· o n sh l p-buildi ng. 23 o u the oth er h and, the run, in a vessel with the n arrow and flat...
TRANSCRIPT
NAVAL ARCHITECTUR
A TR E ATISE
S H I P -B U I LD I NG,
A ND
THE BIG OF CLIPPERS,
WITH SUGGE STIO NS F O R A NEW ME THO D O F LAYING DOWN VE SSE LS .
LO R D R O BE RT LéO NTA G
LONDON:CO LBU RN AND CO .
,PU BLI SH E R S,
GR EAT MAR LBO R O U GH STR EET.
1 852 .
Notice is hereby given that the Author of this work reserves to himself theright of publishing 3 Translation in France .
vi CO NTE NTS .
CHAPTER IV.
O n the metacentre and on stability
CHAPTE R V.
O u uneasymotion and rolling
Centre of lateral resistance
CHAPTE R VI.
O n resistance
O uthe resistance against a vessel’s progress
CHAPTE R VII.
The curve of sections
CHAPTER VIII.
O h the disposition and extent of canvass
CHAPTER IX.
Rigging and management of yachts
I N TR O D U CT I O N .
WITH I N the last few years, Naval Architecturehas obtained, among the unprofessional members ofsociety, a greater amount of interest than used
formerly to be bestowed upon it. The rivalrywhichexists between the merchant navies of Great Britain,and her offspring in the Western World, has made
each party seek, in the quality of their ships, thatadvantage which they could not obtain in the mar
ket. And the competition of the steam companieson the two shores of the A tlantic has given an
impulse to research, also, in that department of
science . It is but a short time since the clippe rbuilders of England have be en taught that the
science of ship-building has not progressed withthe rapidity which it has attained in America, nor
2 INTR O DUCTI O N .
reached the same eminence in practice . In the
architecture ofmerchant vessels alone, England can
justly at present claim precedence . It is,howe v e r
,
to yacht-building that I shall more particular lydevote the following pages but the remarks mad e
upon this small department of the science can,as far
as they are true , be applied to the other descriptionsof vesse ls. With few exceptions, these pleasurevessels are constructed with the object of speed, ev e nat the expense
,to a certain extent, of comfort and
accommodation. In merchant vessels, on the othe r
hand, there are two ends proposed, capacity and
velocity. These are conflicting interests the flat floo r
which is conducive to the former is detrimental to thelatter—the sharpness and fine lines requisite to the
latter, of course obliges the builder to content him
self With a less amount of bulk . In these craft, it
becomes desirable to attain to the maximum in the
combination of these qualities to balance the
capacity and ve locity, so that the volume of cargo
transported each year shall be the greatest possible_to increase the beam,
for instance, instead of
having so flat a floor (thus giving an equal bulkand a greater velocity) , and to fill the lines of the
how a little more,because this has not so great an
effect in impeding the way, as lessening the taperof the stern. But yet merchant vessels labourunder many disadvantages:those which frequent
INTR O DUCTI O N . 3
our shallow mud harbours must have flat floors ;
and of the rest, the nature and disposition of the
cargo, in a vessel which had not a flat floor, wouldraise the centre of gravity of the ship higher thanis desirable . And again, as these vessels are , in
general, underhanded, it is necessary both to be
content with small sails, and to keep the centre of
effort rather low. This latter requisition again
reacts on the construction by requiring, with the
full bow and run,a more upright stern-post and
buttock-lines.
But yet, on the other hand,it is
,on prudential
grounds, important even in merchant vessels to
provide for a certain velocity . F or the effect of a
wind in carrying away spars, or in careening a ship,
is much greater on a slow vessel than on a fast
one . Suppose the wind had the force of a consiq
derable storm (viz .,l 4 °88 1bs. on each square foot) ,
and moving at the rate of fifty-five miles an hour.
Then, if one of two vessels advanced five miles an
hour, and the other at the rate of ten miles,the
relative velocity of the wind to the first would be
fifty miles, and to the second,forty-five miles ;
and the re lative pressures would respective ly beas
_
5
_
0]2 and74_
5 )2 or, as 2500
,and as 2025 . The
pressure, in the first case, being 123 lbs. per square
foot, and in the second
,9 '9 1bs. so that the whole
pressure on a sail of 20 feet by 20 feet or 400
I NTR O DUCTI O N .
square feetwould, inthe first case, be 4920, and in the
second, 3960 1bs ; and the quick vessel would ha v e
to sustain a force less by 960 1bs,acting at the en d
of a long lever. And, moreover, a ship with a
rising floor might be going about her businesswhe noff a lee -shore , whilst one with a flat floor would
be going bodily to leeward.
But besides these prudential reasons,there a r e
also mercantile considerations which would induc ean increase of speed in our merchant vessels. By a
month’s delay in a passage from China, a merchantmight have to brook the loss of a considerable sum
in interest, or he might even miss the marke tal together.
In men-of-war more accommodation,in pro
portion, is necessary than in yachts, and stowage
for a large amount of stores. The weight of
the armament also requires a large displacement.
But, after the attainment of these objects, spee dbecomes the paramount consideration. It become s
a question then, whether placing the guns furthe r
apart, should not give the necessary displacement,and also allow the attainment of greater speed ;whether, I mean, the ships of each class should,not have a greater length in proportion to theirbreadth and depth .
The reader will see that the science of shipbuilding becomes a more complicated question
INTR O DUCTI O N . 5
when it treats of merchant vessels or men-of-war.
C onflicting interests have then to be reconciled in
such a manner, that the maximum of advantage
should be attained. F or these reasons, I preferconfining my attention to the pure science, and
leav ing the modification, to suit each particular case,of the rules here laid down, to those most intere sted in the result, or best qualified to judgeof the end to be sought.When revolving in my mind these and other
considerations, and seeing the importance of obtaining velocity, and perceiving the interest which isat present attached to this subject, I thought tofind an excuse for offering a few suggestions uponit, and venturing to add to the number of bookswhich are already flooding shO p and stall. I hO pe
it may not seem presumptuous in me to advance
opinions on a subject to which naval architects havelately devoted increased exertions. The generalityof ship-builders have not acquired a knowledge of
the higher mechanics, and of the motion of fluids.
These will, perhaps, excuse me for hoping that a
study of mathematics, combined with the cousi
deration of various theories on Naval A rchitecture ,and the observation of models of known vessels
,
may enable me to start some new idea on the
subject. And the more learned in the professionwill pardon my desire to bring forward a principle
6 INTR O DUCTIO N .
which I hope may prove useful, and believe to b e
new. And I may further venture to express a wish
that its simplicity may not be taken for worth
lessness, nor disregard attend'
that which does no t
appear striking. Last winter I got upon the trac k
of this invention, and, after much attention and
some experiments, I thought to have discove r e da fundamental error, which vitiated mathematica l
inquiries, and caused the results of experiments to
be wrongly applied.
The Great E xhibition contained many models o f
noted vessels,by which I might test the value o f
my theory ; and receiving corroboration from the seexamples, I ventured to publish a few pages inelucidation of it ; and the former part of this workis, in fact, a second edition of that pamphlet. But
if that which I then wrote be really true (whichI may be allowed to flatter myself is the case )it becomes necessary to adapt the old forms of
calculation to my new notion, and apply the results
of former experiments to the method now proposed.
Those mathematical formulae which had relation to
vessels at rest, are unaffected by the present theory ;but those of which the subject was the motion of
a vessel through the water, must all be altered .
F or they were calculated on the assumption thatthe water passed along the surface of the vessel in
the direction of the water-lines, or in horizontal
INTR O DUCTI O N . 7
p lanes while, in fact, the curve which any particleo f water would describe is totally different.The results of expe riments have also beenwrongly
applied, in consequence of a confusion which arose
from the following cause most of the pieces of
wood used in these experiments were either solids
of revolution,or had a form
,such that the sides
were vertical . In these, the lines described by thewater in dividing and closing around the bodywhen in motion, were the same curve as the line of
flotation when the body was at rest. The results
depended in reality on the shape of the former
line, as the latter had nothing to do with the waterwhen the solid was not at rest. But they weresupposed to depend upon the shape of the latter ;
and the same qualities were wrongly assumed to
belong to any ship which possessed water-lines of a
similar curve .
Hence, if my fundamental principle be right—ifit prove not to be a hasty deduction— if it be notan overweening conceit which makes me imaginethat I could invent anything more correct thanthat which the most eminent ship-builders haveunsuspectingly practised, then is this work plainlynot uncalled for, and its introduction needs no
apology . If, on the other hand, any mistakes
which may have escaped my notice , should proveto be fundamental errors, then let those who have
8 I NTR O DUCTIO N .
spent their time in the perusal of the follo w ing
treatise, take the pleasure of assisting the c a us e
of truth as the reward of their labour,nor b l am e
me for failing in my endeavours to be useful to
society.
cnouons , c onsnn nx ,
F E BR UA R Y 5 , 1 852 .
10 A rnsu l ss
the various forms of fore-and-aft sails. He inqu ires
into the capabilities of each as proved by e x p e ri
ment, and tries to discover their bad points. B ut
he soon becomes as much bewildered as the m a the
matical inquirer. Among the swiftest vessel s,he
sees some with full, and some with sharp bo w s ;
some with great beam,others narrow ; some w ith
a great draught of water, others shallow ; so m e
with much rise in the floor, others comparativ e lyflat some with little gripe, or the forefoot almo st
entirely cut away, while others have been improv e dby the addition of a greater gripe, and a bow length
ened below the water.
Is there then any principle in building ? he may
ask ; is it all the work of blind chance The theo
rist rants about capacities and equal areas. The
common sailor laughs and assevers that it is impossible to know what salt-wate r may fancy. But is it
altogether as hopeless a task to discover some one
principle pervading every swift vessel of whate v erform,
as it would be to take the dimensions of
Neptune’s car, or find equations to the surfaces of
waves ? Why have such different forms of buildingattained to an equal success ? And why do manyvessels, built according to theories and the resul ts
of experiment, fail so signally when tried with ves
sels built by common smugglers ?
Builders form their vessels by the water-lines,
O N smr-smtnme . l l
r ibbon and buttock- lines ; and consider that the
curv es of these lines are of paramount importance .
B ut they have not asked themselves why they shouldb e so whether any of them can have much to dow ith the passage of the water along the vessel’s
b ody ; whether the water divides, in fact, in the
direction of any of these lines. Why have they notinquired into the real direction which the water
takes when it divides, and bestowed all their care
upon the improvement of these lines ? And then
they might take the models of famous vessels, and
find what shape itwas proper to give to the dividingline, and extract a principle from chaos and con
fusion and perceive the unity in amass of apparentlyantagonistic facts and conflicting results.
And how then does the water divide ? It may be
expected, 21 priori, that a flat film of water, from
the cutwater, will pass along the body of a ship inthe same direction as that which any other flat thingwouldnaturally take —as a thin plank, for instance .
!
This is not a conclusive argument, but a natural
supposition. But there is a fact which materiallystrengthens this assumption:I allude to the fact
The plank is supposed to be of indefinite breadth, because
the dividing-lines are not parallel . In a clinker-built boat, the
planks are cutwith a sney,” for this reason, the lower edges only
representing the dividing-lines.
12 a rnm rrss
that clinker-built vessels have a decided super io rityover carvel-built vessels of the same form. N o w ,
if
the water does not divide in the direction o f the
planks, the land of every plank must offer c on
siderable, very considerable resistance to the prog re ssof the vessel. But
,on the other hand
,if the w a te r
does really escape, according to our d priori not io n,
in the natural direction of a plank, then these lan d swill offer no resistance . And as the mere clink e r
building gives a decided superiority, it is clear that
the lands do not offer resistance, and that the wa te rnaturally divides along the planks. Now,
over tim
bers which are vertical—as in the run of the stern,
for instance—the water, or a narrow plank, will passin a horizontal direction ; and over timbers whichare quite horizontal
,the water
,or narrow plank
,
would take a line lying in a vertical plane paralle l tothe line of the vessel
’s motion. In each of the se
cases, the line described by the plank or by thewater in its motion is at right angles to the tim
bers. And if a timber be forced out a little from
the vertical position, so as to make a small angle
with the vertical,the line described by the water or
plank will take a slightly downward direction. And
as the angle of inclination of the timber increase s,
the water or plank will take a more and more down
ward direction but it will always cut the timbersat right angles. (I am of course supposing the
14 A rnnu xss
shortest line that can be d rawn
from the point D,in the c ir cum
ference of the section Bic, t o the
circumference of the section A ir ;
for,if not, let D t be sh o r te r .
Draw DO perpendicular to the
planes of the sections, and let it meet the se c tion
A k in 0 . Join 0 d, O i. Then; as the distance
between the sections is supposed to be small,and
the dividing-lines are supposed to have an e asy
curvature, we may suppose the arcs, Dd, Dt, to be
arcs of circles. Now, as the dividing-lines cut the
circumferences of all the sections at right-angle s,and as D O is perpendicular to the plane of A li ,
therefore the plane DdO is perpendicular to the
plane of A lt, and at right angles to the circum
ference A k and therefore DJ is at right-angle s to
the circumference A le and 0 d is the shortest linewhich can be drawn from the point 0 to the cir
cumference A lt.
O d < O i
D 0 2 0 d2 D 0 2 0 12
chord Dd2 chord Dz?arc Dd arc Dt.
Similarly, Dd is less than any other arc drawn from
the point D to the circumference A k.
O N SH IP-BUILDING . 1 5
The same may be proved with reference to thatp a rt of a dividing line which is intercepted by anyo ther two sections. And hence the whole of any
d iv iding- line is the shortest line which can be drawnfr om the same point in the stem-post, over the
surface of the vessel to the stern.
This consideration will afford us the readiest way
o f describing a dividing-line in the body plan of
a vessel . Instead of the established system of
l aying down the plans of vessels by the water-lines,and applying to the water-lines the shapes indic ated by experiment to be the best for the dividingl ines, I would propose the following method, deducedfrom the principles advanced above1 . F or the sheer-plan, draw the keel, the stem
and the stern-post, and mark in the line of flota
tion, or load-water-line . Then erect the sections at
right angles to the load-water-line .!
2 . Next determine the shape of the midshipsection, and lay it down in the body-plan. Draw
a straight line across it for the load-water-linesl'
If the sections were drawn, as is usually done , at right-angles
to the keel, the dividing-lines would not cut the sections at right
angles. In the copy of the lines which is afterwards made for the
use of the builder, the sections may be altered (ia the sheer and
body-plans) so as to represent sections perpendicular to the keel .
1" The plane onwhich the sections are projected , for the body
plan, is perpendicular to the water ; not perpendicular to the
16 A TR EATI SE
From a point in the stem-post, somewhe r e about
the height of the load-water-mark, or a littl e above
it, draw a curved line to a point in the m idshipsection, to represent the direction in which the
particles of water, from the surface at the ste m ,are
to be made to divide along the body. This is the
principal dividing-line .! I have said a curved
line,” because, if the line were straight, the cir
cumferences of the sections at their points of
intersection with this line,would be parall e l to
each other, because any dividing line cuts them all
at right-angles. This is the case with some v e sse ls,
but it need not be so. To determine the nature of
the curve this must be done3. In the sheer plan lay off the points in the
stem-post midship section and stem -post throughwhich this line is to pass. Through these assumed
rabbet of the keel ,~
as in the established method . H ence the
water-lines, in the body-plan, are straight lines, and the sections
do not terminate in one point.
It must be home inmind, that a dividing-line is not a single
line , like a ribbon-line . The dividing-lines are as numerous as
the particles of water which surround the ship. The whole
surface of a ship’
s bottom may be supposed to be made up of an
infinite number of dividing-lines. But we choose one only to
work with, and choose that one which will be about the largest
on the whole surface of the vesse l . When the drawing is
finished, it must be proved with other dividing-lines.
18 A rnmrrss
and half-breadth plans a, b, c, d, its interse c tions
with the lines drawn parallel to the water-line .
6 . To sketch in these sections is our p re sent
object. F or this purpose, take for centre the po int0 , (the point on the stem-post from whenc e the
dividing-line is taken) , and draw the arc of a c irc le
through the point a . Next take a for centre, and
draw an are through 0. Then take 6 for ce ntre,
and draw an are through A ; if this are shoul d cut
the circumference of the midship section instea d of
touching it at A ,then the point A must be mo v ed
so that the arc should only touch. This operationmust be continued for the after-body by tak ing
successively for centres the points A,c, d. The
circumference of each of the sections must be tan
gential to each of the arcs respectively at the ir
intersections with the dividing-line . The remainingpart of each section is, at first, sketched in by
eye , and then proved by other dividing-line s at
various elevations. In sketching the sections, a
pliable steel spring is of great use . It makes al l
the sections of a fair and similar curve, and so sav e s
much trouble afterwards in correcting. The whole
has now to be proved by water- lines, ribbon-lines
and buttock-lines (according to the establishedmethod) , and corrected where any inequalities in
the surface may appear.
