SHIP BUILDING. 
The tliickness of the bottom plank, see the 
foregoing dimensions. 
By this rule, the following lengths of the 
keel for tonnage of the same class of ships, 
are found, of 
Guns. 
Ft. In. 
Tons. 
Ft. In. 
110... 
1257.. 
134 0 
98... 
1000.. 
131 0 
74... 
818.. 
60... 
119 9 
344.. 
36... 
113 3 
441., 
18.. 
329.. 
Also their burthen in tons ; 
Guns. 
Tons. 
Guns. 
Tons. 
110.. 
50... 
98.. 
36, ., 
74.. 
18... 
419 
Tons. 
East India ships., 
,.1257 
Ditto 
,.1000 
Ditto ' 
.. 818 
West India ships 
.. 544 
Ditto 
.. 441 
Ditto . 
.. 329 
Hence, it is obvious, had the length and 
breadth of the ships in the royal navy, and 
tliose in the merchant- service, being the 
same, the tonnage would also have been 
the same, although the construction under 
water is so very different ; therefore no de- 
pendance can be placed on those rules for 
the confirmation of the real burthen of ves- 
sels. And, as to builder’s tonnage, it is 
equally as fallacious, because depth is not 
taken at all into consideration, and it is easy 
to imagine, that two vessels may, by this 
rule, be the same tonnage, and one some 
feet deeper than the other ; consequently, 
what results to the builder, is to regulate 
his price accordingly. Hence, there re- 
mains scarcely one undeviating method in 
the construction of ships. We will allow', 
it is not to be expecfed to obtain any rule, 
in this particular, that would be quite ex- 
act ; because the true burthen, or tonnage, 
a ship should carry, not only depends upon 
the cubical dimensions of the ship’s bottom, 
but her own gravity with respect to the 
whole of the hull ; and, in short, on the 
weight of every article which makes a part 
of the ship. Therefore, the nearest rule 
that approximates to the burthen different ' 
built vessels are found, by experience, to 
carry, should be adopted ; as the fallacy of 
the rule in present use discovers no one 
thing whatever, as may be easily seen by 
any person, though a novice in the art of 
ship-building. 
Lastly, the depth in hold, which, in naval 
ships, must be always governed by the height 
which the guns are intended to be above 
tire water, and load-water line. As the 
depth is taken from the upper side of the 
limber-strake to the upper side of the lower - 
deck beam in midships. In merchant-ves- 
sels, the depth in hold is regulated for the 
different cargoes that each may be designed 
to carry | and here, again, as there can be no 
certain rule observed, we will give the 
depth in hold of the same acknowledged 
superior vessels. 
Guns. 
Ft. 
In. 
Tons. 
Ft. 
In. 
110 
9 
1200 
.....17 
Q 
'98. 
0 
1000 
9 
74 
6 
800 
9 
50 
17 
6 
344 
9 
V ■« 

13 
4 
440 
2 
18 
6 
330 
1 
0 
To these dimensions we shall add the 
load draught of water of the same ships. 
Afore ] 
Abaft ; 
Guns. 
.110 j 
Ft. I. 
23 0 
24 0 
Guns. 
98 - 
Ft. I. 
22 0 
;23 0 
Guns. 
74 ■ 
Ft. I. 
20 0 
:20 6 
Guns. 
50 - 
Ft. 
il8 
h8 
I. 
0 
9 
Guns. 
36 
Ft. I. 
i 18 0 
i20 0 
Afore \ 
Abaft 1 
Tons. 
■ 1257 ■ 
23 9 
23 9 
Tons. 
1000- 
21 0 
21 0 
Tons. 
818 
20 0 
. 20 0 
Tons. 
544 
S17 
jir 
6 
6 
Tons. 
440 
j 16 0 
116 0 
Guns. 
18 
Tons. 
330 
s 
5 
Ft. I. 
13 0 
14 6 
14 3 
14 3 
Tims, having gained a few of the first 
leading principles, we will proceed to show 
their utility in constructing what is called 
the sheer-draught ; and the necessity of di- 
viding the sheer-draught into three distinct 
plans will be evident by inspection. 
First. The sheer-plan, called, in general 
architecture, the plan of elevation. This is 
a section of the ship, made by a vertical or 
perpendicular plane, passing through the 
middle line of the keel, stem, and stern- 
post, throughout the whole length of the 
ship. 
Secondly. The half-breadth plan, called 
by architects the ground-plan. This plan 
consists of an horizontal view of the half- 
breadths of the water-lines, ribbands, main 
and top-breadths, half breadth of the rising, 
