ON THE MEASUREMENT OF SHIPS FOR TONNAGE, 91 
Let the dimensions at load draught be— 
Length...... bie hahabatbie-s eta aoe -.. 325 feet. 
Breadth........ STROSS ESAS Bs Sy OL kegs 
PPPAMOUG ih Gihe wb ey Fes HbR bao vine NLA a 
Assume the co-efficient of displacement, = 62. 
Then, EXBXD x go—6719-74 
35 
2892°825 
Tonnage for dues 3819915 
The builder’s displacement scale would furnish these particulars, and it 
should be the duty of the Customs Department to check that scale and 
verify the facts. 
A table of co-efficients might be constructed on the ratios of length to 
breadth, and breadth to draught of water, which would enable every owner 
to ascertain the displacement at all draughts. 
* Memorandum on the Questions submitted in the Circular of Nov. 6th, 1856. 
Having read the papers transmitted with Mr. Wright’s letter of the 19th 
inst., I have something to qualify in my letter to Mr. Yates of the 23rd of 
February, and not much to add to it. 
Ist. 1 concur in the opinion that science has nothing to gain by legislation, 
- except the repeal of the laws which impede her progress; and believing that 
the interference of authority in things which can be matter of bargain 
between man and man must always be pernicious, I would tolerate such in- 
terference only where no other security can be had against misdoing. On 
these principles I am disposed to let the present system of registration stand 
for all purposes of voluntary contract, but I think a shipowner should be 
taxed only in the measure in which he can receive freight; and as the dis- 
placement is the measure of the freight which a ship can take, it should also 
be the measure of tolls and dues. Moreover, as the public ultimately pay 
these charges, they are interested in the question. 
In so far also as the system of registration may interfere with the best form 
of construction of vessels, it impedes science, in which also the public are 
concerned. 
I adhere, however, to my opinion that for each vessel there should be a 
draft of water beyond which she should not be loaded, but, instead of a 
penalty, I would merely withhold the clearance. On this point, it would be 
useful to obtain facts as to any differences of opinion between the govern- 
ment agents and the other parties in cases of vessels with passengers. 
I have heard of such differences. 
The case of the Royal Charter is somewhat in point; after getting into 
the Bay of Biscay, she was compelled to return to port to be re-stowed. 
When on board this ship, before she received her cargo, I pointed out to 
the authorities of the ship then on board, the risk of such a contingency, 
and how to guard against it; for, if I understood the letters of Dr. Scoresby, 
(himself a seaman and on board), which appeared in the Times, the ship was 
not only two feet too deep but was overweighted in her fore-body. Now, how 
could the underwriters protect themselves in such a case ? 
Would the policy be vitiated? Was the premium higher in consequence 
of such a known contingency as overloading and misloading ? 
How could the second-class passengers, who were represented as washed 