O N SH IP -BU ILDING . 19
This is the principle which I would propose forguidance in the construction of vessels. This principle e xplains the success of vessels of such various
forms . Vesse ls with full bows, for instance, have a
div iding-line running in such a direction that its
projection on the sheer-plan shows a greater curva
ture than that in the half-breadth plan while thedividing- line of sharp bows shows a greater curva
ture when projected in the half-breadth plan thanin the sheer-plan. In each of these cases, howeve r,the curvature
,taking al l in all
,may be the same .
TH E M IDSH IP SE CTI O N A ND STE R N .
From the foregoing remarks,it will appear that
the whole form of the vessel depends very muchupon the shape of the midship section, of the stem,
and of the sheer-plan. In fact,these three are
the only parts of the vessel of which the form is
entirely assumed at pleasure . O f these , the midshipsection is the most important and we shall therefore commence by considering it.
The part of a midship section which is below the
water, has in general, been of a form approachingeither to a square or to a triangle . The former
obtained very extensively some years ago, but is
now only retained in merchant vesse ls and some
men-of-war . A s the water is displaced with greater
A TR E A TISE
ease near its surface than deeper down, it is cl ear
that the chief breadth should be near the load
water-line . And besides this, it is well-known that
a sharp ship, even under close -reefed topsails , willbe going ahead
,while a flat-floored ship d rives
bodily to leeward. The midship section w hich
approaches to the triangular form,require s
,of
course,in order to have the same displacem e nt,
a greater beam than that which approache s to a
square . And it is a great, although common e rror,
to suppose that, in order to reduce the plane of
resistance, the breadth must be diminished. This
is not at all the case . A vesse l of the same lengthand tonnage must displace exactly the same v o lume
of water, either in breadth or depth. And a narrow
vessel, to have the same displacement,must have a
flat floor. Let the diagram! represent the im
mersed part of the
midship section of two
vessels, each of which isdivided into four equalrectangular triangle s :
a’
b’ being equal to ab. a
’
d’z e d
, &c .
Now,the plane of the midship section is clearly
The following observation is contained in an article contri
buted by my father, in the year 1 824 to a periodical styled
Papers relative to Naval A rchitecture .
O N SB IP-BU ILDING . 2 1
t h e same in each. The question, therefore, arises
1 Which gives a body of least resistance ? 2 .
W hich has the most stability ?1 . The broad midship section will be made to
h av e a body which, inmotion, will disturb the waterl e ss than any body to which the narrow can belong.
[In other words, the curves in which the water
W ill divide can be made narrower with the broadmidship section, than with the narrow one .] F or
the run of the vessel may be tapered off in the
form of two wedges the one from the bilge of
the midship section (a part which is narrow and
deep down in the water) ,being tapered off to the
stern-post (as A a, D d) .
That from the upper partof the midship section,
(which is broad and shallow) , being tapered to
wards a line nearly at right-angles to the stern
post (as A b, D c) . [In other words, the water
from the lower part of the midship section must
move along a curved line lying nearly in a horisontal plane . While the water from the upperpart must, in its motion
, describe a curve lyingin a somewhat vertical plane for it need not be
made to e scape at the stern-post, but under the
counter D c.] The load-water-line can then be
A TR E ATISE
given a form such a s thatin the diagram ; w hich,with a decrease in r e sist
ance , is both productive of greater bearing ,and
brings the centre of gravity more aft. The c e ntre
of effort of the sails can then be more aft, and
the bows will be less pressed down. And,as the
head-sail will be decreased, the vessel will be e a sed
in pitching. It has often been exclaimed that thisfulness in the load-water-line must increase the
resistance but it must be remembered, that thewater does not divide along the load-wate r- line ;
and we have just shown above how the resistance
may therewith be lessened. [The load-wate r-line
of the Mary Taylor’ is not unlike
And an additional reason for the advantage in this form is as
follows:the water which has passed along the whole length of
the ship ismore disturbed than the watermore forward would be
under similar circumstances ; and hence it has less supporting
power. Add to this that it has a tendency to fly off at a'
tangent,
and so ofl‘
ers less upward pressure to the stern. O r thismay be
put into other words ; the density of the water at the bows is
increased by the motion of the v essel, while that at the stem is
diminished ; the centre of gravity of the displacement, when the
vessel is in motion, will therefore be thrown in advance of the
point where the centre of displacement happens to be when the
vessel is at rest, and before the centre of gravity of the ship ; the
O N SH l P-BUILDING . 23
O u the other hand, the run, in a vessel with the
n arrow and flat midship section,must be tapered
a lmost entirely in one direction,from the bilge to
t he counter. Whence the water from under the
fl oor must escape upwards, in the direction of the
buttock-lines,to the counter ; describing a curve
whose breadth is equal to the whole depth of the
v e sse l . And the water near the surface closes horizontally, describing a curve the breadth of which isthe half-breadth of the vessel . These two currents
converge, and meeting at the stern, cause an eddyand dead-water
,which the vessel has to drag in
he r wake .!
bows consequently are pressed up and the stern subsides. This
would always take place in vessels with little bearing aft, if the
centre of effort of the sails were not either before or above the
point velique . For thismalposition of the p oint veligue tends to
press the bows down, and so counteracts the tendency of the
stem to settle . But a great deal of power is lost in this useless
antagonism. A broad stern, a more buoyant after-part to the
vessel with the centre of efi'
ort of the sails no higher than the
point ve lique, nor in advance of the vertical through the centre of
gravity of the ship, would be much more conducive to ve locity.
(We h0pe the reader bears in mind that although the water-line
is to be very full at the stern, yet it is requisite that the dividinglines should be very fine .)
What we have just been saying applies, of course , chiefly to
sailing-vessels. Those which do not require a hold upon the
water may be broad and very shallow ; inwhich case the objection
to a flat floor does not obtain.
24 A rnsA 'rl ss
Again, when the vessel with the rising floo r is
heeled over, an increased surface is presented for
support ; and the water, pressing against a m uchlarger volume to leeward than to windward, as sistsin making the vessel weatherly. This is the ca se
with the Bermuda boats, which are said to fe tchto windward of the place they look up for . A n
extreme rise in floor, however, only holds good fo r
small yachts. F or, if the power is only at the sur
face of the water, the vessel in falling over, me e ts,
from the great increase of immersion, with a cousi
derable reaction ; she is buoyed up and rende r e d
uneasy . F or this reason it is better, except in
small boats with the centre of gravity very low ,
to preserve the same breadth for 1 5° above and
below the load-water-line ; so that, when incline d ,the immersion and emersion should he about th esame, without the centre of gravity being raised .
Sir W. Symond’s vessels and the New York pilotboats have very rising floors.2 . Which form is most conducive to stability
Stability may be acquired either by beam or by
depth . By beam, because the upward pressure of
the water acts upon a longer lever ; and by depth,because the ballast acts at the end of a longer lever .
In both these requisites the second form of midshipsection is clearly superior.
The stability which arises from breadth of beam
26 A TR E ATISE
whole ship be brought down. In the diag ram ,let
C be the centre of gravity of the whole ves s e l, o of
the displacement. Then the forces in ques tion are
the weight of the whole ship, ballast, &c .,w hich
may be supposed to be collected at C ; and the
upward pressure of the water, P ,which m ay be
supposed to act at o with a moment equal to the
product of P into the distance from P to a v e rtical
line through C. This will probably be gre ate r e ven
in the broad midship section.
It is well to have a slight concavity in the bilge
of the midship section of yachts,or of men-of-war,
in order to resist the weight of ballast, and also to
shorten the dividing-lines. F or the effect will be
to make the run commence further forward. But
there must be some how timber in which there is
no hollowness and the dividing
lines must not converge , that is,the length of circumference of a
section intercepted between two
adjacent dividing lines, on the
straight or convex bow timber,must not be greater than that intercepted betweenthe same dividing-line s on any section more aft.
If the convergence , however, be slight, it is notof consequence
,because the increased density in
the water,produced by the convergency, will add
to the buoyancy at that part of the vessel .
O N SH IP-BUILDING . 27
This inflection tends also to decrease lee -way ;
b e cause an inflected surface offers more resistance
for the passage of the water than a simple curve .
But there is no exact form of midship section to
b e prescribed. Some use a semi-parabola with theo rigin on the water-line
,and it has been found to
succeed very well .The point in the midship section to which the
chief dividing-line has to be taken,has not been as
yet determined. If, from the load-water-mark on
the stem-post,it were taken to the nearest point
(in the body-plan) of the circumference of the mid
ship section, then the projection of that dividing-line
in the body plan, for the fore part of the vesse l,
would be a straight line, and the bow timberswould
,at that part, be parallel . F or if the chief
dividing- line in this case were not a straight line,
it would not meet the midship section at rightangles. (This is the case in the Mary Taylor
,
’
with the exception of the first two sections in the
how) . If the fore body is not to be of such a form,
the point must be assumed at pleasure ; or the fol
lowing plan must be adopted in order to find the
place to which the chief dividing-line should bebrought, that it might be as easy as possibledivide the angle between the bilge and stern-postinto as many parts as there are sections before themidship section (the sections being supposed at
28 A TR E ATISE
equal distances) . The dividing-line tak e n o v e 1
these lines, as if they were sections, will g iv e the
best point in the midship section for the div iding
line to be taken through.
TH E STE R N .
Q uarters, which flange off at right angle s from
the stern-post, are, for two reasons,not good The
first is that, when the vessel is hee led ove r, they
drag in the water ; and the other is the v erysudden increase of hearing which is thereby produced ; and the vessel when thrown down on her
stern by a sea meeting her, is pitched forward again
with violence ; and if the bows happen to be also
very full, she will be pitched back till all grins
again. If the vessel be very long, this pitching and’scending will not be so violent ; and the quarte rs
then may flange off more suddenly. However, it
may be urged with reason,that when a vesse l is
going very fast through the water,the fluid does
not divide quite in the natural curve, but has a
tendency, in the after-body, to fly off at a tangent
that the stern has then less support, and will sink
unless a rapid increase of bearing is presented tothe water. If the quarters make an angle of 15
°or
20°with the water
,they will not drag, or cause
dead-water, when the vessel is careened, and will
O N SH IP-BU I LD ING . 29
not be too sudden,although a sufficiently great
increase of bearing will be presented to the water.
The stern should be very broad. It increases the
stability, brings the centre of gravity of the dis
placement further aft, and is also better whenrunning before the wind in anything of a sea.
The low,overhanging stern usually given to our
yachts is very pretty,but not nearly so safe when
going before a sea, as a shorter and higher stern.
TH E SH EEB -PLA N .
The third feature which is entirely assumed at
pleasure, is the sheer-plan. In England it is usual
to give nearly an even draught of water fore and aft.In America, on the contrary, they used to give
their schooners nearly twice as much depth aft.
The latter plan enables a vessel to carry less headsail
, and by this means eases her pitching. The
former method gives increased bearing below. The
stern-post should,for the sake of the steering, be
nearly upright. This rule is,nevertheless, not all
important ; and the subsequent arrangements in theform of the body might render necessary a great
deviation from it.
The amount of sheer is a matter of fashion and
caprice . The use of it is both to throw the water
off the deck, and to act like an inverted arch in
A TR E ATISE
supporting the extremities of the ship,which h a v e
so little bearing below to give them the nece ss a ry
support from the water. The bows and st e rn
generally sink one or two inches on launching, a n d
continue to do so as long as the ship is aflo a t .
A curvature in the keel, such as that in th e
America,’would also tend to prevent hogging .
It is a matter of importance to have the gunw a l e
no higher out of water than is necessary to prev e n tthe decks being drowned, because e very inch of it
tends to impede her way on a wind, and to se nd
her to leeward. When a sea meets her hows,it
first rises considerably above the load-water- line
but as it passes along, the vessel is heaved up ov e r
it, and the stern again sinks into it. H ence th e
wave,when amidships, is not much higher than
the load-water-line, and the deck ought, therefore ,not to be very much above that. The stem ne e d
not be so high as the bows if it be broad .
O N SH I P-BUILDING . 31
CHAPTER II .
TH E dividing-line , which we have taken as our
guide in forming the body of the vesse l, has beendescribed by the batten through the three givenpoints. No particular curve has been assigned to
it. Its proj ections in the sheer and half-breadthplans have been curves, which the batten naturallyassumed. It is necessary
,therefore , to ascertain
by experiment, what sort of curve , of single or
double curvature, should be given to the dividing
lines ; or what kind of curve , of simple curvature ,
its projections in the sheer and half-breadth plans,should assume .
If experiments be made by drawing bodies of
certain shapes through the water, noticing both therates at which they travel respective ly, and the
weights required to move them,we shall learn
which body offers least resistance to the water and
by ascertaining its dividing-lines
,we shall know
but as it passe s along, the Ve s se
it, and the ste rn again sink
wave , when amidships, is n
the load-water-line, and the
0 1 3 { I ll
c k
not be so high as the bows if i t
32 A rnsA 'risn
what form a dividing-line should have , and wh e re
its greate st breadth should be . And if these bod ie sare so formed as to have1 . Two horizontal planes for their uppe r a nd
under surfaces, and vertical superfices for the ir
sides then the dividing-lines will be all the sam e ,
and of the same form as the water-line .
2 . If the sides are vertical planes, paralle l to the
line of motion, and the under side is a supe rfi cie s,
such, that its intersections with planes perpen
dicular to the line of motion shall be horizontallines
,then the dividing
-lines will be all sim ilar
and in vertical planes.
3. If the body he a solid of revolution,the
dividing-lines will all be similar, and the same as
the water- line .
Numbers of experiments have been made , and itis thence ascertained that
,if there be taken tw o
cuniform bodies, A BD C ,
and BCD, of which the
greater is formed . of a
part,B CD
,the same as
the smaller body, with
another part,A BC, of
which the upper and under surface is an equilate ral
triangle ; and if the bodies are moved through thewater with the end D aftermost and (1 ) if the
bodies are moved slowly,then the body, A D ,
O H SH l P-BUILDING . 33
obtains 1 5; more ve locity than BCD,with the same
motive power:But (2) if the motion through the water be much
increased by an addition ofmotive powerThen the body, AD, obtains only 1
29 more velo
city with the same power as that applied to BCD .
And, in general, it is ascertained from numerous
experiments that, at high velocities, a blunt bowend does not increase the resistance in nearly thesame proportion as at low velocities. And as the
speed is increased, the bluntness of the how has
less effect in increasing the re sistance .
The bodies were al so moved through the water at
six feet below the surface ; and it was Tound thatthe body A BC (with the flat bow-end
,) obtained,when close be low the surface, 1
4-5 more velocity than
when moved at a depth of six feet below,provided
the velocity was not great. But at a high velocity,it obtained only 1
16 more velocity at the surface
than.it did below.
And the body AD (with the sharp bow-end)obtained T
“
? more velocity, whenmoved close belowthe surface, than it did when sunk to a depth of
six feet, provided the velocity was not great. But
when moved at a high velocity,its Speed at the
surface was only more than below.
From this it appears that,for a high velocity, it
n
34 A rnsA 'rxsn
is no great advantage to have a sharpness at much
depth below the surface .
A lso, it is a fact that when bodies are mov e d
through the water, the resistance“
wgf ,the fluid to the
bows does not decrease in the same ratio in whichthe dividing
-lines of the bow are made more
acute .
By experiments made in Sweden, it was pro v edthat bodies with sharp bow-ends, obtain gre ate r
velocity through the water than bodies with ful l
bow-ends, when, by equal powers, moved slow ly
through the water. But bodies with full bow-ends
obtain a greater velocity than bodies with sha rpbow- ends
, when, by equal powers, forced rapid lythrough the water. Thus, a body of the form A D
moves much more easily, at high velocities, With
the butt end A ,foremost ; but at low velocitie s it
moves more easily with the sharp end,D
,foremost .
And we observe this fact in the works of nature
for whales, cod, dolphins, porpoises, and other fastswimming fish
, have a full entrance and a long,
tapering tail .Moreover, it has been ascertained by experiment
,
that the taper of the stern-end must increase withthe velocity at which the body is to be moved, andthat the suction is a minimum for all the different
velocities at which a ship may sail,when the
on SH IP-BU ILDING . 35
d iv iding-lines of the stern make an angle of 13°1 7
'
w ith the keel .A Thames wherry is built so as to go fast when
lightly laden, but is formed for a slower pace, withmore bearings, when sunk deeper in the water.
