THE UNITED STATES OF AMERICA. in 



the prow and stern resembled conoids applied to a parallelepiped. In the new models all the 

 water lines are continuous curves, except at the place where the water wheels are applied, 

 where the sides of the vessel are vertical. The prows of the new models are wedges with 

 curved surfaces, instead of being conoidal, and the general character of their models appears 

 to Ije borrowed from the fast rowing boats, used by the Whitehall boatmen, in the harbour of 

 New York. 



The first steam boat in which the new structure was adopted, was the ' Lexington.' This 

 vessel was planned by Captain Vanderbitt, a very enterprising and intelligent owner, and 

 commander of steam boats. The undertaking, considering the circumstances, was one of great 

 boldness, for this vessel was at once placed upon Long Island Sound, where it was exposed 

 occasionally to high waves. The experiment was so successful, that the passage to New Port 

 and Providence, R. I., was attempted ; and from the rapidity with which the voyages of the 

 'Lexington' were performed, the proprietors of the old class of vessels were compelled to with- 

 draw them, and substitute others designed upon the new model. So far as this particular 

 passage is concerned, the greater part of which is inland, and within reach of safe and con- 

 venient harbours, the experiment, although bold, is not to be considered as involving any 

 notable danger. But it has unluckily happened, that this apparent success has led to the 

 attempt to navigate the ocean in vessels of the same species of model. We cannot believe 

 that these vessels are to be considered as perfectly safe. Their length is as much as eight 

 times their breadth of beam, and the form of their prows and sterns extremely acute : hence the 

 tendency to hog, and break their backs is great ; and one instance has already occurred, where 

 a new vessel has gone to pieces by mere stress of weather. It may be possible, by trussing, 

 or by diagonal ceilings, to lessen the danger arising from this source ; but vessels of this 

 model will be still exposed to being washed from stem to stern by the waves. 



We do not class among the objections to steam boats of the new model as sea-going 

 vessels, the fact that the cylinder is wholly raised above the level of ,the deck. It might at 

 first sight appear that the vessel would in this way be rendered, in nautical language, too 

 crank. But when we consider that the heavy masts and sails with which ships are 

 loaded, are dispensed with altogether in steam boats intended for the navigation of rivers, 

 and may be replaced in those intended for the navigation of the sea by spars of the lightest 

 description, we shall see that the centre of gravity in the latter case, need not be more elevated 

 than it is in ships. Now it is a well known principle in the stowage of ships, that stability is 

 increased for a time by raising the centre of gravity ; nay, that were it so low as to coincide 

 with the centre of the part immersed, the condition of equilibrium would be indifferent. 1 It 

 is also a well known fact, that a ship may be rendered more easy, and therefore more safe at 

 sea, by raising the centre of gravity beyond the point at which the greatest degree of stability 

 is attained. May we not, then, question whether the anxiety of the British engineers to keep 

 the weight low has been founded upon correct principles ? At any rate, although the American 

 engineers may perhaps have erred on the other extreme, their practice is not as inconsistent 

 with safety as some of their own countrymen have imagined. 



One prominent mistake, however, appears to have been committed in the vessels recently 

 constructed for the navigation of the ocean in the United States. Departing from the practice, 



1 We cannot assent to this principle. ED. 



