naar Skruefartøjer skal gaa ret mod eller ret innbit' Vinden 

 i hoj Sø. at Skruen til enkelte Tider kommer ud af Søen, 

 eller i alle Fald saa bøit op i Våndet, at den tager en 

 saadan Fart. at der let kan opstaa Havari i Maskinen. 

 Erfaring lærte, at "Vøringen" klarede sig bedst i køi Sø- 

 gang, naar den blev lagt med Stevnen ret mod Søerne, 

 men naar Bølgetoppen havde passeret Skibets Midte, faldt 

 Bougen ned i Bølgedalen og Skruen, som derved løftedes 

 op i Våndets Overflade, slog da saa haardt, at Maskinisten 

 stadig maatte staa med Tbrottlevalven i Haanden og bremse. 

 Næstcommanderende, Premierlieutenant Petersen, fandt da 

 paa at hænge op et af de store Lodder, der brugtes til 

 Lodningerne, af 112 Pd.s Vægt. under Maskinskyligbtet, 

 med Forstøtning til Siderne. saaat det blot kunde svinge 

 frem og tilbage i Skibets Diametralplan. I den nedre Ende 

 var fastgjort 2 Snore. der løb gjennem Kouse. en forrenfor 

 Maskinen (over Kjedlen) og en agtenfor samme (i Maskin- 

 skvlightet) noget ud i Borde, og begge Snore var med de 

 nedre Ender fastgjorte i Haandtaget til Tbrottlevalven. 



Idet Skibet nu faldt ned med Bougen. svingede Lod- 

 det forefter, tråk derved i den agterste Snor og lukkede 

 Tbrottlevalven. Naar Skibet atter rejste sig. faldt Loddet 

 tilbage og aabnede igjen for Dampen ved Hjelp af den an- 

 den Snor. 'Grændserne for Loddets eller Ventilens Bevæ- 

 gelser i begge Retninger reguleredes ved et Par paa den 

 agterste Snor fæstede Tværstykker af Træ, der stoppede 

 op imod den agterste Kons i Maskinskylightet. 



Gjennem dette enkle Arrangement udførte Loddet den 

 for Maskinisten saa besværlige Tjeneste med Bremsningen, 

 og bedre end han kunde, da Loddet følger Skibets Bevæ- 

 gelser sikkrere end Maskinisten kan. Med fuld Fart hjalp 

 ikke Loddet, da Slideskabet og Cylinderen. indeboldt for 

 meget Damp selv elter Throttlevalvens Lukning; men da 

 Maskinisten beiler ikke kan gjøre mere end at lukke, er 

 man i dette Tilladde ved Omstændigbedernes Medfør nødt 

 til at regulere til mindre Fart. 



Lo eining. 



Ludderne Naar Dybden ikke antoges at være over 

 I oi ii i Favne, anvendtes det saakaldte Rør-Lod. Til Lod- 

 ning paa større Dyb brugtes Baillie-Maskinen. 



Rør-Loddet (Fig. 7) er af Bly 0. m 77 (2 Fod .V/,. Tom.) 

 langt. 0."'O78 Cl Tom.) tykt og vejer 56 Kgr. (112 Pund). 

 Det har i den nedre Ende et i en Messingmuffe indskruet 

 Jernrør 0. ffl 23 (9 Tom.) langt. 0. m 052 (2 Tom.) bredt til 

 Optagning af Prøver af Bunden, Dette Rør bar i den ovre 

 Ende nogle Huller lor at Vandel kan slippe ud. naar 

 Bundprøven trænger ind nedenfra, og i den nedre Ende en 

 ButterHv-Yentil. der aalmrr sig opad, og mhu hindrer Bund- 



It is a well-known drawback with screw-vessels steamiug 

 head or stern to wind in a heavy sea. tbat of the screw 

 bring at times either wholly lifted out of the water, or 

 at least brought so near the surface as to cause it to 

 revolve with a rapidity that cannot but expose the engine to 

 serious damage. In rough weather. the "Vøringen" was found 

 to behave best with her head to the sea: but w hen the 

 crest of a wave bad passed the middle of the ship, she 

 would plunge ber bows into the trough of the' sea. and the 

 screw. being then proportionally raised. tore round with such 

 critical violence at the surface of the water tbat the engi- 

 neer bad to be constantly on the alert, ready at any moment 

 to shut the tbrottle-valve and cut. off the steam. Observing 

 tbis and the trouble it entailed, Lieutenant Petersen, our 

 second in command, bit upon the ingenious device of sus- 

 pending as a goveriior under the engine-room skylight one 

 of the heavy leaden sinkers, weight 112 Ibs., wbicb he made 

 tu swing right fore and aft. At the bottom end of the sinker 

 were fastened two lines, rove through thimbles. one before 

 the engine (over the boiler), and the other abaft it (on the 

 engine-room skylight), a Little to the port side, tbe other two 

 ends being made fast to tbe hand-lever of the tbrottle- 

 valve. 



Now. when the vessel pitched, the sinker swung 

 forward, and. pulling upon the afterline. closed the tbrottle- 

 valve; on ber again rising, the sinker swung back. opening 

 the steam-passage by its dragon the other line. The motion 

 both of the sinker and of tbe valve was kept within proper 

 limits by two cross-pieces of wood on the after line. fixed 

 one on each sid-e of the after thimble. 



By this simple arrangement, the engineer was relieved 

 from the troublesome duty of throttling, wbicb tbe sinker 

 performed even more effectually. following the motion of the 

 vessel with far greater nicety tban tbe most watchful eye. 

 At full speed, our pendulum-governor was of no avail. the 

 valve-casing and the cylinder then containing too much steam, 

 even with tbe tbrottle-valve closed; however, as the engi- 

 neer can do no more than cut off the steam, in that case 

 tbere is nothing for it but to reduce the speed. 



Deep-sea Sounding. 



When the deptb was supposed not to exceed 1000 

 fatkoms. we used the tube-lead, as it is called. For sound- 

 ing in greater depths tbe Baillie machine was employed. 



The Tube-lead (Fig. 7). 2 feet (i 1 , inches lpng h\ 3 

 incb.es thick. is of lead. and weighs 112 Ibs. At the lower 

 end it bas a brass Imx. into wbicb is screwed an iron tube. 

 '.) inches long by 2 inches in diameter, for bringing up samp- 

 les of the bottom. Tbis tube bas the upper end perforaied 

 with a number of bules, fo allow of the water passing out 

 abovemi tbe sample ni tbe bottom pressing in from beneath, 

 and is furnished at the lower end with a butterfly valve. open- 