The parts low down in the water have much moretaper than those higher up ; and when greatlyimmersed, the part at the surface of the water
presents a sharp appearance in the how,but full
aft.
It is supposed in theory, that the resistance to
the bows varies as the square of the velocity.
E xperiment shows that it does not increase quite
so rapidly as this law would indicate . Neither doesthe suction at the stern increase in the same ratio .
From all this we learn that, for high velocities,
the dividing lines of the bow may be made fuller,
and those of the stern must be more tapered that,for the same resistance, they can be fuller in the
bow, at a part deep down in the water,than at the
surface . A lso, it has been found advantageous thatin the half-breadth plan, the greatest dividing-line
should have , at least,six times the length before
the midship section,that it has half-breadth at the
midship section.
If the dividing linésfbf ‘ the how be made verysharp, and there be a great rise in door at the
36 A TR EATISE
midship section, and the stem-post be pe rpendionlar, then there will be a hollow in the wate r
lines of the how. If this concavity be too great,
then two converging currents of
water will be formed, and an e ddy,or rather increase of density in the
water, is produced, just abaft the
bow. But if the concavity is so
slight that any two adjacent div iding
-lines do not converge, then it is not deleterious.
The dividing-lines must be made fuller at the bows
until this object is attained.
Just as these papers were about to be placed inthe publisher’s hands, I have been enabled, by thekindness of the R ev . H ervey Goodwin, to ge t a
sight of the first volume of Beaufoy’s Nautica l
Experiments. A great number of the results in
this book are not applicable to our business, becauseof the straight lines and angles in the forms of the
bodies used,while in ships there are employed only
curves of different kinds. A summary of the results
arrived at would, however, be useful .The diagram represents the top or bottom surfaces
of five of the models used in the experiments.
O N smr-Bnrnnme . 37
In XA 1s a triangul
tl lA < D> b cuneus of 3 feet m length ;rb is also 3 feet m lengthrs being a segment of a circle
of 8 feet radius ; 86 being a
9 tangent 1 foot in length.
18 11
1
8
1
1152) re 18 also 3 feet m
A In (3) rg consists of seg
ments of a circle of 1 foot radius.
In (4) o'
er is a semi-cylinder of 6 inches radius.In (5 ) XA is 4Afeet in length .
9 575 332992 5967
10 0638 17 65699 973 2 392710 0502 20 891
98 914 2 2599
98 948 2 2148
In this how end is elliptical, thetransverse diameter
10 feet 33 inchesconjugate diameter
feet.
38 A rnsA 'rIsn
With amotive weight of58°277lbs. the velocitywas Gft. pe r se cond
402lbs. 1 4°499ft .
But when the elliptical bow-end was reduce d to
two circular segments, then at the same ve lo cities
the motive weights were, respectively, 366 42 and
402 1bs., which shows that, at low velocitie s,a
dividing-line of the form of a circular arc meets
with less resistance than an e lliptical one ; but that,at a velocity of nine knots an hour, we can afford to
have an elliptical dividing line without increasingthe resistance
,while the momentum is increased .
Numerous experiments proved that it was a v ery
decided advantage when the water was made to
divide in a vertical, instead of a horizontal direction,
particul arly in the stern.
A lso it was found that, bodies when moved at a
depth of six feet below the surface, experience lessretardation than at the surface, zf the friction be
excluded, but the friction is very greatly increased.
This is more particularly discernable if the bodies bevery obtuse . A square plane, however, meets withmore resistance at the depth of six fee t, than at the
surface . A plane of one foot square, moving at
the rate of eight knots, meets with a resistance of
196 245 lbs.
Again, it is shown that when the length of the
stern-end is nine times the half-breadth, then the
4-0 A Tau rus
The whole resistance is somstimes greate r, and
sometimes less than the duplicate ratio, according
to the form of the body ; but in most case s it is
above the duplicate ratio at low velocities, and its
ratio is less than the duplicate at high velocities.
O N snrr-BUILDING . 41
CHAPTER 111 .
O N TH E CALCULATIO N O F A R E A S, VO LUME S,A ND
CE NTR E S O F GR AV ITY.
LET A BDE be a trapezium,ofwhich
the angles A and B are right angles.
It is required to find the distance of the
centre of gravity of the trapezium fromthe side A E.
Let the base A B=m, BD= b, A E =a .
Draw EC parallel to the base . Then A O is a
rectangle, and E CD is a right-angled triangle .
Now the area of A C:ma
and the area of ECD
and the distance of the centre of gravity of A C
from the side A B is
That of the triangle from the same line is
A TR E A TISE
Then, if the distance of the centre of gravity of thewhole trapezium from A E be called m, we have
ma + w=ma +12 (b—a)
m
f (a + b) w
a+ 2b
3 a+ b
The following are A ttwood’s rules for finding the
centre of gravity of a vessel’s displacement.
To calculate approximately the area containe d by
any curvilinear plane figure .
Let A a By S e E be a
part of the given curvilinear
figure .
Draw aA , BB, &c., pe r
B A
pendicul ar to the line A E,
and at equal distances from each other. Join cc-y,
ya, and draw aT perpendicular to 7 0 .
Let A B or BC, &c., be called =m A a = a ;
Bfi z b,&c.
Now, without any considerable error, we may
suppose the portions ay, y e, &c.,of the curve to be
O N SH IP-BUILD I NG . 43
parabolic A E being perpendicular to the axes of
the parabolas. Then BB, 8D, &c., will be diame
te rs, and ay , y e, double ordinates.
Now, areaAR 75=§BR . my sin A BR a
BR aT
BR A C
4b 2a—2c
3
area A afi'
yC4b 2
3
0 20
Similarly,
area CySeE
Therefore, if A be the area of the whole curvilinear
plane figure, we have
A =m+4l+n
To find the distance from A a. of the centre of
gravity of the same figure .
44 A TR E ATISE
The distance from A ce of the centre of grav ity of
the trapezium A a R '
yC is
2m a + 2o
3 a+ c
and the distance from the same line of the centre of
gravity of the parabolic segment is =m.
(F or the whole surface of this parabolic segment
may be supposed to be divided into elemental
laminae by chords parallel to any ; and each of the se
is bisected by RB.)
And if x1be the distance of the centre of grav ity
of A «67 0, we have
3
4b—2a—2c3
ml +m(4b—2a—2c)
m4b+ 2c
a + 4b+ c
Similarly, the distance from Cy of the area C:is
$2 m
and the distance, from A a , of the same point
O H sme-snrmmo . 45
m4d+2e
c+ 4d + e
m2c+ l 2d+4e
c+4d+ e
And the distance from A a of the centre of gravityof the next similar area will likewise be
4e+20f + 69e+4f +9
Therefore, the distance from A a of the common
centre of gravity of the whole curvilinear planefigure is
o-a + 1 -4b+ 2 o 2c+3-4d +4 +n—l -n
m5a
and parallel to CD .
Through A , draw a curved line, ALKI, such
of revolution of the curve,
A C, round its axis.
Through any points G,
H , in the axis, A R,
draw EGN, FHM , per
pendicular to the axis,
46 A TR EATI SE
that the ordinates may be proportional to the areas
of the corresponding sections, perpendicular to the
axis, in the solid of revolution.
Produce MF , NE , CD to meet the curve in
L, K, 1, respective ly .
HL GK BI
Then, 27r .HF |2
2713 5 01 2
Then the area, HBIKL, expresses the so lid
contents of MCDF and the distance of their
respective centres of gravity from A measure d
along the axis, A R ,is the same .
In a similar manner, this proposition might beproved, if the given solid be not a solid of revo
lution.
To apply the above propositions to the calculationof the solid contents and centre of gravity of a
vesse l’
s displacement.Let A BWL repre sent the immersed part of any
of the sections in the body plan. LW being the
load-water—line . Draw other
lines parallel to LIV, and at
equal distances apart let that
distance be m and let the length
of these lines he representedrespectively by L
,12,13, &c.
48 A TR E ATISE
If there be a contrary flexure extending from the
extremity of 13downwards
,we must draw a straight
line joining the extremities of 13 and 15, and anotherbetween the extremities of 1
5and K, and the area of
the section becomes
41 —21 —534
3
5l3+
g(sx 416+ 1015-41
46134I2+L)
K+4le+
+ 4I2+L—4 (K—2lc+ 215
where both 26 and 14are measured out beyond the
circumference of the section.
When the areas of all the sections in the bodyplan have been found, the next operation which
must be performed is,to make a similar calcula
tion for the load-water-line . But, that the result
may be the volume of the displacement,it is nece s
sary to substitute, respectively, the areas of the
immersed part of each section for the breadth of
the section at the load-water-line .
Let the figure represent the load-water-line of
O N SH IP-BUILD ING . 49
a vessel ; C, B, A , 4a, 1 , 2,
3, being the several sec
tions ; and A A b,
their areas respectively.
A nd let the draught of water aft be =p.,
and that forward v
So that the half area of a section of the
stern-post at LThat of. the stem at W
And let it be the distance between each section.
Then if D be the displacement, we have
D:3
and the displacement in tons
since 35 cubic feet of salt-water weigh 1 ton.
And the distance fromL to the centre of gravityof the part abaft q>
o+ 1 -4A3+2
kp +4A 8+
and the distance from W of the centre of gravity ofthe forepart
no+ l
kw+4A c+ n . +A ¢
50 A Tau rus
therefore the distance from L of the centre of gra
vity of the forepart
o+ 1
kw+4A c+
a + 1 4A c+
kv +4Ac+ .
Hence, if x be the distance of.the centre of
of the displacement fromL,we have
.+ 4A c+ kv
3
+ 4A ¢n
3
+kv )—n{o+ 1
-4A3+ 2
—(l -4A c+ 2 +4A ¢}
0 + 1 .4A, + s e aw e ed “ 7.m=nkp + 4A S+ 24 2 + 44 , 4A a + 24 5 + 4A c +
-4A3+ 2
If the number of sections happens to be even,
O N sw r-smrnms . 5 1
t hen we must make the above calculations only fort he part abaft the first section of the bow thenc alculate the volume of the portion before that firsts e ction, and take the common centre of gravity of
t hese two portions.The rule for calculating the volume of displace
m ent, and the centre of gravity of the same, is ve rys imply deduced from the above .
To find the Displahement.
1 . Calculate the area of the immersed part of
e ach section in the body plan.
2 . If the number of them be odd write them all
in two columns alternately which columns we will
c all a and b.
3. Multiply each in column a by 4, and each in
c olumn b by 2.
4 . Write these products alternately in a thirdcolumn c, so that in c the sections (multipliedalternately by 4 and 2) come in their own order.
5 . A dd up column 0, and add together this sum,
and also the areas of a section of the stem,and a
section of the stern-post (viz .:kw, Icy.)6 . Multiply this sum by the distance between
the sections, and divide by 3. The result is the
volume of displacement.The volume of displacement, divided by 35, give s
the tonnage .
52 A rssA'riss
To find the Centre of Gravity of the D isp lace
ment.
7 . Write at the top of column 0 the are a of the
section of the stem-post (kv) ; the other se ctions
being written in their order, with the last section
of the stern at the bottom.
8 . Multiply each of these successively, beg inningat the bottom,
by the natural numbers 1 , 2 , 3,&c.
9 . Multiply the sum of these products by the
square of the distance between the sections,
and
divide by three times the displacement.10 . In this calculation it is better to use feet
and decimals of fee t for all measurements (instead
of inches) the answer will then give the distance,in feet and decimals
,of the centre of gravity from
the point L, and all the trouble of the reduction of
inches, square inches, and cubic inches, to feet,square feet
,and cubic feet, is then dispensed
With .
In some cases it may, perhaps, not be nece ssaryto find the centre of gravity with any great accu
racy. When this is the case, it may be found
with great facility by the following method. Takea block mode l of the vessel
,and suspend it to a
string, by driving a nail into its upper surface at
difi'
erent places, until a point of suspension be
found such that the load-water-line shall remain
O N SH IP-BUILDING . 53
horizontal . This point is in the vertical throughthe centre of gravity of the displacement.The volume of displacement can also be measured
approximately, by pushing the model downwith thehand, into a box full of water, until the mode l is
sunk up to the load-water-line . The model is now
removed. A quantity of water has been made, bythis O peration, to overflow out of the box. The
quantity in the box before and after the experiment
can be calculated, and the difference of these quantities, in decimal s of feet, gives the volume of dis
placement of the model . The displacement of the
ship is found by multiplying that of the model bythe cube of their relative size .
We have now ascertained the position of the
vertical line passing through the centre of gravityof the displacement and we know that the centreof gravity of the whole ship, when loaded, is in thesame vertical ; and that the weight of the wholeship is equal to the weight of water displaced. It
still remains for us to determine the quantity of
ballast (or cargo and stores) necessary to bring thevessel down to her load-water-line ; and the positionof the centre of gravity of this ballast, in order thatthe centre of gravity of the whole ship may be at
that distance above or below the'
surface of the
water, which may be thought most desirable .
54 A rnsA 'nsE
I. In the first place, then, we must find the
centre of gravity of the whole hull . This is done
by supposing the hull to be one homog eneous
mass and the centre of gravity of the re a l hullwill be nearly in the same place . The required
operation is performed in a manner exactly similar
to that given for finding the centre of grav ity of the
displacement ; except that the areas of the whole
sections must be calculated, instead of mere ly thatof the immersed part.Let the centre of gravity of the hull be at G ;
and let the distance of G,
in a horizontal dire ction,from the aftermost part
of the load-water-line be
and let the he ight
of G above the water
II. Secondly, we must make an estimate of the
weight of the hull . Let it =w.
III . And, thirdly, we must find the weight and
centre of gravity of the masts, spars, rigging and
sails. Let the weight be w’
the height of the
centre of gravity above the water h and its
horizontal distance from the aftermost point of theload-water-line = Ic.
56 A mu msn
And if w’
,—y
’
,be the co-ordinates of the centre of
gravity of the ballast, which it is required to deter
mine, we have
z’
To H : Y—By’
T-w
fl
-F T-H
which gives us the necessary weight and positionof the ballast, in order that the centre of gravityof the ship, when afloat
,may be at any point
previously determined
It is necessary to make some remarks on the
nature of the hul l and rigging, in order that thevalues of the quantities w, w
’
, &c., may be found.
The weight of the timber of which the hull iscomposed may be reckoned, in round numbers, at
50 1bs. per cubic foot (White) . The frames of the
timbers are usually 2A or 3 feet apart, in America(Griffiths) . In England, they are sometimes as
much as 3; feet apart.The size of the timbers may be estimated from
O N SH IP-BUILDING . 57
the following table (extracted from one given byM r . James Peake , of Woolwich) for a schooner of
1 80 tons.
Sided. Moulded.
The floors, first and
second futtocksThird futtocksM ain keelF alse keelM ain stem at head
belowStern-post at head
at keelKelson
Plank at bottomwales
D eck beams sided 7 inchesmoulded
Forty pounds of iron and copper fastenings,metal knees and stanchions, &c.
,may be reckoned
on for every ton of displacement, if the vessel is
square -fastened (two bolts in every timber) .The weight of spars and masts may be estimated
at 40 1bs. per cubic foot. The average lengths of
masts will be found at the end of the book.
The weight in lbs. of a hempen rope, per foot inlength, is equal to the square of its circumference ininches, multiplied by 00 45 .
8 inches 6 inches7 5
8 to 12 inches thick6 inches1 2
8
1 1
8
58 A TR EATISE
The load in lbs . which a rope will bear with
safety is equal to the square of its circamfa e ne e
in inches multiplied by 200 . Hence , from the
strength required, the size of rope can be de ter
mined, and thence its weight.A table of the weight of chains will be found at
the end.
In round numbers, ships from 5 to 800 tons
weigh of their displacement ; from 1000 tons
and upwards they weigh about of their displacement. Iron vessels weigh about less than thoseof timber. (Griffiths) .
A s the draught only shows the inside of the
plank, the vessel will actually displace more wate rthan is found by the calculation which we haveindicated. The following table of this increase is
given by Griffiths. If the plank he oak, the dis
placement will be increased bySchooner. Smaller vessels.
But if the plank be pine, which must be thicke rthan oak, it will be increased by
Schooner. Smaller vessels.
These tables of Griffiths will serve when we need
O N smP-smmme . 59
no t be very exact. In other cases the thicknesso f the plank must be delineated in the draughtb efore calculating the displacement, and the weighto f the rest of the materials must be accurately
noted.
