324 Mr, Major on a Digest of the [Nov. 



other. The maximum of the power of carrying sail is also to be 

 united with the minimum of resistance. The smallness of the 

 ship for expense and saving of timber, the working by pitching 

 and rolling, and the weatherly qualities, are all to be blended 

 and properly considered in a ship. And this it appears to me 

 can be only developed by the analysis of facts, and critical 

 methods of comparison. In this manner a generalisation of 

 principle would soon, on a little study, occur to a reflecting 

 mind, and facts would check the speculating fancies which have 

 hitherto been the principal ground for the different forms of 

 ships. 



The most important information we have respecting ships is 

 that by increasing the principal dimensions of the various 

 classes of ships, maintaining a similarly constructed body, we 

 have faster sailing vessels. Conversely, if we similarly reduce 

 the forms of ships, we have slower going vessels. This is 

 derived from the observation of facts. And although the princi- 

 ple leads to greater expences, yet the superior quality of sailing, 

 renders the adoption of increased vessels desirable. By this 

 means three ships may expedite what four others do : they 

 would also have the advantage of overtaking all weaker enemies, 

 and avoiding fleets and more powerful ones. The importance 

 of such ships was never so much shown as in the late American 

 war, where six large frigates eluded an English navy of six 

 line-of-battle ships and 30 frigates. For the last 200 years the 

 principle has been increasingly acted on ; the French have 

 always preceded us in it, and still continue to do so. 



The above feature in vessels is not the only one to be consi- 

 dered : there are others necessary to make a good ship. A ship 

 of the line may be built of better quahties than our 74 gun ships, 

 and cost 6000/. less. This the Swedes have effected through 

 the eflbrts of Chapman, their great theoretical constructor of 

 ships. The Swedish 74 is 360 tons less in weight of hull, 

 •which would make the saving just asserted, being 1250 tons, 

 while ours are 1 600 tons in weight. They are sufficiently strong 

 to stand the storms of the Baltic for 20 or 30 years without 

 considerable repairs, and carry one-fifth more weight of metal. 

 The plan of floatation is larger, and the midship section consi- 

 derably less : they carry more sail, so that most probably they 

 sail faster by two knots an hour ; they also carry more ballast. 

 From three different authorities of unquestionable verity, I have 

 it in my power to confirm these assertions by presenting the 

 analysis of each. 



Chapman will be of immortal memory in ship-building. Per- 

 haps, next to Bouguer, who calculated the metacentre, and first 

 established the true method of stability, he has rendered most 

 service to naval architecture. He had not the advantage of 

 early initiation into mathematics, but in mature life he made 



