IR» )
of the crew; and it is to be feared by such accidents vessels
themselves go to the bottomland are no more lieard of-Hf^ow
there is nothing more clear and certain» than that Sliding Keels
counteract these dreadful effects ; for in a fresh breeze or light
winds all possible sail may be made without regard to the wind
or on what mast sail is carried, i The moment sail is made, and
the course shaped, the Keels may be raised or lowered, until
the ship is found to steer easy, and with little helm» by which
means quick'progress is made, a straight or #r^ct^qourse, and
an easy, ship. To prevent the dreadful- accident of the vessel's
broaching-to, no more need be done than to heave the main and
fore Keels close up, and let down: as much as is thought neces*
sary o f the after*Ketel;? and if enough of it is dbwn, it is impossible
that any ship cab meet with this accident. How pleasing
must this reflection prove to the mitids of every one on board ;
but more especially tö' him, with whom the ship s safety and the
lives of all on board-arc particularly intrusted, and whose memory
may suffer from an accident, which neither his prudence
could forésee, nor his prèüehcé of mind prevent; and-of which,
perhaps, he himself falls the unfortunate victim!
Vessels having three or only two Sliding Keels must tafck
quicker and in less rborii, because the foremost Keel and the after
one have each an effect on them nearly equal to the rudder.
Therefore when going' about or working to windward in a narrow
channel, river, &c. whëre the vessel has little room; they may
venture to stand nearer the shore, being more certain of riot missing
stays. T hii^for instance, in tacking or going about, it has
been experieticed that to heave' up the after-keel and let the
fore-kéêr Close down, at the same time putting the helm a-lee;
will make the vessel come much faster round than if she was
without Sliding Keels. Indeed* in the latter case, the difference
is so great; that it is as much as the men can do to work
or
( f )
or attend the sails, and in a fresh gale they can scarcely trim them
in time. The next advantage from the fore-keel is, that being
hove .up as soon as the ship is right with her head to the wind,
it remains ready to prevent what happens to most square-rigged
vessels, her falling round off, and thereby losing a deal of ground,
time and. tide : iherefore the instant the sails are full, and the
vessel' has hauled off, and is falling off more, the fore-keel must
be hove down which will stop her, and •with the least headway
she flies to as fast as .if coming .about; and even must be prevented
coming-round by again raising the fore-keel a little up.
Vessels with this construction wanting, to wear arc to heave up
the; fprerkeel, and heave down the after-keel; and if it he requisite
to wear very quick the main-keel should be hove up also;
vessels will then, turn or come round as if upon a pivot; the
rudder being .used at the same time as in common cases. The
reason of this is p la in ; for the fore and main keels being up
and the after-keel down, the latter acts .as a rudder, and hinders
reaching, the effect of it being not unlike what would be
produced by a rope fastened to the stern of a vessel in the
tide’s way, which the moment her head is at liberty would swing
round with her stern to the tide. In the same manner a vessel
drawing more water aft .than forward, , when she takes the ground
with her keel, turns her head round from the sea or tide.
2. Vessels constructed with Sliding Keels will carry more
freight, and draw less water. It is well known to every •person
conversant in naval architecture, that different constructions of
y e s ^ s cause a difference in the quantity carried. Vessels sharp
fore and. aft lose a igreat deal of stowage, and some of them
carry the floor so straight and narrow the whole of their length,
that by looking down into their holds the difference is easily discernible
by tb*e aye. t Eor this reason it is impossible a true measurement
can he made, so that, notwithstanding all that has been
written