O ne of the best rules for calculating the tonnage
d isplacement of a vessel in round numbers, wasinvented by Pook of Massachusetts. From 90
°
deduct the angle of the floor, (or degrees of dead
rise) . Multiply by 00 075 , and the product iscalled the decimal for capacity. Mul tiply togetherthe length, breadth, and depth, (from the rabbit tothe load-water-line) . This product multiplied bythe decimal for capacity and divided by 35 , givesthe displacement in tons.
CHAPTER IV.
O N TH E META CE NTR E A ND O N STA BILITY .
O r the positions of equilibrium of a floating
body some are stable, and some instantaneous.
These must be carefully distinguished.
Let na first suppose that the floating body be perfectly symmetrical,
c.as to form and density, on each side
of the plane A BCD . Let G be thecentre of gravity of the body, (whichwill be in the section made by the
plane A BCD .) Let A C be the water
line when the body is in equilibrium; and H the
centre of gravity of the volume of fluid displaced,
(which will also be in this section, and will be in theperpendicular through G on A O ) . If the body hehomogenous H will be below G ; but, by ballast itmay be brought above G .
Now let the body he turned a little round an
O N SH IP-BUILDING . 61
axis perpendicular to A BCD, and
then left to itself without any
initial velocity. The sectionA BCD
will always remain vertical, whate ver motion the body may acquire ,and will always contain the centre
of gravity of the displacement. In
this new position let A '
C'
be the line of floatation,
cutting A O in E so that A A E A’: 4 CE C
’
.
Now,by a deduction from d’A lembert’s principle ,
the centre of gravity G will move as if the mass
of the body were there collected, and the weight ofthe body and the resultant pre ssure of the fluid
there applied. But, as these two forces are equal
and opposite, G has no motion to be considered.
Let H’
be the centre of gravity of the fluid dis
placed. This point will be in the section A BCD,
but not in the same vertical as the point G . H ence
the pressure of the fluid will tend to turn the bodyround an axis passing through G and perpendicularto A BCD ; either tending to bring it back to itsstate of equilibrium or to turn it away still more .
Draw the vertical H’
M,meeting EX in M
Then the pressure of the fluid acting along H'
M,
will tend to bring the body back to its original
position if M be above G . And if G be belowHM must necessarily be above G and the equilibriumis stable . If G is above H M may either be above
62 A mnu rss
G or below it ; in the former case,the equilibrium
is stable ; if the latter be the ease , the original
position is one of instantaneous equilibrium. M is
the metacentre when the angle of inclination is
indefinitely small .
Again let us consider a body in equilibrium at
the surface of the water, in which A BCD is the
line of floatation
Let M denote the mass of the
body and V the volume of wate r
displaced, so that if p be the density of the fluid
M=pV.
Let A BCD be a little pressedunder water while the body t e
ceives also a slight displacementso as to make ABCD inclined to
the horizon and, to be quite
general, let a small initial velocitybe imparted to the particles of the
body. The equilibrium will be disturbed ; and the
question is whether A BCD will tend to return to
its position of equilibrium by oscillating up and
down. At any instant of the motion let
be the plane of floatation. Le t AB”CD
”be a
section parallel to and passing throughthe centre of gravity of the section A BCD . Le t 6
A TR E ATI SE
if it be above water-mark . Hence we must have,if 2 be the variable distance of dm below the planeof floatation,
o=fzydm—fzypdv
the first integral extending all over the body the
second only over the part immersed. Let GE =2 1
Let the second integral be divided into two parts:
the volume V below A BCD, and the volume be
tween A BCD and and let I:be the
value of fsdo extending, in limits, over all the
e lements of this portion. Let z’
be the variabledistance of the centre of gravity of the volume V
from the surface of the wate r=HF then
¢=9M2 1—
.9P175 —n
now A E GE =G. H ence if GH =a we have
+ a cos 6
The upper or lower sign being taken according as
G is below or above H .
H ence
a cos 6)—gpVz’—gpk
t ypVa cos G—gpk
where k yet remains to be determined.
O N sms-smt nmo. 65
Let ABCD be divided into elements (1A ; the
p rojections of these elements on A ’
B’
C’
D’will be
dA . cos 0
and if the volume between these two planes bedivided into elementary cylinders with these projections for bases, and these cylinders be dividedagain by horizontal planes very near to each other,then the value of each of these latter elements
will be
dv=d s cos 0
nowfzdv relatively to one cylinderdA cos Oxfzdz
—§y
’dA cos 0
if y be the height of the cylinderk= § cos Ofy
sdA
the limits being those given by the area ABCD.
y=5+ l sin 0
if I be the distance of the element in question from
A C, the intersection of A BCD and A B
"
CD”; this
quantity being positive or negative according as (IA
is above or below AB”CD
”.
k= § cos O(s dA -l- 2Z sin OfldA 4» sin2QI
'
IMA )
66 A rnsA 'rl sn
Let Now since the centre of
gravity of this section is in A C
and let
7 being a line dependent on the figure and extent
of ABCD
k=éb cos O(ZS+ 7 9 singe)
which is approximately the value of k if the bodyhe only inclined and depressed m a small degre e .
H ence by substitution in the value of e and
putting the exponential values for sin 0, and cos 0,
+99Vfi tspVaoi—tyebtl
+gpVaT599V0 92£9960
?7202) very nearly.
H ence equation (1 ) becomes, if c’ c+ 2gpVa
fugdm+yp{65
2+ (bar
2 1 Vu)o2 }
which is positive if 672+ Va is positive . And at
the oommencement c’
is very small, depending on
0, u, I, which at the commencement of the move
ment are supposed to be very small,and hence the
equilibrium of the body is stable if 67 2+ Va ispositive .
O N SH IP-BUILDING . 67
672=f 1
2dA
and must be positive, as all the elements are
p ositive .
Hence if we take the positive sign to Va,that
is if G is below H , the equilibrium must necessarilybe stable . If G is above H we must have
679 Va .
Now the magnitude of y varies as the magnitude
of A C which must always pass through the centre
of gravity of A BCD . But in one position A C is
least. Hence if we calculate y for this position, wemay be sure, if for that value 67
2>Va, that theequilibrium is stable .
In a ship the line for which 7 is least, and therefore [PdA is a minimum,
is a line in the direction
of the keel ; or the middle line” in the plane of
the load-water-line . H ence we must find ffi dA for
the load-water-line ; and in proportion as this isgreater than the product of the volume displacedinto the distance between G and H
,so the equi
librium is stable .
If the water- line be a parabola with the origin
at the greatest breadth, and the axis in the directionr 2
68 A rnsA 'rrss
of that section (according to Mr. White’s practice ),and if
he the equation to the parabola.
Then the area of the plane of floatation
divided into elemented laminae, dA=m dy,
to the middle around which the vis
taken.
lamina
But from the equation to the parabola.
And if b be the half
breadth of the vesse l at
the plane of floatation,
and l the variable distancemiddle line, LIV,
then,
O N smr-smnnms . 69
flaws
But it must be remembered that the sum or
difference , f19d). Va, is the measure of stability of
a ship only when inclined at an indefinitely small
angle ; that is it shows the power of a ship to resist
the first instantaneous force of the wind. When
the ship is inclined at a finite angle , other rea
soning must be applied,in order to determine her
stability.
Le t L IV be the plane of floatation before inclina
tion ; a c the plane of floatation
when inclined ; 45 the angle of
inclination G the centre of gra
vity of the whole ship ; H the
centre of gravity of displacementprevious to inclination o the
centre of displacement when theship is inclined.
Draw 0 m perpendicular to a 0,meeting H G,
produced in m. Draw HT perpendicular to O m,
and G Z parallel to O m,and meeting HT in Z .
70 A rsm rrsn
Let the solids of immersion and eme rsion be
I and E respectively. And let na suppo se the
whole weight of each collected at its c entre of
gravity. And for simplicity let E = I and let
the distance between the centres of gravity of E
and I be 6.
Now, although it is the wind that in realitycauses the inclination, yet the same effect would
be produced if the weight of E were transfe rred
to the other side, with the same moment.
And, therefore, the moment causing inclination
is I ~ b,or E -b.
And,if D be the weight of the whole ship, or
the displacement, then the moment tending to rightthe ship is
D . G v .
F or G is the centre of revolution of the whole ship.
But
D . Gv=D (H T—H Z )
But since 0 is the centre of the new displacementcaused by passing E over to the other side
b -E z D ' HT
—b . E
72 A Tau rus
6 . E =D . HT
_ 2 2
§Jy ¢. dz
y E T:E m (by similar triangl e s .)
T—E m'
y
D Hm=§fyfi dx
From the foregoing calculation we find that theequilibrium is stable if
Hm>HG
3
2
f . da HG
3fy
sd2>§HG . D
But from page 67 we find that the equilibrium is
stable if
f lgdA>D .H G
or ii, as above, we suppose the plane of floatationto be the plane of my, the axis of a:being parallel
O N sw r-svn nmo . 73
t o the longitudinal axis of the ship, and the axis of
y being transversely to the length of the ship, theo rigin being in the line HG ; then 1 becomes y, andJ A becomes gdar,
Hence, the equilibrium is stable, also, if
fy’. dz D HG
Comparing these results, we find that the metacentre may be below G
, and yet the equilibriumremain stable, provided that
We may here remark that the stability dependsupon the lowness of the centre of gravity of the
ship,and the height of the centre of displacement
and also (in order that m may be high) on the
breadth of the load-water-line . This will be mademore clear by what follows.
We will resume the former expression for themoment producing stability, when the ship is inclined through a finite angle
D . GV=b . E —D . GH sin e
Now let us suppose that, in the half breadth plan,the lines representing the vertical sections are pro
74 A rnnA 'rIsn
duced and made proportional to the area s of thosesections respectively ; and let a curve be drawn
through the extremities of these lines. Then, with
the same rectangular axes as before, we hav e
(where K is some constant by which the areas were
divided, so that the line representing each area
respectively equals and y, in this instance,extends over the whole of the latter curve .) A lso
6 d.r
D . GV= w—K . GH sinman
where the first integral extends over the load-water
line alone , and the second over the whole area con
tained by the other curve .
Hence we see that, in order for the stability tobe great, we must have [f ate as great as possible,and the negative term as small as possible or the
area ofi
the load-water-l ine must be as great as
possible, the centre of gravity of the whole ship
very low, and the vesse l’s bottom as lean as possible .
This is a very curious result, and contrary to thealmost universal assumption of ship -builders. But
it will not astonish us if we consider the direction
O N SH l P-BU ILDING . 75
o f the supporting efforts of the water at different
h e ights along the surface of the vessel, and the
m oments of these efforts. These moments beingm uch greater in the vessel with the lean bottom ;
and nearly all of them tending to bring the vessel
b a ck to her original position, which is not the case
when the bilge is ful ler.
It has been a matter of wonder, why the flat
bottomed coasting vessels of America should be so
much stifl'
er than their other vessels (vide Griffiths)but the above fact quite explains the phenomenon.
We see, hence, that it would be a good plan to
build small sailing-boats very shallow,and with a
v ery straight floor, forming an angle of at least
with the plane through the stern-post and
keel. And, in order to prevent them from beingleewardly, a lee -board could be provided, with a
tackle to keep that lee -board vertical when the
vessel is inclined.
A good practical mode of ascertaining the rela
tive values of fpd). in different vessels, would be to
make a model of half thewater-line, and make it
oscillate around the mid
dle-line WL (which must be quite horizontal) and
the time of a single oscillation must be found bycounting the number of oscillations in one minute .
Let the time of an oscillation be t’
seconds, suppose
76 A ranArms
(t’ being a small fraction) . And if G be the centre
of gravity of the surface, and y its distance from the
line WL,and if L be the length of pendul um cor
responding to that time, then
where f dA is the area of the semi-water line and
33: But this gives us only the stability of
T
a vessel the size of the model:unless the quanti
ties a:and fdA, are measured by the scale for the
whole vessel. And,in this case, t
’
must also be
calculated for the full-sized water-line . The time,
t, of an oscillation of a load-water-line the full size
of the vessel, is thus deduced from t'
. Let the
dimensions of the vessel be m times that of the
model, then
on smr-sv iwms . 77
Where and d =m’fd) .
A nd for the whole vessel
f lc’
. de a f, e .w,d .
The stability of a vessel depends upon theence between this quantity, and the product of thevolume of displacement into the distance betweenthe centre of gravity of the ship and that of thedisplacement. But for general comparison
,the
calculation of this quantity will be sufficient if it
be borne in mind that the same value for thisquantity represents a greater amount of stability ina vessel which is lean below, than in one which isnarrower and ful l below.
Again we observe that if the stability and area
of canvass for a vessel of a certain size be calcu
lated then the stability of a vessel, built on the
same lines,but to a scale which makes her n times
as great, will be increased in a much greater ratio
F or le t the stability of the former be ffidA Va
and the area of the sails=A square feet.
78 A rasA'riss
Then if the stability of the larger vessel be
fL’dA —Ya .
where
and T9=nt9; X=nw; Y=n3V; a =na
Therefore the expression for the stability is ihcreased n‘ times while the area of canvass whichwould be given to her, if the sail-draught weremeasured by the same scale
,would be increased
only times.
But the height of the centre of effort of the
sails is increased n times, and therefore the momentof the sails is only increased n3 times while the
stability has increased times. And hence thesail-draught should be measured by such a scale
that the area of the sails be increased 713 times. O r
the scale instead of being a ith scale should be a
th scale .
F or the same reason small boats, having so much
less stability in comparison to large ones, and ye t
being furnished with a disproportionate area of can
vass, meet with so many accidents.
And hence also the advantage of a large vesse l for
the resistance increases as the square, the propelling
CHAPTER V.
O N UNE A SY MO TI O N A ND R O LLING .
WH E N a ship is inclined,she revolves round he r
centre of gravity. Then a part of the ship isimmersed, which was formerly out of water, and a
part is emersed, which was formerly below the
surface . The solid immersed may consequentlybe of a different form from that emersed. Now
there are two things to he remarked as possiblytaking place co-instantaneously with this motion1 . If the centre of gravity of the part immersed,
and that of the part emersed,be not in the same
vertical transverse section of the ship, then the
centre of gravity of the new displacement is eitherbefore or abaft of the centre of gravity of the shipand either the bows or stern are raised. The axis
of rotation of the ship is, in fact, inclined to the
O N SH IP-BUI LD ING . 8 1
longitudinal axis of the ship ; the latter axis beingparallel to the surface of the water.
If the solid of immersion be greater thanthat of emersion, the centre of gravity of the shipwill be raised in space as the vessel is inclined, and
will fall again as she rights herself. A s this makesa ship very uneasy, we will consider the conditions
under which it does not take place .
Let G be the centre of
gravity of the ship . A R
the wate r- line when she
is upright. Through Gdraw GC perpendicular
to A B, cutting A B in D and from G draw Gy,
making 4 O Gy equal to the angle of inclination.
Take GY= GD, and through Y draw O R perpen
dicul ar to GY. Then as G is not to rise or fall
during the inclination, O R must be the new water
line . Let O R intersect A B in S . Through Ddraw NM parallel to O R and draw Np ,
Mq, per
pendicular to A B, and ST perpendicular to MN .
Then, if we suppose that the centre of gravity ofthe solid of emersion, and that of the solid of immersion are in the same transverse section, we must
have the line DS the same in e very transverse
section ; or the intersection of the two planes of
floatation is a straight line parallel to the longi
tudinal axis of the ship .
82 A TR E ATISE
Again, we have the solids of immersion and emer
sion equal .
volume BS O =voLA SR
_A suppose .
A DM:A SR R SDM
BDN E S O NDS O
A DM BDN: R SDM+NDS O
N O RM
MN DS sin A incl. nearly.
A DM—BDN
A DM E BN
NP M9
This gives the line of intersection of the two
planes of floatation upon the supposition that the
two solids with their apexes along this line are
equal. If on calculation, however, they are foundnot to be ao
,it will be necessary to make an altera
tion in the form of the vessel .‘
We must now proceed to determine the most
suitable position for the centre of gravity of the
whole ship .
Let PVDL be a transverse section of a ship ;
This calculation is from the Encycl . Britt.
O N SH IP-BUILDI NG . 83
LW being the water
line . G the centre of
L gravity of the ship, aboutwhich the rolling takesplace . M the metacen
tre m the point wherea vertical through the
centre of displacement 0 ,
'
when the vessel is ca
reened through a given angle, meets the middle
line DGm. (Perhaps, for the sake of brevity, wemay be allowed to name this point antimetacentre ) .
W’
L’
the water-line when the vessel is inclined.
