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19
til at Roret kunde virke og benyttes til at støtte for
Affald til den ene eller den anden Side. I løj Bris sattes
undertiden bakt Fortopsejl, hvorved opnaaedes større
Modstand mod Skruens Virkning, saaledes at Maskinen kunde
gaa hurtigere forover og med mindre eller ingen Afbrydelse,
hvorved Styringen blev saameget mere virksom. Desuden
kunde Fartøjet ogsaa styres ved at brase Topsejlet.
Naar Vinden var meget svag, Søen rolig og Dybden
ringe, kunde Lodningen udføres ved at lægge Fartøjet tvers
paa Vinden med Lodlinen til Luvart.
Med stiv Kuling og høj Sø var det selvfølgelig
nødvendigt at anvende stor Paapasselighed for at kunne holde
Skibet i den rigtige Stilling med Stevnen mod Vinden.
Det var under saadanne Omsændigheder ofte ikke muligt
for Rorgjængeren med, det langsomt virkende Styreapparat
at undgaa, at Bougen faldt af til den ene eller til den
anden Side. Et begyndende Affald til Styrbord kunde i
Regelen standses med Styrbord Ror og et Par Slag fuld Fart
forover, der kunde give Roret Drejningskraft, uden at
Skibet begyndte at skyde over Stevn. Hjalp ikke dette, gaves
derpaa fuld Fart agterover. hvorved Skruen drejede
Agterskibet til Styrbord — denne Grund var væsentlig
bestemmende for at lade Lodningen foregaa om Bagbord — og
fjernede dette fra Lodlinen, og derefter fuld Fart forover
med Styrbord Ror, indtil man hk Stevnen op i Vinden
igjen og Lodlinen lodret.
Besværligere blev Manøvren, naar Skibet, uagtet al
anvendt Forsigtighed, faldt med Bougen Bagbord ud over
Linen. Dersom det da ikke lykkedes ved enkelte Slag
forover og agterover og Skiftning af Roret at faa Vinden ind
om Bagbord, saa man med Fart forover og Styrbords Ror
kunde komme op i Vinden med Linen klar af Siden, var
der intet andet at gjøre end med afvexlende fuld Fart
forover og agterover at dreje Skibet helt rundt om Lodlinen
Bagbord over, indtil man atter kom op med Stevnen mod
Vinden, og Linen visende lodret.
Man kunde ogsaa i ikke altfor sv/er Sø med Fordel
lægge Agterenden mod Vind og Sø. og med Lodlinen til
Luvart holde Fartøjet paa Plads med Skruen gaaende
agterover. idet Agterenden i saadant Fald altid søger op
imod Vinden.
Lodning med Hør-Lod. Loddet (med Vaiidhenter)
løftedes’, saasnart Skibets Fart var standset, ud over
Lodde-broen, og firedes, idet en Mand drejede S vej ven paa Rullen,
omtrent en Favn ned. Dybvandsthermometerne sattes fra
Loddebroen fast paa Lodlinen. Ved Rullen stod 2 Mand,
med Læderhandsker paa Hænderne, paa hver sin Side af
denne og trykkede med Magt paa Sidefladernes afrundede
Kanter. Alt var nu færdigt til at ..Lade gaa". Idet den
kommanderende Officer fra Loddebroen gav Ordren: „Lad
gaa"! slippedes Svejven paa Rullen løs. Loddet og Lodlinen
tog Fart; og. Rullen drejede sig rundt. Det er dette
Øjeblik. der er fremstillet i Fig. 14. De to Mænd med
Læderhandskerne regulerede ved sit Tryk paa Rullen
Bevægelsen saaledes, at den blev saa jevn som muligt, hvad der
with sufficient force to give steerage way and prevent the
ship from falling off. In a light wind we sometimes set
the fore topsail aback, and thus, by. occasioning greater
resistance to the action of the screw, enabled the engine
to work quicker a head and with little or no interruption,
which made the steering more effective. The ship could
be steered, too. by bracing the topsail.
If there was very little wind and no sea, we could
sound, in comparatively shallow water, with the vessel laid
beam to wind and the line to windward.
In a stiff breeze and with a heavy sea running, great
care and attention were obviously needed to keep the ship
in position with her head to the wind; nay, the helmsman,
owing to the necessarily tardy action of the steering-gear,
found it impossible to prevent her from now and again
paying off. If she fell off to starboard, we generally
managed to bring her up by putting the helm a-starboard
and starting the engine ahead, a few strokes of the screw
being sufficient for the rudder to act. without getting way
on the ship. This failing, we gave her full speed astern,
upon which the action of the screw, bringing the stern of
the vessel to starboard, kept it clear of the sounding-line
(the certain result of this manæuvre was indeed our main
reason for carrying on the sounding operations from the
port side), and then steamed full speed ahead till the ship
was again head to wind and the line pointed right up
and down.
When the vessel, in spite of every precaution, had
fallen off with her head to port across the line, the
difficulty of bringing her to was much greater. In that case,
if we failed by a few strokes of the screw ahead and astern,
and by shifting the helm, in getting the port side to
wind-ward. so as. on starting the engine ahead, with the helm
a-starboard. to bring the ship head to wind and clear of
the line, our only resource lay in working her head to
port round the line, by steaming full speed alternately
ahead, and astern, till we had again got her head to wind,
with the line right up and down.
In comparatively moderate weather, we found it a good
plan to lay the ship stern to wind and sea, with the line
to windward, and keep her in position with reversed
engines, the stern then invariably working up against
the wind.
Sounding with the Tube-lead. — As soon as the vessel
had lost her headway, the lead (with the water-bottle
attached) was lifted over the sounding-bridge, and then lowered
about a fathom, a man turning the handle of the reel.
The deep-sea thermometers were fastened to the line from
the bridge. Two men. their hands protected by leather
gloves, stood one on either side of the reel, and pressed
against the annular rim.of the sheet-iron disks. Everything
was now ready for the operation. At the moment the
officer in charge, from his station on the sounding-bridge,
gave the word to let go. the man grasping the handle of
the reel let go his hold, and the lead immediately dropped,
dragging after it the line, which, in running out. caused
the reel to revolve. This is the stage of the operation re-
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