1826.] Englkh Books of Naval Architecture. 409 



is, that the Professor took no notice of the problem for finclino- 

 the centre of gravity of the entire ship by experiment, which is 

 of the greatest consequence. 



Probably one of the best things that could be done for naval 

 architecture in this country, at the present time, would be to build, 

 in a few instances, from foreign models exactly, using their di- 

 mensions, forms, and equipments, altogether. Every body knows, 

 that in England, the subject has not been attended to, in any 

 thing like the degree it has been abroad. Where we have had 

 one good sailing ship, they have had twenty ; whileours havebeen 

 formed by chance, theirs have been determined by principle. Ouv 

 books on the subject, till lately, are little beyond carpenters' guides. 



Where there is confined knowledge, there is always much dread 

 of going out of the beaten path. Many of our English shipbuilders* 

 will not believe, even now, although we have been obliged to 

 copy foreign vessels again and again, that we can with propriety de- 

 viate, in the smallest degree, li'om our customary scantlings. They 

 appear to fancy that additional material and fastening must always 

 produce strength, not considering that the increased weight is 

 the cause of incieased momentum of force in rotatory motion, 

 the shocks of which cause separation of the parts ; and that 

 it renders the vessels less buoyant and moveable by the waves^ 

 thereby adding to their collision. Few mathematical students 

 proceed far in naval architecture without being surprised at 

 the excessive timbering of our English men-of-war, and being 

 convinced of the necessity of altering it. The East India ships, 

 are much better proportioned in this respect, and so are all 

 foreign vessels. Our hr ships are of equal sized timber with those 

 of oak, which proves that a diminution might be made in the 

 latter. If the scantlings were reduced, additional timber and 

 substance might be applied to render the topsides impervious ta 

 grape shot; and also to deaden tlie effect of splinters : this perhaps, 

 might be done, and yet the weight of the hull of our line-of- 

 battle ships be reduced 200 tons, which would produce a savijics- 

 of 3000/. or 4000/. in each ship. Tlie days of the incorrigible: 

 errors of prejudice, uneuliglitened by science, are passed hy, 

 and the subject may be treated professionally, with a true regard 

 to principle and improvement. 



Tlie second article, which is on the displacement and tonnage 

 of a ship, contains nothing new ; we have had it all in our own 

 language these twenty years. Too much nicety, vvhicli causes a. 

 tedious process, is recommended, in getting the area of the sec- 

 tions, and a proper regard to circumstances is not pointed out.. 

 No good and sliort methods of approximation are given ; the 

 analogies of the spheroid and a ship are not tenable. One of 

 the best modes of estimating the displacement is by considering 

 what fraction, multiplied by the product of the midship section 



* Mr. Fearnall, an eminent shipbuilder, at Limchouse, is, with several Qther*>, lU) 