Let WH be the direction of the force whichcauses rolling (which is perpendicular to the side
,
and near the surface of the water) . The moment
of this effect is in proportion to GH . And the
moment of the force tending to right the ship is inproportion to Gm. We will suppose that the solids
of immersion and emersion are equal, so that Gneither rises nor falls. R olling is caused bythe inequalities in the surface of the water, and
takes place chicfly when the wind is about aft,
having previously blown from another quarter ;in other words
,when there is a cross sea . It
sometimes extends to as great an angle as 30°
on either side . Now,if G be on the load-wate r
line , the rolling will be less severe, because thenGH will be smaller
,and the moment of the force
A TR EA TI SE
which makes her roll will be less. And in this
case, if the figure of the vessel be made similar for
nearly 30° both above and below the load-wate r
line (the centre of the circle being in the middle
point of the line then we shall attain two ohjects at once:the solids of immersion and emersion
will be equal,and the directionofWH will be along
the line WL. A third ' object will also be attained
by raising the centre of gravity of the ship as highas the load-water-line ; the keel and lower parts of
the vessel, fore and aft,are the cleanest, and
consequently their surfaces offer the most dire ct
resistance to rolling ; and as these will be furthe rfrom the centre of rotation, the moments of the irresistance will be increased. But yet, on the othe rhand
,the stability will be somewhat less than if the
centre of gravity were lower.
E ven if the sides be of such a form amidshipsthat the tangents to the surface at the level of the
water on both sides of the ship are parallel, yet thesolids of immersion and emersion will not really beequal, because the bows and stem cannot have this
form at the load-water-line . H ence
the centre of gravity must rise a
little . Let that quantity he 7s, for
a very small inclination. A s the
inclination is very small, we may
measure the arc of the angle of inclination on the
O N SH IP-BU ILDING . 85
tangent plane instead of on the surface itself.
Now,suppose a ship which is p erfectly similar, fore
and aft,for as great an are above and below the
load-water-line ; then if the centre of gravity werein A B
,it would neither rise nor fall . But let it be
above A B, at such a distance, G0 =y, so that the
centre of gravity, when the vessel is inclined, shallfall a distance equal to It .
Through G draw Gm: G O and making 4 O Gwthe angle of inclination Through a:draw pwqperpendicular to Gm through 0 draw ab parallelto pq.
A A a O : A BbO
therefore the solids of immersion and emersion are
equal, and ab is the new water-line .
Let ab cut Ga:in Z .
Then the centre of gravity has fallen a distance
wZ =k
But since GO Ga:
vers:angle of inclination
or k= G0 . x vers:A of incl .
3, vers:A incl .
which will be the proper height for the centre of
gravity to make the rolling a minimum.
86 A TR E ATISE
If the sides are not parallel at the load-water
line, but tumble in,” then the centre of gravitymay be lower than the surface of the wate r, for
rolling to be as little as possible . If on the con
trary the sides lean out above the water, the centre
of gravity must be higher.
With regard to the prO per longitudinal position of
the centre of gravity of the ship and of the dis
placement, it is evident that the middle point of theship’s length is the best. Because in that positionthe vessel will be the most prompt in coming round.
F or the resistance from the water which the two
extremities expe rience, when the ship is coming
about, is as the squares of their distances from the
centre of rotation. And this is a minimum whenthe centre of rotation (which is the centre of
gravity) is in the middle of the length . In the
‘America,’the centre of gravity (which is at the
partners of the mainmast) , is, I should imagine,too far aft for her to come about freely ; I shouldthink the impulse of the water against her clean
bow, and with such a long lever, must make herfall off with difficulty afte r being in stays.
‘
R ecurring to the figure of p. 83. It is evident
that the rolling is stopped by a force equal to the
displacement,acting at 0 (the centre of displace
The above theorem is from Chapman.
88 A rssA rxsn
tigation in p. 83, and shows that the conditions forslowness in rolling, and those for stability, are
contrary to each other. In some vesse ls, as large
men-of-war, it is necessary to decrease rolling ; in
others, as racing yachts, stability is far more requi
site . (Chapman says, that for men-oi-war,the
metacentre need not be more than six feet'
abovethe centre of gravity, but should not be less ; also
Bogner, Clairvoie, Inman.)It may be well to remark, that twenty-one tons of
the America s ballast were winged up as recom
mended above .
This figure represents the conduct of two vesse ls
with different forms of midship section ; the one
rolls less violently and is
less stable ; the other hasgreat stability
, and it is
her constant straining to
keep perpendicular to thesurface of the water, whichmakes her roll so muchafter the shock of eachwave on her side . This
endangers the masts, but the sea is less likely tobreak over her. The former, in consequence of her
lack of stability, will roll less, but can al so carryless canvass .
O N SH l P-BUILDI NG . 89
CE NTR E O F LATE RAL R E SISTA NCE .
The centre of gravity of that part of the planesection in the sheer-plan, which is be low the loadwater-line
,may be considered as the centre of
lateral resistance . But the centre of lateral resist
ance is in reality the centre of effort of all the
forces on the ship’s side, which prevent her frommoving in a direction at right angles to her course .
The resultant of these forces will take an upwarddirection, and should pass through, or a little above
,
the centre of gravity of the ship. We may find the
direction of this resul tant by taking, at the circumference of each section
,the resultant of all the
horizontal forces acting in a transverse direction to
the ship ’
s motion, and then finding the resultant of
all these resultants.
The former of these operations is thus performeddivide the middle line, LX, of each section into
a certain number of equal
parts. Through these pointsof division draw lines pa
rallel to the load-water-line,
which will cut the circum
ference in portions each inversely proportional to the
sine of the inclination of that
90 A TR E ATI SE
portion to the water-line . H ence the whole transverse force, resolved horizontally, which acts on
each of these portions, may be considered equal, and
acting at the middle point of each portion in a
direction paralle l to the water-line . Now draw at
the middle points of these portions of the circum
ference lines parallel to the water-line , and equal to
each other, as pg, to represent the horizontal partsof these forces. A lso at the same points drawnormals to the circumference as qg and from the
extremities of the lines representing the horizontalforces, let drop perpendiculars on the normals, aspg .
Then the portion of the normal thus cut off repre
sents the actual force which acts on each portion(5. e ., the pressure multiplied by the sine square of
the angle of inclination) . Now,to find at what
point the resultant acts, take a line A B,parallel to
LV’,and lay off along it portions equal to the
forces qg, &c., so that the line A B is equal to
the sum of these normals. Let 0 be the middl e
point of this line,then the position of 0 indicates
the point at which the resultant acts (i. e ., in the
figure between e and d ) . To find the direction of
the resultant, draw BC perpendicular to A B,and
equal to the sum of the perpendiculars on the
normals,as pg . JoinA C, bisect A O inD,
join BD .
Then BD is the required direction. This operationmust be performed for each section. Then the
92 A TR E ATISE
and the pin must constantly be altered and move d
towards the end of the model, which, by the
bearings taken, is found to have moved most slowly,until such a point of traction is found, that themodel can be drawn slowly
,in a lateral direction, to
any distance without the bearings being altered.
If the centre of lateral resistance does not lie in
the same vertical transverse section as the centre of
gravity, then the stem-post, keel, and stern-postmust be altered to make it do so. F or ifitbe not in
the same tranverse section as the centre ofgravity, itwill act as a couple in turning the vessel round the
vertical axis through the centre of gravity of the
ship. If it lie in the same transverse section as the
centre of gravity, but out the vertical line drawn
through the centre of gravity, somewhere below thecentre of gravity then it will decrease the vessel
’s
stability . If it were brought above the centre of
gravity, by lessening the depth of the keel, it wouldincrease the stability.
O N SH l P-BUILD ING . 93
CHAPTER VI .
O N R E S I S T A N C E .
BEF O R E we enter on any investigations about theresistance offered by the fluid to the progress of thevesse l, it will be necessary to state two or threepre liminary facts.
1 . The direction of an impulse is normal to theimpelled surface ; or the direction of a re sistance is
perpendicular to the surface, against which the
resistance takes place .
2 . In theory, resistance varies as the s quares of
the velocities of the body resisted. Thus, if one
horse draw a vessel through the water at the rate of
one mile per hour, it would require a hundredhorses to draw the same vessel at the rate of ten
miles an hour. Similarly, a great increase of canvass produces a very small increment in speed .
94 A TR E ATISE
Likewise also a wind which travels at the rate of
three miles per hour is scarce ly felt at six miles it
is a pleasant breeze ; at twenty a gale ; and at sixtymiles a great storm. F or the same reason
, slow
ships suffer more in a sudden lump of wind” thanvessels which are easily propelled.
The law which we have just stated is theoreticallytrue, and is nearer the fact than any other lawwhich can be stated ; and it is therefore used in all
calculations. But in practice it is not quite
correct.
3. In theory it is also proved that resistances
vary as the squares of the sines of the angle s of
incidence ; but this is not found to be quite the
case in practice, as the following table will demonstrate .
Angle ofincidence . Resistance by theory. Resistance by experiment.
9°44
'
10”
14 28 10
1 9 25 15
30 0 0
But nevertheless, in all calculations we are com
pe lled to assume the theory as correct.4 . The resistance of a fluid varies as the depth .
F or although the several particles of the fluid strikewith the same force against the body (the velocity
96 A TR E ATI SE
butt ; and the direct resistance forward appe ars,therefore
,of less account than the suction aft.
6 . The cause of resistance is threefold the fric
tion of the water against the ship’s sides the
cohesion of the particles of water to each othe r,which must be overcome ; and the capillary attrae
tion to the sides of the vessel . With regard to the
last of these, it would be well to say a few words in
explanation:If a drop of water he rubbed on the
surface of a solid,it will wet that surface , and
cannot be made to roll off in globules like mercury,for instance . This shows that the particles of
water, experience a greater attraction for the par
ticles of a solid than they have between themselves.
Because of this it is, that wine or water in a glass
rises higher at the sides than towards the middle ;
and if, instead ofa tumbler, we use a tube of less
than fi th of an inch in diameter, the water willrun up into it for some distance, and the height towhich it will mount increases as the diameter of thetube decreases. From this last phenomenon
,the
attraction of the particles of fluid for those of a
solid, has been termed capillary attraction.
The friction and capillary attraction of the water
must,howe ver, in the subsequent calculations
,be
altogether neglected.
The following papers on the solid of least resist
ance, are by the R ev . H . Goodwin.
O N SH IP-BUILDING . 97
In the case of a right-angled triangle, which isdrawn through the water witha certain velocity, in the di
re ction BA let 1) be the
velocity of motion,then the
v e locity normal to A C is 0 sin 9.
the resistance at any point on ) 9 sin 26
the whole resistance in a direction normal to
A Coc A C . sin 56
the resistance in the direction of the motion
oc A C . v2sin 20 . sin 0
o<:BC . v2sin 20
To find the frustum of a cone of given baseand given height, for which the resistance is a
minimum.!
Let us consider the resistance upon an annulus
P Q P’
Q ’ M the centre of the annulus. MN z w; (Le
the breadth of the annulus.
Newton’s prop.
Let A O B be the diameter
of the base, A 0 =r ; O N=h,
the given height. And let
6 be the required semi-angle
of the cone .
98 A TR E ATISE
The area of this annulus=2s PM P Q
the resistance cc2xPM P Q x sin ’0 sine(as
before)and, if V be the vertex of the cone,
PM MV tan 0
(O V OM) tan 6
—(r cot 6 tan 6
the resistance
oc27r(r cot 6 tan 6 x dx sec 02sin 30
and the whole resistance on the curved surface
ocz21rv2 sin 99 tan (r cot 0
oc2flw2 sin 20 tan 20 (r cot O- e h)h+
and resistance on the flat end CD
ocz'
v52WON 2
arv2(r cot O—h)
2 tan 26
the whole resistance
tan 26{ (2hr cot O—hz) sin (r cot 9 h)2
}
0:tan 20 cot 26 (2hr cot G—hz) cos20}
r2—(2hr cot 6—h2) sin
20
cc rg—hr sin 20+ it2
A TR E ATI SE
Taking the geometrical view, L coincides with O,
and 0A O V,
A VO =45°.
H ence follows the very curious proposition whichNewton has given, and which he suggests may be
useful to ship-builders.
Let a solid be generated by therevolution of the oval DE E about
5 its axis AB .
Let GE H be the tangent at the
vertex B,and let GE ,
HI he tan
the oval such that F GB, IHB eachThen the resistance upon the solid gene
the figure DF GBHIE revolving aboutbe less than that met by the original
To prove this we must draw part of the precedingfigure on a large scale .
Let PP'
be two adjacent points ;and let res PP
'
signify the resist
ance upon the annulus generated
by the revolution of PP . And
let R = res. F B,R
'
= res. F G
res. GB .
Then we have to prove that R>R '
.
on smr-nonnmo . 10 1
Draw P Q parallel to F C, and the ordinates MP,
M'
P’
Q ; and draw Q n, P’m perpendicular to PM .
Then by our preceding proposition we know thatres. PP
'>res. P Q + res. Q P’
if we can shew that the sum of all the
res. P Q + res. Q P'
,is greater than R
'
, then it fortiori B will be >R '
.
Now, res. Pr 21 PM P Q sin’345°
sin45°
0:x v’ PM MM'
(because P Q sin45°
Q n=MM’
)
res. Q P'
oc Q P’
. v’
cc 21 1 79 PM (Pm—Pn)
(for PM P'
M ul timately)cc 2mfs PM (Pm—MM
'
)
P Q +res Q P'ocvrv
”(2PM . Pm—PM
cc 71-02(2ydy ydx )
(if BM z m, MP=y)
whole sum of
res. P C) res. Q P’
oc (y2—fydx )
cc an:z (1702
area F O B) .
Again, by putting in our general expression for the resistance on a cone
,we have
102 A TR E ATISB
R'
oc xv” F O B—F O . O B+
but F 0 O B
F O + O U DE
_ O B .
area F O BGR
‘
cc w ”(F 0
2area R O E G)
area F O BG is ares F O B .
sum of res. P Q + res. P'
Q>R ’
a fortiori R>R '
The equation of the curve, which by its revolu
tion generates the surface of least resistance, maybe investigated easily by the calculus of variations.
It is worked out in Professor Airy’s Tract on thatcalculus.
The equation,according to the differential nota
tion, is this as given by A iry,
2+ C’=O
104 A rnsA 'rrsn
impinging on the vessel at 0 , must, in accordance
with our definition of a dividing-line, have no ten
deney to leave the line O B ; but it will travel along
the surface of the vessel in the direction 0B .
E very succeeding particle striking the vessel at 0
will do the same . We talk of the particles of waterbeing in motion and meeting the vessel
,for this
will clearly lead to the same result as the contrary,
but will cause less confusion in the consideration.
Successive particles of water, then, meet the vessel
at O with a certain velocity, and exert a certain
pressure . This pressure consists of two partsThe statical pressure, or that which is exerted
equally all over the surface when the vessel is at
rest (which altogether equals the weight of the
vessel, and the resultant of which acts vertically
through the centre of gravity) and (2) a pressuredue to the velocity with which the particle s meetthe vesse l, and varying with the inclination of O B
to the direction of the motion (i. e . the inclination
of 0B to the axis of w) . The direction of thispressure is perpendicular to the plane in which DElies, and which is a tangent
-plane to the surface of
the vessel .
If there were no friction, the velocity along DE
would be the same as the velocity with which theparticles impinge (as the particles of water havereally no initial motion
,there is no momentum to
ou SH IP-BUILDING . 105
be considered) but the friction, which is generatedby the pressure, retards the motion ; add to this,that other particles impinge on the line O B at
different points besides O , and hence the particle s ofwater get piled and huddl ed upon the line O B .
The whole surface of the vessel may be supposed toconsist of dividing
-lines infinite ly near each other ;and the same takes place on each of them. Whatthen is the effect
,as far as the bows are considered,
of the motion of the vessel ? The water at the
stem-post is gradually increased in density up to a
certain point. But as the water is an elastic fluid,
this density is instantly communicated to the water,on all sides, in front of the ship and also forces up,
at the stem-post, numerous particles of water abovethe surface . The consequence of the former will be
to give the water all about in front of the vessel, a
certain ve locity in the same direction as that inwhich the vessel moves. The effect of the latter
will be a wave , which will rise up at the stem-post,and travel with the vessel . But the dividing-lines,
as they approach nearer to the middle of the vessel,
become less inclined to the direction of the motion,
until at last that inclination becomes a minimum.
A t this place , then, there is no increased density ;for the pressure becomes zero (that is to say, the
additional pressure,not the statical pressure), and
the water flows away much more rapidly. This
106 A rnsA 'rrss
causes the surface of the water to sink ; and the
water from the nearest part of that which has an
increased density tushes in, with a certain velocityin a direction contrary to that of the vessel, to
supply the vacancy.
