rudder nearly as perfect as the former. Fig. 1. is a representation of the temporary rudder before it is planked across, and Fig. 2. represents it after it is planked across. 4. the backing. 2. the sternpost. 5. the stiffening.

Description of a Temporary Rudder

Invented by Captain Jacob Baush, on board the Ship Missouri, of New-York. Plate XVIII. Fig. 4.

This rudder is an improvement on that invented by Captain Packenham, and is better suited for the practice of merchant ships, where the same conveniencies for the purpose cannot be obtained, as are furnished by ships of war. He converted his mizen mast into this rudder in the following manner. He cut it to a suitable length; with the upper part of which he made his main piece. The lower part being then hoisted out, it was split up to serve as backing pieces. The catheads being cut and bolted together with chocks between them, was converted into the cap for the rudder; the top rails being used for bolts. Having no plank to stiffen the back pieces across, rope woulding was substituted for it: and having no chains, like Packenham's a score was cut in the cap, the bight of the stream cable brought round the score, and the ends passed forward, and hove taught, to confine the rudder to the sternpost. An anchor stock, secured to the deck, served as an upper gudgeon; and a score was cut in the main piece, above the deck, to let in the anchor stock, to prevent the rudder from jumping up. This rudder was then sunk by the kedge anchor, with slip ropes, &c.

1. The notch in the neck.

2. The main piece.

3. The stern post.

4. The cap.

5. The rope wouldings.

6. The backing.

On Rudders of Shallow Vessels.

Plate XVII. Fig. 3. is a representation of a rudder suitable for shallow vessels, such as galliots, &c. Some river craft are long, and draw but three feet water. Their rudders, therefore, have only three feet perpendicular hold of the water, but are from six to eight feet in width, fore and aft, in order to give it sufficient power.

Plate XVIII. Fig. 5 is a model of a rudder suitable for river craft, about 80 feet in length, and drawing only three feet water. It is evident that if these rudders were made only equal in

width to those of vessels drawing ten feet water, they could not be steered, because their rudders would not have sufficient power. Therefore, as they cannot have a sufficient perpendicular force, they must make up the deficiency by giving their rudders a proportionably greater horizontal scope.

I have been astonished to see some flat, full buttocked vessels with rudders constructed in the same manner as those of sharp built vessels. These vessels hold much dead water, and their rudders are acted upon by considerable eddy water, the power of which is increased in proportion to the velocity with which these vessels move through the water, and they consequently steer more or less badly in the same proportion. Such vessels may be made to steer much better by having rudders constructed narrow in the place where the eddy water acts upon them, and increased in width below, where the water acts fairly on them. I once tried this method on a flat, full built vessel; which though it did not make her steer like a pilot boat, at least improved her steering in a very great degree.

The ship Roebuck was a shallow, flat-bottomed vessel, full aft, and of course held much dead water, and her rudder was affected by considerable eddy water. In the year 1798 I sailed in company with this ship, from Philadelphia bound to Havanna, under the convoy of the Delaware sloop of war, Captain Decatur; when the Roebuck steered so extremely bad, that Captain Decatur desired us to give her a birth, for fear she should yaw on board of us. On her arrival at Philadelphia, her rudder was taken to the ship-yard of William and Boyer Brown, who was fixing a gutter to its back, in order to remedy its defects. I advised him to adopt the above plan; but he preferred his own, and the ship steered as badly as ever as long as she existed.

Rudder Braces

Should have two bolts each, which ought to be passed through the stern-post and rudder, and clenched. If this be done, and any thing should strike the rudder, so as to break the braces, they will break by the bolts, and no further damage will be done. But if they be not so bolted, the braces may be knocked off the vessel's bottom, and drawing the nails, leave a leak at every nail hole, cases of which have frequently taken place.

On coming to Anchor in light Winds.

On coming to anchor in light winds, or in a calm, when the anchor is let go, the cable is left slack round the windlass, when only the pea of the anchor takes the ground. If a sudden puff of wind should spring up, a vessel thus situated might drift into

danger before sufficient cable could be given her. It is therefore very prudent that a sufficiency of cable should be stuck out to let the anchor lay flat on the ground.

On coming to Anchor when the Wind is Fresh.

Vessels coming to anchor when the wind is fresh frequently drift, in consequence of an insufficiency of cable being given them at once. If there be room, a length of cable should be given sufficient to bring a ship up, and after the anchor has taken good hold, all that is not necessary can be hove in. If there be but little room, there is the greater danger in the ship's drifting; and therefore both anchors should be let go until she is brought up.

On Anchoring in Eddy Tides.

In a tide's way there is always an eddy tide near the ground; and a ship in shoal water will be affected by it. This will occasion her to sheer about very much, and go round her anchor.

If a ship should anchor in shoal water, and upon a weather tide, she will range ahead of her anchor, the cable ranging taught under her bottom; and if she should be heavy sparred, and a little crank, and the wind should strike her suddenly on the side opposite to that of her cable, she will be likely to upset, break her cable, and do other damage.

On Pall Bits.

Before a ship comes to anchor, a chock should be put beteen the pall bit and the foremast. For the want of this precaution many vessels have had their windlasses upset, the pall bit being pressed forward, and the palls leaving the windlass.

In 1809 I was lying in the Downs, in the brig Sylph, of Philadelphia, where there also lay a brig belonging to Norfolk. By this vessel's pitching in a heavy sea, her pall bit was pressed forward, so that the palls dropped clear of the windlass. The windlass ran round with great velocity, and the cable, not being clenched, ran entirely out; and had not another anchor been ready and let go, she would probably have drifted foul of some of the vessels lying at that place.

When a boy, I was on board the ship Angelica, of New London, Captain Parker, lying in Hampton Roads, when, by the ship's pitching in a swell, while heaving in the cable, the pall bitt was pressed forward, the palls dropped from the windlass, and it upset, precipitating a man with a handspike over it, quite to the night heads, and dreadfully bruising him and I doubt