of Steam-Power in Navigation. 23S 



Further, some inquiries have been lately made in America into the prow 

 of least resistance for steam-boats ; and the results seem to have been very inte- 

 resting, although as yet we are only acquainted with two of thenu The great- 

 est velocity, fourteen miles an hour, was acquired by a boat " modelled neariy 

 like the bowl of a spoon, with a very raking cutwater rising up in a uniform 

 curve, and all the curves upon the bottom regular, and without abrupt 

 angles.'* But " other forms had superior properties at lower velocities:** 

 in other words, the prow of least resistance at a high velocity, was not that 

 of least resistance at a low one. It were exceedingly to be wished that these 

 inquiries were taken up in this country on a considerable scale ; and per- 

 haps the greatest contribution which could be made to steam-navigation, 

 would be the keeping them in view at one of the government dock-yards, 

 where every variety of form and circumstance could be in a short time com- 

 manded. In the mean time, however, it may be here observed, that it is not 

 the prow of least resistance at a high^ but at a low velocity, that is wantCKl for 

 steam-towing ; and that, in all probability, it will be found that the solid qf 

 least displacement^ whatever almost its form, ^is that required. It is a light 

 weight and draught of water, and a moderate pace, which are to give a large 

 disposable power ; and it may be remarked, that they will give great safety 

 and economy too, both in like manner first-rate properties in a mercantile 

 communication ; and which is also just in the natural order of things, for one 

 good result is generally accompanied by many more. 



"With these views, then, as guides, 1 would propose that steam-tugs should 

 be short, in proportion broad, and perfectly flat vessels (or if it should be con- 

 sidered indispensable, for the sake of strength, that their bottoms should arch 

 somewhat, it should be as little as possible). They should curve up at each 

 extremity with a very raking shovel nose, fitted not so much to cut the wa- 

 ter, as to glide easily over it, — with their sides rising upright from a sharp 

 comer, — terminating sharp fore and aft, — lightly timbered, to obtain buoy- 

 ancy, but strengthened by being, as it were, hooped in along the whole length ; 

 and clincher-planking would have these advantages, besides some others to 

 be afterwards mentioned, it might be made above a half lighter with the same 

 strength, and would not require caulking, an operation which in carvel-built 

 steam-boats must be very frequently renewed, the heat and motion working 

 out the pitch and oakum. The junction of the bottom and sides should be 

 well secured, but as lightly as possible ; wherever practicable, on account of 

 the machinery, low water-tight partitions should be introduced, rising per- 

 haps a foot above the line of flotation, which would confine any water which 

 might flow in from an occasional leak within one small chamber ; and along 

 with these, a few light beams might be also laid, to support, together with the 

 deck-beams, the top-sides against external pressure. One long beam, uninter- 

 rupted by hatchways, or, if they must occur, with its place supplied by very 

 strong coamings, should in like manner extend between the stem and stem, 

 or rather, as it may be said, between the two stems ; for a very particular ob- 

 ject would be, that a vessel of this description should go both ways indiffe- 

 rently. And outside, along the flat floor, two strong bilge-pieces, or rather 

 half keels, should be securely fixed, partly to strengthen the frame leogUi- 