In a dividing-line at the stern, there is no fric
tion. Naymore, the statical pressure is diminished,so that there is not exerted even the whole of the
friction which is due to that. F or the particles of
water, moving along the curves of the dividing
lines at the stern, tend to leave the line, and fly off
at a tangent. And thus the density of the fluid
abaft the vessel is decreased. The water imme
diately behind the midship section rushes in, and
thus causes an additional depression of the surface
of the water amidships, and gives the water underthe stern a certain velocity contrary to that of thevessel . This current meets another current from
behind the vessel, which also rushes in to fill the
vacuum, and a wave is caused, which follows thevessel at the stem-post.In these diagrams, I have attempted to show the
form of the surface . The object of Mr. Russe ll, in
his wave principle (if I understand aright), was tomake the water
,for some distance , divide in a
direction parallel to the keel ; and then to let theincrement of inclination be very gradual at first, sothat the wave should not be before, but immediately
A TR EATI SE
1838) so that,very likely, he is not rightly under
stood, and an injustice has been done to him, in
making him stand godfather to a principle which isnot his own.
Would it not, however, be better perhaps to
apply a cycloidal arc to the dividing-lines of the
hows (if such a principle as the above must beadopted), and have the dividing-lines aft much moretapered, and as nearly straight as possible ; so thatthe particles at the stern may not fly off at
'
a
tangent, or, in other words, that there be caused
as little suction as possible to the stem, and thatthe statical pressure at the stern should not be
decreased. (The reason for mentioning the cycloidalare as a substitute for the curve of sines in the bow,
we shall presently investigate .)Mr. Griffiths adopts the wave theory, and
attempts to explain it,while he laughs at the prin
ciple upon which it is founded. H e sneers at Mr.
Russell’
s ignorance”for not knowing that steam
ers have been built in America, which are so sharpas to have no wave . The wave may be so lengthened as not to be remarkable ; but there must besome wave . However
,he saves any one the trouble
of contradicting him, for with a noble generosity, hetakes the unpleasant duty upon his own shoulders
he finds it a curious thing that these vesse ls shouldrun aground when passing swiftly over shallows, on
O N SH IP-BUILDI NG . 109
w hich there is quite suflicient water to float themw hen at rest. Is not this the result of the wave at
the bow and stem, and the hollow in the water
amidships ? Let any one watch the Clasper’eight
o ars,at Cambridge or O xford. They are longer
and narrower in proportion than any steamer ; yet
the two waves are quite discernible .
Tofind the resultant of the increment ofpressure,
p, when the vessel is set inmotion.
We have seen that the vesse l,when at rest
,is
pressed on all sides by the water ; the pressure ona unit of surface varying as the depth
,and acting in
a direction normal to the surface . The resultant of
these pressures is equal to the whole weight of theship=D,
and acts in a vertical direction throughthe centre of gravity of the ship .
But when the vessel is set inmotion, the particlesof water would meet the vessel with a velocity v
,
suppose, and exert on a unit of surface (supposingit perpendicular to the direction of the vessel) some
1)
force (where p is not a moving force, as there
is no momentum to be considered) . But, as we
have said above, the wat er at the bows has a
velocity with the vessel . H ence, at the bows p
1 10 A rnsu rsn
becomesp—l. Similarly,from about the middle of
the vessel towards the stern, 19 becomes
and the wave following the stern,does not affect
enough of the vessel to make it necessary for us totake it into account.
But when the vessel is in motion, the particlesstrike the vessel in a direction parallel to her course ,parallel to the axis ofm, suppose, (the axis of y be ing
transversely to the course) And hence p varies
also with the inclination of the tangent plane . We
will first put p’
for the variable pressure on a unit
of surface, and afterwards show how to calculate the
variation in p’
,which is due to the bow and ste rn
waves.
1 257 3 .
Let F ig. 1 represent the bows of a vessel . DL,
DL’
two adjacent dividing-lines fh, gk two adjacent vertical sections ; ahcd a small area, inter
A TR E ATISE
This is resolved into
mp’
cos’2y cos y parallel to the area of x
mp’
cos9v cos p.
mp’
cos’v cos A
of which the second need not be considered, the two
sides of the vessel being exactly similar.
H ence,ifwe call the projection in the body plan
of the area abcd
m 00 8 v=a
we have, to represent the two rectangular forces
acting on the area m,the expression
p’
a (cos y + x/ l—i cos A)cos v
And similarly the forces on the whole bow become
P'
ia (cos v + V—l cosfi cos y + a’
(eos v
’
+
V—l cos A’
) cos v
’
+
R (eos a + V—l . sin a )
If a be the angle which the resultant makes withthe axis of x .
area abcd in fig. 2 cos 1!
area abcd in fig. 4 cos A
area in fig . 22+ area fig. 352 area fig . 42
O N SH IP-BUILDING . 1 13
Now, let area in fig. 4
, mcos A=h
mcosp.=c
then p’
{a cos2v + V—l b
R (eos a + V—l sin a )
V—l
R (oos a + V—l sin a )
cos y
“ (125W
“3+ R oos a
as
R sina
P'=R cos a
SE .p’=R sin a
If A be the whole area of the body-plan,below
load-water-wark ; B that of the half-breadth planfrom the highest dividing-line (i. e ., surface of the
water when the vessel is in motion, which is not aplane surface) to the keel. And S the whole surface
of the vessel these all extending over the forepart
A TBE A 'I‘I IE
of the vessel ; that is over that part in front of
that for which cos v=o.
If z’
, z’are co-ordinates of a point in the di
rection of the resultant
Hence we deduce this rule for finding the tangentof the direction of the resul tant. Multiply respec
tively the cubes of the little areas in the body-plan,by the little areas in the half-breadth plan
,and divide
by the cubes of the little areas on the whole surface,and add together the results. Add together thecubes of the quotients of the little areas in the bodyplan by those on the whole surface , and divide the
former sum by this sum. The smaller these littleareas are made, the more exact will be the result.
The whole surface may be delineated by the operation of expanding, as it is called. This is done bypinning a thin batten round the circumference of
each section, and marking on it the intersection of
every line then the batten is let to fly straight,
and the marks are laid off on paper for the extended
surface . The same is done with the water-lines, &c.,
and thus the whole surface is expanded . The same
may be effected by pressing some sheet-lead (suchas that which is used to envelope tea) on a blockmodel, and cutting it to the proper shape .
1 16 A mu ms];
G in a vertical direction. Let the direction of D
cut that of Q in V, then the whole force s of the
water (excepting friction) during the direct progressof the vessel, may be supposed to act at V. We
have supposed all these forces to act in the same
plane, which would not be the case exce pt the
vessel were going straight before the wind, be causeotherwise the action of the water on the two sides
of the vessel would not be similar.
But in whatever direction the motion of the ve ssel
may be in respect to the wind, it is neverthe lessalways true that the whole resistance of the water
in a direction paralle l to its surface,and in a line
with the course, added to the amount of friction, is
equal to the impulse of the wind multiplied by theprojection, on a plane perpendicular to the directionof the wind, of the whole area of canvass. And the
whole resistance of the water resolved vertically isequal to the weight of the
'
ship (which we havealways designated by D), added to that part of
the action of the wind on the inclined planes of
the canvass which is resolved vertically downwards .
In order to calculate the resistance of the water
and its resultant, when the vessel is on a wind, it
will be necessary to draw the water-lines of the
vesse l when careened,for the sheer and half-breadth
plans and for the body-plan to project the vessel onto a vertical plane perpendicular to the direction in
O N SH l P-BUILDING. 1 1 7
which the vessel actually moves (which, on account
of leeway, forms a small angle with the course she
steers) . The sections of the vessel for this new
body-planmust be made by plances parallel to theplane of projection ; and the dividing-lines will thenbe slightly altered from what they were when thevessel’s motion was direct, and the sections made
by planes parallel to the former plane of y Thisbeing done, a similar operation to that last indicated, must be performed. And again
Let LAWB represent the whole water-line of
the vessel LW being themiddle line . Let the sail
be at an angle <I>with thekeel and the wind
,w, at
an angle 0with the sail .
Then the impulse of the wind on the sail is
w sin 0
and is resolved into
to sin 0 cos q) perpendicular to the keel, andto sin 0 sin e parallel to the kee l .
And if R be the whole direct resistance of the
water, and r the lateral resistance, and A the area
of sail, of which the projection on a plane perpendicular to the wind is
A sin 0
1 18 A mu ms:
Aw sin 29 cos —r
Aw sin 90 sin gb—R
are the whole resolved forces acting on the vessel
and if p be the resultant, and its angle with thekee l
,which is the angle of leeway
p cos ¢=A w sin 90 sin —R
p sin ¢=Aw sin 90 cos o- r
To find an expression for the angle of leeway.
Let V be the velocity in a line with the keel.v transversely to
the keel.R ,
r,the direct and lateral resistances as
before .
d, e, the projections on the body and sheer
plans respectively of the surface offering theseresistances. And let Ill be the angle of leeway asbefore .
Then if k be the actual velocity of the vessel,
lccos ¢= V
k sin zl:
R d . V’
r em”
120 A rnmrrsx
cot 4:cotq)
and since
Also we haveR
V r’ tanfi2 <I>R9
p=R cos ¢+r sin44
Hr tan R r
m[In practice, the angle of leeway may be found
by taking the angle formed by the line of the ship’swake with her direction. O r, if her head he keptat the same point of the compass, and the bearingof some object on shore, directly astern, be taken at
two separate intervals,the difference of bearings is
the angle of leeway.]
on snl r-snrnnms . 12 1
H aving investigated the subject of lateral resist
ance,we must return to the direct resistance .
Let the wave at the bows proceed with a velocityv'
with the ship ; and, about the middle of the
v essel, the water rushes back with a velocity w,
suppose . Then the relative velocity at the bow isv—v
’
; and amidships it is e +m. And as the
resistance varies as the squares of the velocities,
R =p (v for the bow
“ r t“
But in the case of the bow, p is greater than inthe stern, because the density is greater. The
velocity v’
is due to this increase of density, and wis due to the decrease of density. But neither thisquantity p , nor the coefficient of friction can be
determined by us at least.
through the water.most cuneus be 0;
Then in this case,
Let a body, formed of
two cunei, such as that inthe diagram,
be moved
Let the semi-angle of the fore
that of the other 45.
122 A TR E ATISE
R cc (v sin“ 0
R oe (0 sin9¢
R +R'
cc (v—o’
)ssin’z0+ (v+w)
9sin’ <p
GO 2 GO ”c:c (v—v )
2
BC”
firstwe observe that, asR R'
oc sin90 singe
when 1/ and w are considered constant ; therefore ,if AB and CO are given, we shall have R +R '
least
when 0 is in the middle, orA O =BO , and
for 0+45 are least when LA CB is greatest.
Let A B=a ; A 0 =w;
a—w
ha
x (a—w)—6tan (0+45)
tan (0 =ba (2x —a) O for a
e = 2x .
Hence, if the length and breadth of the chiefdividing-line (it is the dividing-lines alone which
124 A m e A7 1 8 ]:
is of more importance than the resistance forward,
this is an advantage . When the velocity of the
vessel is small, if and w may be disregarded, and
then, as we have shewn,x should be equal to
But the greater the velocity which the vesse l
is likely to attain, the fuller should the dividinglines he forward, and the more tapered aft. This isfound true also in practice .
To find the plane of resistance ; that is, a planeof such an area
, that its resistance when movedthrough the water at the same velocity as the ship,shall be equal to the resistance exerted against the
progress of the vessel . Now
B+R =p (v—v'
)9
(v se e)
p K supposeLet the required area =X
O uwhich the pressure forward=v ’3
the suction aft
the whole pressure
on SH IP-BU ILDING . 125
This, however, omits the consideration of the
friction, which is increased as S is increased. Hence
there is a medium between a great breadth of beam(which increases the resistance—unless the draught
of water he proportionally diminished—but also
enables the vesse l to bear a greater propellingpower) ; and between a great length, which increases the friction, but does not enable the vesse lto carry more sail in proportion to the increase of
her tonnage . This medium must be different fordifl
'
erent rigs. The breadth for a cutter, in pro
portion to the length, which has been found mostadvantageous, is, i“ ; of a schooner, 1} of a ship,to s. It must be remembered
,however
,that the
breadth here spoken of,is breadth of beam. That
designated in page 123, by b, is the breadth of the
dividing-line . The quantity designated by ESA
increases, however, in proportion to the breadth of
beam,so that the above conclusion is just.
We must notice also an advantage in sharp bows,in that the resultant, when the vessel is on a wind
,
and making some leeway, will be at a greater angle
with the vessel’s course, and will thus increase her
stability.
In speaking of the passage of a particle of water
along the body of a vessel, we suggested that if a
1 26 A ramTISE
part of a cycloidal arc were applied to the com
mencement of the dividing-lines, the particles of
water (it would appear) should traverse that spacemuch more quickly than along any other line ; and
so the wave at the how would be formed at a part ofthe vesse l much more aft than if the water we re
more retarded forward. The wave would then also
tend to support the vessel on itself. The following
is the proof that the cycloidal arc is the path mostquickly traversed by a particle .
Let AMB be the curve by which a particle,
acted upon by a constant force p , paralle l to the
axis of x,would in the shortest
time travel from A to B . And
let M be the place where theparticle is after the time t, and
S the length of the arc,AM ,
which has been traversed.
Then the velocity acquired at M disregarding
friction,
V2p . dt
128 A rnu rrsn
Because U U must be positive, whate v e r value 831
may have, and whatever sign 0 may obtain .
But 8y= o when z =o, or x B; therefore integrating by parts,
dy d . 8y.dz
c um dx de” “ V ;.
8g dz = o
but By is arbitrary
dx us/ J:dx
O N SH l P-BUILDI NG . 129
dy2(l Car) Cd:dx“
Cwdx
C we put
dye —a
s
which is the equation to a cycloid, the base beingparallel to the axis of w; and the radius of the
generating circle being
Under supposition that the former reasoningstem would be at A , and the middle
line of the vessel parallel to theaxis of at. O nly a part of the
cycloidal arc AM,would be ap
plied to each of the dividing-lines ;
or at least to several, the fairing
of the bow would take in the
others.
130 A TR E A TISE
But this has been established on thr e e suppositions, which are not quite true
1 . The particle moving along the curv e is sup
posed to be in a non-resisting medium, in whichcase alone, the path of quickest descent is a cycloid.
Now it is not the water, but the vessel which moves.
We have spoken of the motions of the particles of
water only for convenience sake . The only actual
motion of the particles of water is outwards in a
normal direction from the sides of the vesse l the
wate r is cloven, as it were , and becomes in couse
quence more dense in the vicinity of the bow (whichshows itself as we have already said, in the
wave which is formed) . The curve must there forebe considerably modified from the cycloid ; whatmodification is necessary can only be determined byexperiment.2 . In the above calculationwe have assumed that
there is no friction.
3. The surface of the water is supposed to be flat.The incorrectness of this asumption does not affect
the reasoning so much as would at first appear.
F or the waves of the sea have but a very slight
onward motion ; they perform only vertical oscil
lations. The wind presses down a column of water
in one part, and the elasticity of the fluid com
pre ssed, causes a corrrespondent rise in the adjacentparts. It is thus that waves are formed in a field
132 A rnmrrsn
through the water by sails, at the same velocitythe whole of each body being immersed, so that theplane at the ton shall be the plane of floatation.
Let the length =2a, the breadth =2b, depth, =dthe greatest breadth in and the greatest depthin (2) being at the middle of the length. The
angle of the bow in (1 ) being in (2) the rakebeing 0
Then the resistance on a unit of surface forward
cc (v sin 2¢
cc (e +w)gsin 2
¢
forward 0:(v—v’
)2sin 90
aft 0:(1) sin 20
A ssuming v and w to be the same in (1 ) and
Also let w.
Now area AB in (1 )
Whole resistance in (1 ) cc 2 (v2 w?)sin94>
O N smr-sun nms . 133
R esistance in (2) cc 2 (v9+w
2) sin
20
cc
And to find the relative stability of these twobodies
,let us take the expression
fif th
in (l ) and dr=%dy
Therefore the above expression becomes
ab3
oysdy 4
but this is only taken for the bows therefore forthe whole body
In (2) y=b, and the expression becomes=2a63
In (1 ) the volume=4
2abd
The depth of the centre of gravity in is
in (2) it is
134 A n u n s];
And as the centres of gravity of the bodies, andthose of displacement are at the same point, the
relative stability of (1 ) and is as 1 4 .
