[nark, or draught or water abaft, exceeds that ! 
[face. With regard to the height between 
Jocks, it is altogether arbitrary, and must be 
determined by the rate oi the ship and the 
service she is designed for. 
I Jt is also necessary to remember the sheer 
[of the wales, and to give them a proper hang- 
in? ; because the beauty and stateliness of a 
jslup greatly depend upon their figure and 
curve, which, if properly drawn, will make 
her appear airy and graceful on the water. 
W e come now to consider the upper works, 
and all that is above water, called the dead- 
Iwork : and here the ship must be narrower, 
[so that all the weight lying above the load 
water-line, will thereby be brought nearer 
the middle of the breadth, and of course the 
ship will be less strained by the working of 
flier guns, &c. 
I But although some advantages are acquired 
by diminishing the breadth, above water, we 
must be careful not to narrow her too much ; 
i as there must be sufficient room left on the 
[upper deck for the guns to recoil. The se- 
jcurity of the masts should likewise lie re- 
Imemberfcd, which requires sufficient breadth 
to spread the shrouds. A deficiency of this 
i sort may indeed be in some measure supplied 
by enlarging the breadth of the channels. 
We come to explain the sheer- draught, or 
plane of elevation, of a sixty-gun ship. 
A A, fig. 10. is the keel, whose upper edge 
■ is prolonged by the dotted line p q, upon the 
extremities of which are erected perpendicu- 
lars which determine the height of the wing- 
transom K, .and the length of the- gun deck 
! KC AR, the stern-post. AC, the stem. 
DD, the quarter gallery with its windows. 
F,L\ the quarter-pieces, which limit the stern 
|on each side. F, the t a flair cl, or upper piece 
‘ of the stern. FG, profile of the stern; with 
its galleries. H, the gun-ports, i, the chan- 
nels, with their dead-eyes and chain-plates. 
| K, the wing-transom. KG, the counter. 
LB, the deck-transom. MNO, the first, se- 
| cond, anti third transoms, of which O k is the 
I third or lowest, m OLP, the duTCtion of the 
[fashion-piece, having its breadth canted aft 
Howards tiie stein. Qi’, the main skeeds, 
{for hoisting in the boats clear of the ship’s 
{side. J,QZ, the main wale, with its sheer 
lafare and abaft. DRX, the Channel-wales, 
IparMlel to the main-wale. SUS. the sheer 
1 rad parallel to the wales. T t, the rudder. 
I A.t F, the rake of the stern. V\\ V, (he 
j waist rail. V i i, the drift rails abaft ; and ia, 
| the drift rails forward. TUC, the water- 
| line. XX, the rails of the head. Y, the 
knee of the head, or cutwater. ZZ, the 
j cheeks of the head, a a, the cathead. M©'C, 
The rising line of l he floor, k u C, the cut- 
; ting down fine, which limits the thickness of 
all the floor-timbers, and likewise the height 
of the dead wood afore and abaft. © u 
TJ W, the midship-frame, a, l>, c, d, e,f, g, h, 
the frames or timbers in the fore body of the 
! ship, that is, before the midship-frame. 1, 
'2, 3, 4, 5, b, 7, 8, 9, the timbers in the after- 
body, or which ire erected abaft the midship- 
, frame. 
As the eye of a spectator is supposed in 
this projection to view the ship's side in a 
line perpendicular to the plane of§ elevation, 
it is evident that the convexity will vanish, like 
[that af u‘ cylinder or globe, [when viewed at 
SIJ IP- BUILDING, 
a great distance ; and that the frames will 
consequently be represented by straight lines, 
except the fashion-piece abalt and the 
knuckle-timber forward. 
It has been already observed, that the 
plane of projection may be defined a vertical 
delineation of the curves of the timbers upon 
the plane of the midship-frame, which is per- 
pendicular to that of the elevation, it is ne- 
cessary to observe here, that the various me- 
thods by which these curves are described, 
are equally mechanical and arbitrary. In 
the latter sense, they are calculated to make 
a ship fuller or narrower, according to tire 
service for which she is designed ; and in the 
former they are drawn according to those 
rules which the artist has been implicitly 
taught to follow, or which his fancy or judg- 
ment has esteemed the most accurate and 
convenient. They are generally composed 
of several arches of a circle, reconciled to- 
gether by moulds framed for that purpose. 
The radii of those arches, therefore, are of 
different lengths, according to the breadth of 
the ship in the place where such arches are 
swept ; and they are expressed on the plane 
ot projection either by ho izontal or perpen- 
dicular lines ; the radii of the breadth-sweeps 
being always in tiie former, and the radii of 
the floor-sweeps in the latter direction. These 
two arches are joined by a third, which coin- 
cides with both without intersecting either. 
