-fit, and insurance of this experiemental vessel: six thousand nine hundred of which were totally sunk to the owners.

   N.B. This invention is secured by his Majesty's Royal Letters Patent. [Back]

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Copyright © 1996 Lars Bruzelius.