And the resistance in (1 ) and (2) is as
b d
Va_— _g+b
s—
2+ d’
sin 45 sin 0
The lateral resistance in (1 ) and (2) is as
H ence (2) would be in every way superior insmooth water but she would feel the shock of the
waves more thanIf a vessel is flat, with a light draught of water,
she ought to .have blufl' bows ; a sharp fore -bodywould not be so advantageous
—would make herlose in buoyancy and shallowness, and would giveworse dividing-lines. This is true
, more especiallyif the vesse l he intended for smooth water (as riversor inland lakes) . The stem should be made to rakevery much, so that she would, as it were
,skate
over the water. She must have hollow water-lines
aft, for the sake of the steering. With full stemlines and the water closing in an upward direction
,
the rudder would not act. It is also necessary thatsuch vesse ls should possess great beam for if they
136 A mu ms]:
increases both the resistance, and, ca teris paribus,
the violence of rolling.
Tofind the centre of gravity, point velique, and
centre of lateral resistance of a vessel afloat.
When the vessel is at anchor in smooth water,
let her ballast be taken up, and equal quantities
stowed in her how and stern, in such a manner thatshe will be immersed up to her load-water-line,
both at the stem and stem. The centre of gravityismidway between. If the two quantities of ballastA A '
s
3 : a are not equal, then let them beat A and B when the vessel is
down to her load-line let them be moved to A '
, B'
,
so that the vessel is still down to her load- line ;
then take G so that ThenG will be in the vertical through the centre of
gravity.
Le t an upright mast be placed at this point, andlet the vessel,when ballasted so as to ride up to
her load-line, be taken toa river or rapid tide-way,
or towed at some distance after a steamer , and let
a rope be made fast to a hoop, on this mast, whichcan be hoisted up and down. Let the rope be
on SH IP-BUILDING . 137
made fast to some object (as the mast of a vessel) so
that it shall be nearly horizontal . When the hoopis at the point velique V then the vesse l will ridedown to her load-line if it be above, the bows willbe depressed if below, the stern will sink. Hence
the point is quickly found. The same may be done
with a model of the vessel .
To find the centre of lateral resistance, let her he
placed across the stream,and the rope made fast
successively to different points along the deck, untilsuch a position shall be found that the vessel shallride across the stream without slueing round. The
vessel can then be rigged in accordance With thepoints thus determined.
138 TnsA 'rxsc
CHAPTER VIII .
TH E CU R VE O F SE CTI O NS .
CHA PMA N endeavoured to discover if the areas of
the immersed part of the sections of fast-sailing
ships followed any regular law. H e therefore cal
culated these areas from the draughts of several
notable vessels, divided the area of each section bya constant quantity (the breadth of the principalsection) , and set off distances, proportional to thesequantities, on the sections in the sheer-plan, measuring from the load-line . And he found that thecurve which passed through these points was, in all
good vessels, parabolic both in the fore and after
body ; and that sometimes the curve both in the
fore and after body was one parabola.
To find the assimilating parabola to the curve ofsections.
140 A TR E ATISE
If the sections are perpendicular to the tangent
or load-line, then 4 represents the focal distance
ifnot, then it is the parameter of a parabola referredto a diameter and chords as axes of co-ordinates.A similar calculation must also be performed on
the after-body ; and if the equation of the assimilat
ing parabola‘
be then if n' n, and m’
the whole curve assimilates to one and the same
parabola.
From the construction it follows that the area of
the curve of sections, multiplied by the constant
divisor of the areas of the sections, gives the dis
placement, and the centre of gravity of the curve
is in the same section as the centre of gravity of thedisplacement.Taking the foregoing figure, let LW= I,
And let the equations to the parabolas in the
fore and after bodies be
and if A bE D=0,then d=E b sin 0.
Then area of LbWD
And if B be the constant divisor, then the displacement
O N BH IP-BUILDING. 141
But the area of the principal section at the pointD=B d
Ix area of principal section.
Let E be the middle point of the line LIV, F theposition of the section containing the centre of
gravity, and let E D= I¢, E F = at
Then as B’Db represents the displacement of thefore -body
, and LDb of the after-body, the momentsof these two parts will give the commonmoment.
he the ordinate of the centre of gravityof DbW
And similarly that of LDb is
Hence the moments of these areas round E are
DW+ DbW
142 A mu ms];
Now the area of
6DW=fydz =gf¢ dy — bD DW
and area of 6D DL
area LbW
And the moment of the whole area round E is
E F . LbW=a
a l= (k+ DW )DW DL Ir)DL
(DW’Z—DLg)
(DW—DL) } I
but DW—DL —2k,for DW
a =k { l —2
144 A rnsA 'nss
ing to the rules hereafter given, or he must al ter
and te-alter the form of his vessel, after it has be endrawn out, until it embraces all the excellencie s
which he has proposed to himself. But ye t, again,
the form deduced from the exponential expre ssionis not so accurately defined as to allow o f no
latitude in construction ; the area of each se ction
is given, but the relation of breadth to depth is
undefined, so this relation is only hamperedby the requisites for fairness in the lines of the
body.
We proceed to make some remarks upon thismethod of construction. When the values of some
of the terms in the above equations are given, the
others can be determined. Thus we will supposethe distance of the centre of gravity from the middlepoint of the load-line to be a given quantity thenthe distance of the principal section from the
same point is known in terms of the exponentn 2
a ) . If the displacement, length of loadn
water-line, and area of the principal section are
given, the exponent is determined (17.1M?D’
M be the area of the principal section) . But if the
displacement is not given, and the exponent isassumed, then the displacement is determined.
Thus let a : a (or the centre of gravity is in the
O H l H IP-BU ILDING . 145
middle ) , then k=o (or the principal section is inthe middle ), then if n=2, and l, and M be given,
we have2
DglMB .
And the areas of the sections follow the law'
prescribed by
y"2 man
To find m, we observe that when a'
The quantity, m,for the after-body, will be
different from the parameter m,in the fore -body
,if
we have not a = o,and k= o.
This method is similarly applied5 to the other e lements of a ship .
Thus let KWL be the immersed
part of a midship section. Draw
a straight line kB,so that the area
WkBL:WKBL as nearly as can
be guessed by eye .
WL=1B ; and let W'
k z h ; area WkBL=1
2 5M
146 A TBE ATISB
And let n’
be the exponent of a parabola on the
linesWL, W as abscissa and ordinate, and having an1
area5M
This quantity,n
’
,is called the exponent of
midship section.
Similarly we may find the exponent for a water
Let the required exponent be n” . The length of
the middle line=L ; the area of the whole water
line=w
=EL—w
Again, suppose that the areas of all the water
lines at equal distances below each other, are as theabscissae of a parabola. Let the exponent beWk=h as above .
A TR E ATISE
Inthese two equations the quantities lBIz, LBh re
present two equal paralle lopipeds (for in the load-line
L l) and the factors
express the volume of the ship re latively to theseparallelopipeds.By substitution, close approximations to the depth
of the centre of gravity of the displacement,the
height of the metacentre, &c., may be arrived at ;
and the requisite alterations in these essentials maybe effected before a line is drawn in the plan.
Perhaps the most convenient way of employingthe exponential method of construction is as
follows
Let the ratio of the length to the breadth= pbreadth to the depth: v
By substitution in (6) we get
72,n'
are known by experience, and by assigning
certain values to p. and y , then B is found by
approximations being made to the quantity D .
When B,l,h,are found
,then calculate the
weight of the hull exactly,
and add the otherweights in the ship
,and if the result differs from
D,as found by the above equation, then we must
O N l H l P-BUILDING . 149
again determine new values for the breadth,length,
and depth of the ship, until the two values of D
thus found, become equal . This done, the next
thing to settle is the position of the principal section, and of the centre of gravity afterwards the
parameters of the fore and after-body, and the area
of the midship section.
1 50 A mu n sn
CHAPTER VIII .
O N TH E DISPO SITIO N A ND EXTE NT O F CANVA SS.
LET C be the centre of gravity of thement at which the pressure D is supposeda direction vertically upwards.
Let R be the resultant
of the increase of resist
ance, due to the motion°
of the vessel, which isexerted against the bows ;
R’
the resultant of the suction to the stern ; let
P be the resultant of R and R’
Q the resultant of
P and D which may be supposed to act at the
point V in the direction of D . Then V is thepoint velique . From 0 draw Cmperpendicular tothe direction of Q . And let angle VCm=n.
Now V is the point at which the centre of effort
152 A TR E ATIS E
then we have
F . CV= Q . CV
if the sails are inclined at an angle 0 to the wind,
then S becomes S sin2 9,and
S sin2 0
but in this case, the resistance to the two sides of
the vessel is not the same and hence Q does notmeet the direction ofD .
It Will be observed that the less the angle whichthe directionof P (constant for each ship) makeswiththe water, the lower the point velique will be ; and
the centre of effort being lower, the vessel may havea larger surface of sail . H ence the floor at the
bow should be very sharp and the projections
O N SH IP-BU ILDING . 153
of the dividing-lines in the half-breadth plan shouldbe full, in the sheer-plan sharp, in the bows.
The value of S above found is only with refer
ence to the length of the vessel, without any regard
to her stability ; it is only such a relation thatneither bows nor stern shall be depressed. But
now, let LOW representthe body of a ship inclined at an angle 0 to
the horizon. G the centre
of gravity of the ship V
the centre of effort of the
sails, GV=f O the cen
of displacement ; draw 0M perpendicular to WLmeeting GV inM .
Then if W be the force of the wind, we have
W cos 0 acting perpendicular to GVW sin 0 parallel to it.
Now the ship rotates round G.
moment of sails= S f W cos2 0
and the moment of the ship to resist this force is
- D GK—SW sin 29 xf sin 0
—D GK—SWf . sin3 0
SWf (cos2 0 sin3 6)=D GK
A TR E ATISE
SWf fl -t- Bil l 0)=D GK
B . GH
Wf (1 + sin 0)
so that if to 9 we assign the angle of utmost ineli
nation, then by assigning difi'
erent values to PV, we
can find the proper surface of sail for each force ofwind f of course must remain constant, in order to
fulfil the condition in the former page .
Let WL be the water
line when the centre of
effort of the sails is at the
point velique°
V. Then1' let more sail be added,
and let the new centre of
effort be at F . Let 3 be the amount of sail Wt h
is added ; and let ab be the new water-line .
Then the moment to turn the ship round the
centre of gravity in the first case isWS VG
In the second it is W (S +s) . F G
But the horizontal resistance of the water must
eqnal the horizontal propelling force when the
velocity is constant 3 and therefore in the first case
In the second it is
1 56 A TR E ATISE
Moreover, the area of resistance is considerablyincreased by the downward pressure of the wind,
which has not been taken into account.
In the above consideration,we have supposed the
plane of the sails, when theO
Vessel is at her properload-line
,to be vertical . If the masts were raked,
there would not be the downward pressure of the
wind.
If the centre of effort were too low,the stern
would be depressed, and then the part of the windre solved vertically, would tend to lift the vesse l
instead of acting as an additional weight. When
the bows are depressed, the ardency is increased,when the stern settles the ardency is diminished.
A very broad stern enables the builder to put thecentre of effort a little lower than the point ve liqueso that the addition of the extraordinary topsailsbrings it right. F or the breadth of the stern makesthe depression to be very slight. A broad stern
increases also the stability.
The commander of a yacht should be providedwith a pendulum,
that he might immediately bemade aware of any alteration in the water-line of
his vessel . It may then be rectified by a different
disposition of the weights in the vessel .
To determine the proper amount of sail for a
vessel,is by no means an easy matter. In the first
O N SH I P-BU ILDING . 157
place, it is easily seen how that two vessels mayhave the same length, breadth, depth, tonnage and
stability, and yet, from a difference in form,require
the centre of effort at a different height, and be
obliged to carry a very different area of canvass. But
hereupon no standard can be set up by theory the
average amount of sail proper for a vesse l must be
determined by experience alone . The America
has about 56 square feet of canvass (exclusive ofJlb)for every square foot in her midship section whileour yachts usually have only 42 feet. Chapmansays, that the area of canvass should vary as the
stability to the power of 3. It is clear that it mustvary with the stability, and the proper ratio can
only be found by experiment.F or three famous American schooners, I have
calculated the moment of the sails round the middle
line of the ship at the height of the load-line (thatis, the area of sail multiplied by the height of thecentre of effort) , and also I have determined thevalue of the expression f12dA for each of them.
Moment of two MomentName . try-sails, fore of all
sail and jib. sails.
Baltimore clipper 2 18 167 25707‘0
America’237 12597 (no Jlb)
Mary Taylor’
85492 32 140562 9
158 A mu m s
Thus the ratio ofd a to the moment of the lower
sails is respective ly as
160 A TB .
‘
would be improved, by l
sails instead of a gaff, fc
less weight aloft ; and t‘the way of the other 8
deal peaked up. A sp
for small boats, andaloft. The Bermudasmooth water, but ththe point velique 81
requires the bodyboat. F or larger
going to windwa
chopping seas.
tons, the great bt
almost unmanag
wind.
A large cutte
squalls which a
length of the
eve r, an adv:windward.
provementsi
is not good
unhandy, iilabour is drfor long st
is a very 2
But in
on Sa -BU ILDING . 161
necessity be a kind of play . It is differently produced in different rigs, but it must always becarefully preserved, whatever alteration may be
made in the rigging. In the cutter,the weight of
the great mainsail and boom hangs on the mast ;
and the Jlb is sweated up very taut, so that the playis in the spring of the bowsprit, and the rising and
falling of the boom. . It is evident that, when the
most is required of a cutter, the bobstay should notbe taut. In a schooner it is the switching of the
masts which produces the play. If the masts we re
upright, they would drive the ve ssel’s bows into the
seas at each switch forward,or perhaps themselves
go by the board. When they are raked, the switchis upwards. The Americans once had a spiralspring to the top of the Jibstay, in order not to
lessen the elasticity. F or the same reason, the onlyproper mainstay for a schooner extends from the
mainmast head to the foremast head that is,jumper-stay.When the mainstay is brought down to the deck,
as in our schooners, the play of the mainmast is
destroyed. A large fish schooner, off this coast, wasoriginally rigged with two mainstays down to the
deck ; but it was soon found necessary, in our
heavy seas, to substitute a jumper-stav althoughthis caused great inconvenience with her fore -
gafl
topsail in going about.
162 A TR E A TI SB
In a lug the play is from the tack up to the yard,and also in the yard, as in a latteen-sail.
The play in all these rigs is produced in a different
manner, according to circumstances ; but there is
a play in all of them. It is for want of knowingthis that people often imitate something of one rig
in another, and, by not applying it rightly to the
altered state of the case, they lose the advantage
which,by cleverness of invention they had hoped to
attain. And for the same reason it is, that goodcutter-sailors are not found to succeed so we ll in
luggers or schooners. A ship has no play in herrig:but, being larger, she has a great momentum,
which sufi ces instead of the play.!
The rationale of the advantage obtained by a playin the rig, is the same as that of the benefit whichresults from a spring in the ballast, under whichhead it will be explained with more case and sim
plicity than could be attained in the case of the rig.
It 18 for a similar reason, also, that a slight elasticii
ty
in the hull has been found to be an advantage ;
these circumstances the bow and stern can eachsubside, or rise an inch or two without affecting theother. This is one of the greatest advantages in Sir
William Symond’s system of diagonal planking insmall boats. When the ballast is all stowed round
F or the above remarks I am indebted to my father.
164 A TnzA 'r l sz
and consequently of the same strength as a cylinderof the same length, and of a diameter= a M5 ,
So that the strength before and after boring is as
and the weight before and after boring is as
so that a hole bored in a cylinder of a diameter
equal to half that of the cylinder, would, in theory,reduce the weight -} th, and the strength by 1
l
oth.
But as the pith and central wood is not so firm as
that outside, the strength would be reduced perhapsless ; the stick also will be better dried, and so
would weigh less. But the elasticity would be
slightly impaired.
O n the above principle, masts and spars are fre
quently bored in America.
The masts should he stepped where there are
good bearings ; this is necessary for safety, bothwhen the vessel rolls, and when under bare poles.
The average length of the lower mast of a cutter
is 2ths of the length, breadth, and depth, and it isusually stepped { ? ths from forward.
O N SH IP-BUILDING. 165
The following rules for masting schooners isextracted from Grifi ths’ Marine and Naval Architecture .
”
Main. 3, or 3} times the extreme 1 inch thick forbreadth . every 4 feet
F oremast. 3or 1 20 of the main. in length .
Mast-heads.-3or 3of the length.
Bowspr~it outboard. or g of the extreme breadth.
Same diameter as the foremast.
Jib-boom (outboard of bowsprit) . 4} of beam.
Diameter, 1 inch for every 5 feet of the whole length .
Main boom over the stern 3! of the distance from
the mainmast to the stern. Diameter 1 inch to
5 feet.
