…
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]
…
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.
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.
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.
In the Anchor-geer:
The Transit's capstern is situated before the fore-mast, thus when the
cable is to be hove-in, it may be brought immediately to the capstern,
and payed down the to the fore-hatch-way.
By this contrivance, the cable is hove-in by the quick motion of a
capstern, with all the simplicity of a windlass.
The lumber, stoppage, and inconvenience arising from a messenger and
nippers is totally removed; and the deck, during the performance of the
anchor duty, remains perfectly clear, from the fore-hatch-way to the
taffarel.
Brief History of the Transit.
Itchenor, in Sussex, a most retired spot, seven miles from Chichester,
was suggested to the inventor as a convenient place for building his
vessel.
Ships had been built at the place, and there remained a mould-loft and
saw-pits, in good repair.
Accordingly, in July 1799, the inventor repaired to Itchenor, and had
the vessel framed by house-carpenters.
These were discharged at the completion of their job, and shipwrights
were employed to plank and finish the Transit, which was launched on
the 10th of May, 1800.
Official Test of the Transit.
…
The following statement relating to the Transit's cruise with the
Osprey Sloop of War, which was the government vessel appointed as her
antagonist, is taken from the inventor's journal of the Transit's
proceedings.
July 14. Employed lightening the Transit.
&mdash. 21. Got under way, and manœuvred the vessel, between
Spithead and the Isle of Wight.
In the course of this day, an opportunity offered of putting the
Transit against the Commissioner's Yatch, which is considered a very
fast-sailing vessel.
This circumstance gave me reason to be well satisfied with the trim
of the Transit; for, previous to lightening the vessel, she had been
put against the Commissioner's Yatch, without shewing so great a
degree of superiority as in the present instance.
Dimensions of the Osprey | ||
---|---|---|
Feet. | Inches. | |
Length of Keel for Tonnage | 80 | 6 |
Beam | 29 | 11 |
Length of Gun-deck | 102 | 0 |
Depth in Hold | 12 | 9 |
Officers of the Osprey. | |
George Irwin, esq. | Commander. |
John Eagell | First Lieut. |
Robert Henderson | Second Lieut. |
Joseph Curphy | Master. |
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 5h the Osprey made the signal for sailing, and weighed.
The Osprey at this time was half a mile without us.
At 5h 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 7h, the Osprey two miles astern.
At 8h, 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.
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]
Sjöhistoriska Samfundet |
The Maritime History Virtual Archives top-page.
Copyright © 1996 Lars Bruzelius.
Footnotes:
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
Transcribed by
Lars Bruzelius