The curve of the top-timber is either formed 
by a mould which corresponds to the arch 
of the breadth-sweep, or by another sweep 
whose centre and radius are without the 
plane of projection. The breadth of the ship 
at every top-timber, is limited by a horizontal 
line drawn on the floor-plane, called the half- 
breadth of the top timbers. The extreme 
breadth is also determined by another hori- 
zontal line on the floor- plane ; and. the lines 
of half-breadth are thus mutually transferable 
from the projection and floor-planes to each 
other. 
The necessary data by which the curves 
of the timbers are delineated, then, are the 
perpendicular height from the keel ; the main 
or principal breadth; and the top breadth-; 
for as a ship is much broader near the middle 
of her length than towards the end, so she is 
broader in the middle of her height than 
above and below ; and this latter difference 
of breadth is continued throughout every 
point of her length. The main breadth of j 
each frame of timbers is therefore the ship’s 
breadth nearly in the middle of her height in 
that part, ami the top-timber breadth is the 
line of her breadth near the upper ends of 
each timber. It has been already observed, 
that as both sides of a ship are alike, the ar- 
tificers only draw one side, from which both 
sides of the ship are built : therefore the tim- 
bers abaft the midship-frame are exhibited on 
one side of the plane of projection, and the 
timbers before it on tire other. 
Plane of projection. 
Fig. 12. A,, the keel. BC, the line which 
expresses the upper edge of the keel, from { 
which the height of each timber and height I 
of its different. breadths are measured. Bi), 
and CL, perpendiculars rased on the line 
BC, to limit the ship’s extreme breadth and 
height amid-ships ; or, in other words, to 
limit the breadth and height of the midship- 
triune. AF, a perpendicular erected from 
the middle of the keel to bisect the line of 
the ship’s breadth in two equal parts. F 9, 
the half-breadth line of the aft most top-tim- 
ber ; being the uppermost horizontal line in 
this figure. 
Note. The seven lines parallel to and im- 
mediately under this, on the right side of tint: 
line AF, are all top-timber half-breadths, abnifc 
the midship-frame ; the lowest of which coin- 
cides with the horizontal line 1)F. 
The parallel horizontal lines nearly oppo- 
site to these, on the left side of the line AF, 
represent the top-timber half-breadths in the 
fore body, or the half-breadths of the top 
timbers before the midship-frame. 
G, II, I, Q, R, S. T, the radii of the 
breadth-sweeps abaft the midship-frame ; 
those ol tiie breadth sweeps in the fore-body, 
or before the midship-frame, are directly op- 
posite on the right side. 
©, A, show the midship frame, from the ex- 
treme breadth downwards. 
1, 2, 3, 4, 5, 6, 7, 8, 9, the outlines of the 
timbers abaft the midship-frame, in- differ- 
ent parts of the height : a, b, c, d, e, f, g, 
the outlines of the timbers before the 'mid- 
ship-frame, in different parts of their height, 
h being the foremost or knuckle-timber. K i, 
the, wing-transom, whose ends rest upon the 
fashion-piece. L, the deck-transom, parallel 
to and under the wing- transom. MNO, the 
lower transoms, of which O k is the third 
and lowest, in k P, the dotted line, which 
expresses the figure of the fashion-piece 
without being canted aft. P, the upper part, 
or top-timber of the fashion-piece, n, o, p, <y, 
s, the radii of the floor-sweeps, abaft the 
midship-frame; those before tire midship- 
frame are on the opposite side of the line AF, 
to which they are all parallel. 
1st 1U, 2d IU, 3x1 1U, 4th 1U, the diagonal 
ribands abaft the midship; t, u, x. y, the 
same ribands expressed in the 'fore-body. 
It has-been remarked above, that tiie ho- 
rizontal plane is composed of water-lines and : 
ribands; it also contains the main and top- 
timber-breaadth lines, or longitudinal lines bv 
which the main-breadth and top-timbes- 
breadth are limited in every point of i fa- 
ship’s length. The horizontal curve of tire 
transoms and harpins are also represented 
therein ; together with the planes of the prin- 
cipal timbers, the cant of the fashion-piece, 
the length of tiie rake afore and abaft, the 
projection of the cat head-, and the curve of 
the upper rail of the head, to which the curves- 
of the lower ones are usually parallel. 
Horizontal' Piane. 
BAG, Fig. i 1, the line of the ship’s- length,, 
passing through the middle of the stem and 
stern-post. B, the upper end of the stern- 
post. C, the upper end of the stem, BF, r 
the length of the rake abaft. DWX, the 
top-timber-breadth, line, or the line which 
limits the breadth of each top-timber. 
DF, the breadth of the aftmost timber at 
the laflarel. BK, the wing-transom. BL!\ 
the horizontal curve of the deck-transom. 
\IM, the horizontal curve, or round-aft, ot” 
the first transom; MN, the horizontal curve* 
of the second transom : it is prolonged into* 
a water-line, N 8 7. lc O, the horizontal 
curve of the third transom, which is abo pro- 
longed into another water-line, O, v, U, o, Qu 
m OF, the plane of the fashion-piece^as cant— 