Gafi . or a} of boom. Diameter, 1 inch for 4feet.
F ore yafi'
. 43to 6 feet shorter than the main.
Main-topmast. 2 or 3 feet longer than half themainmast.
F ore-topmast. or 193 of the main.
H oistqf trysails. 2 or 2 3 times the beam.
To step the masts, divide the deck into 756 partsat 192 from forward place the foremast 258 from
fore to main; 336 parts for the foot of the foresail ;408 for the foot of mainsail ; 204 for the head of
each ; 348 for the foot of the Jl l) .The rake of the masts varies from a} to 1 1
' inchesper foot.
1 66 A Tau rus
SA ILS .
The sails of the America’were made of cotton
duck for they are lighte r, easier worked, and holdthe wind be tter than common canvass. The onlyadvantage of heavy canvass is that it lies flatter ;
for this reason the Bermudians use it for the mainsails of their boats. But I am told that in the
America’ they soaped or greased their sails for therace
, to make them hold the wind, and kept themflat with battens.
But the sails in this country are not so cut as to
lie flat ; and this is the reason
for the practice :If M be the
mast, and ME the boom,then
the gaff will be insome direction MG . Now,
if
the angle MG be the best angle for the sail to form
with the wind, then the lower part of the sail nearthe boom would be nearly aback, or at least forminga very bad angle but if M B be at the best angle,the sail up aloft would be lifting ; and for thisreason they make the sail with a great belly, and
bring the boom to too small an angle with the
wind, so that the belly may be at the right angle .
This evil may be obviated by having the gaff muchmore peaked up, and having the mainsheet nearerto the mast. F or, as the vertical height of the
1 68 A TR E ATI SE
be much longer in comparison to the head. A lso,
the present heavy gaff and boom being nearly horizontal, do not switch up and down when the vesse lpitches they drive her bodily into the seas. Theyshould be peaked up more, and the boomkeptmuchlower the jaws of the boom should be down almost
in the cabin. The gaff should form an angle of 45°
with the mast.! The bowsprit should be shorter,stouter, and without a bobstay. There should be noforesail (which is a very pressing sail) , but only alarge pb. And it will be necessary, therefore, inorder to work with ease in going about, that the mastshould be stayed forward by two forestays to eat
heads out of the bows, instead of one stay to thestem-head. She should have no topmast ; but hergafi
'
topsail should be run up with a yard, whichshould stand up and down the mast, as in American
schooners. It is not, I'
am aware, quite a new thingto omit the foresail but I do not think my plan of
the forestays out to catheads has ever been tried.
It would be a good plan, in schooners, to havea boom for the foretrysail, with a Jlgger and a
snotter round the mast, instead of jaws ; so that itcould be brought in when the vessel is in stays
,and
bowsed out again as soon as she is on the other
The above remark, as far as re lates to the peaking up of the
boom and the gafl'
, is frommy father.
O N sw r -nmwmo. 169
tack . It would give more play to that sail, and
make it stand better. The America’ had a boom(with jaws) which extended only to the mainmast.No racing vesse l should have a gunwale of more
than a few inches ; for it only serves to catch thewind
, and send her to leeward. Neither shouldthere be any cabins or bulk-heads below. A pieceof painted canvass stretched across the vessel amid
ships would be quite sufficient.
BA LLA STI NG .
When a vessel is raised in the forepart by a wave ;
and when the wave has passed the forepart and thebows fall ; then, if she with difi culty raises herselfupon the succeeding wave , she is said to pitch ; ifshe does a similar thing abaft, it is called ’
scending.
Both pitching and ’scending impede a vessel
’s way
and endanger the masts but they may, in a great
degree, be corrected by a proper stowage of the
ballast. When the wave is amidships, the bow,
being imperfectly supported, drops with a momen
tum which is the product of the weights of the
forepart multiplied by their distance from the centre
of gravity (which is the centre of rotation) . Hence,
as much of these weights as possible should bebrought from fore and aft and stowed about thecentre of gravity ; then, although the rapidity of
1 70 A TR EATISE
the pitching will be somewhat increased (the pendulum being shorter) yet the violence of it will be
greatly diminished ; the vessel will be more lively,and her way not stopped so much . A similar rule
applies as to the depth of the ballast below the
surface of the water, as affecting the rolling.
But wherever the ballast is stowed, it should,above all things, be placed upon springs ; in order
to make it a live, and not“a dead weight.
Why, in a chase, do they sometimes put a shot ineach hammock
,and make every man hold a shot in
his hand To make the ballast a live weight. A t
Malta there was a race between little sailing-boats
one boy slung his ballast under the thwart of hisboat ; there was a slight tumble on the sea ; the
boat jobbled up and down, but forged away from all
the rest and won the race . Why was that The
true-blooded Yankee,
a famous cruiser, was one
of our l O -
gun brigs but her ballast had been takenout and stowed upon broom-stufl
’
(which gave it aspring) , and light tops were substituted for our
heavy ones. Instances might be multiplied to shewthe advantages of a live weight but it were useless,
as the matter is pretty well acknowledged. The
reason of the advantage accruing from the abovepractice is this:when a vessel is one solid mass, a
wave, on striking the bow,must at once overcome
the inertia both of the whole ship and of the ballast,
A TR E A TISE
is the lightest in draught. He will also see the
wheel of the cart frequently hopping off the ground,
while those of the carriage do not show lightbeneath them ; or let him try to cut a branch,which has a considerable spring in it, with a malle t
and chisel .To find the best position of the sail to the wind,
in order to stand on a given course the direction
of the wind with reference to the course being
Let the angle of the wind and course a
and sail —9
then the impulse of the windWS sin 20
and the resolved part along the keelWS sin 26 sin (a—O)
which is to be a maximum.
{2 sin 0 cos 0 sin (a—G)—sin 90 cos (a
and tan (a tan 0.
O N BH IP-BU ILDING . 173
TA B LE S
TH E F O LLOWING TABLE SH OWS THE PRO PE R. ANGLE O F TH E SA I L PO I
VARI O U S A NGLE S BETWE E N TH E “ PA RE NT D IRE CTI O N TH E WI NDA ND TH E CO U RSE .
To assist the commander inworking to windward,it would be well to have a mark on the tafl
'
rail, over
which the boom must be when the vessel is close
hauled,in order that the sail may form the best
angle with the wind.
wmoa 'r or n aamna' (An n als) .
Class.
F romEdye .
174 A TR EATISE
TABLE 0 ! mx SPI C IH C GRA VITY A ND STRE NGTH TO RE SIST A
TM NSVBBBI STl A IN .
Beech
Bed pine
Wei ht of CompaName ofwood. cubi
gc feet rative
1
8
125111 lbs. strength.
Larch 0 ° 058
English oak 0' 093 1 1880
Dantzic oakAmerican yellow 0' 087African teakMalabar teakRangoon teakCedarBrass
Gun-metal 1 535
CO pper
Cast 1roMall eable ditto
709 5
TABLE O F WINDS .
A pleasant breeze .
F resh breeze .
a k breeze .
A high wind.
A very high wind.
A storm.
A great storm.
Very violent stormHurricane .
176 A TR E ATI SE O N SH IP-BUILDING .
author of this little work if they deem him worthyof sharing their knowledge . He may then beenabled to form a valuable appendix with the con
tributions of those who are anxious to advance the
science of naval architecture .
TH E E ND .
LO N D O N
Printed by Schulze and Co. , 13, Poland Street.
13, GREAT MARLBO RO UGH STREET.
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TO BE H AD O F ALL BO O KSELLERS.
InTwo Vols., with Illustrations, 21 s. bound.
E IGHT YEARSIN PALESTINE, SYRIA, AND ASIA MINO R ,
F R OM 1842 TO 1850 .
BY F . A . N E A LE , E S Q
LAT! A TTA CH E D TO TH E CO NSU LA B SE R VI CE IN SYR IA .
O p inions of the Pre ss.
O ne of the best accounts of the country and people that has been published
of late vears.”—Spectator.
A highly entertaining book, presenting a lively picture of Levantine life in
all its varied aspects.
”—JolmBull.
A very agreeable book. Mr. Neale is evidently quite familiar with the
East, and writes in a live ly, shrewd, and good-humoured manner. A great
deal of information is to be found in his pages.”—A thenamm.
Deeply interesting volumes. We have rarely met with a work fromwhichwe have derived so much pleasure and profit.
”—Messenger.
We have derived unmingled pleasure from the perusal of these intere stingvolumes. Very rare ly have we found a narrative of E astern trave l so truthful
and just. There is no guide -book we would so strongly recommend to the
traveller about to enter on a Turkish or Syrian tour as this before us. The
information it afl'
ords is especially valuable , since it is brought it almost to thelast moment. The narrative , too. is full of incident, and aboun s in vivid pic
tures of Turkish and Levantine life interspersed with we ll-told tales. The
author commences his narrative at Gaza ; visits Askalon, Jafl’a and Jerusalem,
Caipha and Mount Carme l, Acre , Sidon and Tyre , Beyrout, Tripoli, Antioch,A leppo, A lexandretta, Adana, and Cyprus. O f several of these famous localitieswe know no more compact and clearer account than that given in these volumes.We have to thank Mr. Neale for one of the best books of travels that we have
metwith for a very long time .—Literary Gazette.
Mr. Neale’s book will claim the highest rank among works of this class
His long wanderings of eight years in the regions he describes have made himthoroughly familiar with localities, and with the domestic life of the population.
Nothing can be more graphic than his picturesque descriptions ; nothing moreamusing than his sketches of native society ; more piquant or more dive rtingthan his stories, anecdotes. and adventures. H e takes us out of the beaten
tract of tourists into the nooks and corners, as we ll as into the cities and towns.
H e te lls na everything of such places as Jerusalem, Antioch, A leppo, Beyrout ;but we now go for the first time to Beilan, Nargheslik, A lexandre tta, Daphne
'
s
Cataracts, &c., & c. As might be expected in the narrative of one so familiarwizh what he treats of, the book is replete with new and valuable information.
’
—United Service Magazine .
CAPTA IN SPENCER’
S NEW WORK.
In 2 vols. 8vc . with Illustrations, and a valuable Map of BumpeanTurkey, frthe most recent Charts in the possession of the Austrian and Turkish
Governments, revised by the Author. 283. bound.
TRAVELS IN EUROPEAN TURKEIN 1850
TH R O UGH BO SN I A , SE RVI A , BULGA R IA , MA CE DO N I A , R O U H E LIA , A LBAN I A , AE P IR US ; W ITH A VIS IT TO 0 3 38 0 3 A ND TH E IO NIA N I SLE S , A ND A H O ME
W A BD TO UR TH R O UGH H UNG A R Y A ND TH E SCLAVO N IA N PR O VINCE SO P A USTR I A O N TH E LO WE R . DA NUBE .
BY E DMU ND SPE NCE R , E S Q .
Author of TuA v sLs 1N CIB CA SBIA ,
"&c.
These important volumes appear at an opportune moment, as they descrisome of those countries to which public attention is now more particula
directed:Turkey, Greece , Hungary, and Austria. The author has given 11
most interesting picture of the Turkish Empire, its weaknesses, and the e
harassments fromwhich it is now suffering, its financial difi culties, the discc
tent of its Christian, and the turbulence of a great portion of its Mahommedsubjects. We are also introduced for the first time to the warlike mountainof Bosnia, A lbania, Upper Moesia, and the almost inaccessible districts of t
Pindus and the Balkan. The difl'
erent nationalities of that Babel -like count
Turkey in Europe , inhabited by Sclavonians, Greeks, A lbanians, Macedonia
the R omani and O smanli—their various characteristics, religions, superstitio
together with the zr singular customs and manners, their ancient and conte
porary history are vividly described . The Ionian Islands, Greece, Hungary, a
the Sclavonian Provinces of Austria on the Lower Danube , are all de lineated
the author’s happiest manner.
We cordial ly recommend Mr. Spencer’s valuable and interesting volumes
the attention of the reader. They are replete with informationupon countries
W hich we know but little ; they will be interesting to the military man for td etails they give of the strength and defensive positions of the various countr
'
through which the author travelled ; to the merchant for the insight given inthe state of trade ; and to the man of the world as they place before his view 1
present political and social state of an empire , whose we lfare it is the interestE ngland to promote . The work must be considered a standard productic
enriched , as it is, by an excellent map derived from the most authentic modecharts, added to , and improved by the observations of the author duringtravels.
”United Service Magazine .
A work of great merit, and ofparamount present interest—Standard.
This interesting work contains by far the most complete , the most e
l ightened, and the most re liable amount of what has been hitherto almost tte rra incognita of EuropeanTurkey, and supplies the reader with abundance
entertainment as well as instruction.
”—John Bull.“ A n excel lent and admirable work. Mr. Spencer is a very able writer,
shrewd, experienced , and philosophical observer, an eminently thinking and ypractical man. Hiswork forms the most valuable addition that our literature hlate ly received. He sets forth to inquire and learn; he returns to inform a
suggest ; and informationmost valuable and interesting has he here bestow
upon us.—Ta£t
’
s Magazine.
A R CTI C MI SCE LLA NI E SA SO UVENIR O F THE LATE POLA R SEARCH .
BY TH E ormcsns A ND 31111 11 1111 or TH E sxpsm'
rms
DBDI O A‘I‘I D BY P I B I IBSIO N TO TH E LO R DS O F TH E A DI I R A LTY .
Bacon Burnout, W l'l'l A m Pu race awn lm aonvm ou at P. O 'Baun, E sq.
l v. with numerous Illustrations, 1 0s. 6d ., elegantly bound.
Amongst the Contributors to the Arctic Miscellanics are Admiral Sir JoRoss, Captain Ommaney, Commanders McClintock and Cator, Lieutena
O sburn, Meecham, Browne , and Markham, Dr. Bonnett, and Dr. E de .
Faou ra t. Tn ns.—This volume is not the least interesting or instructi
among the records of the late expedition in search of Sir John Franklin, cc
manded by CaptainAustin. The most valuable portions of the book are thc
which relate to the scientific and practical observationsmade in the course of t
expedition, and the descriptions of scenery and incidents of arctic trave l. Ma
of the latte r possess considerable lite rary merit, and all are impressed with t
vividness of fresh observation. F rom the variety of the materials, and t
novelty of the scenes and incidents to which they refer, no less than the inte r:which attaches to al l that re lates to the probable safety of Sir John F rank lin
his companions, the Arctic Miscellanies forms a very readable hook, and one t
redounds to the honour of the national character.
Fnoat Tn: GLO BE .-Captain Austin
’s little squadron, which sailed
May, 1 850, in search of Sir John F ranklin, consisted of the R esolute , co
manded by Captain Austin; the Assistance , commanded by Captain O mmaneand two steamers under the command of Lieutenants O sburn and Cator.
assist in whiling away the dreary time in the arctic regions, the oflicers an
sailors of the expedition contributed to a journal which was circulated amongthem in manuscript, and once a month the weather-beaten tars enjoyed t
luxury of their own newspaper. That journal has now been brought before t
general public under the title of Arctic Miscellanies,”in a shape more worth
of its instrinsic merits, beautifully printed, and carefully illustrated. A ll th
varied incidents, pleasant and painful, of life in the frozen zone , are vivid)
and good-humouredly chronicled in the A rctic Misce llanies,”which contain
besides some capital seamen’s stories, superstitious yarns
”and drolleries. A
a record of the pastimes, adventures, fancies, and fee lings of our true-haarte
gallant sailors, while undergoing the most appalling hardships in the froze
seas, the volume is invaluable ; and it is unusually interesting as demonstratinthe high intellectual capacities, the mental vigour, and the refined tastes of o
rough-looking blue-jackets.
F R O M TH E Ummn Ssnw cn MA oa zmn.—Beautifully got up, an
profusely illustrated, this most pleasant book really charms as much by it
appearance and its matter, as its novelty. We cannot take leave of this ArctxSouvenir without expressing our admiration of it in every point of view. Su
productions should be encouraged by those in authority, and a cow of t1work ought to be found onboard every ship in commission.
JUDGE HALIBU RTO N’
S NEW H ISTO R ICAL WORK.
In 2 vols. post 8vo. 21s. bound.
R U LE A ND MI SR U LE O F
THE E NGLI SH IN AME R I CA .
By the Author of
SAM SLICK,
” “ TH E O LD JUDGE ,
”&c.
A most attractive work.—Standard.
The cleverest volumes Judge Haliburtonhas ever produced.—Messenger .
We conceive this work to be by far the most valuable and important JudgeHaliburton has everwritten. The exhaustless fund of humour—quiet, ye t richand racy, and at the same time overflowing with the milk of human kindne ss—which his writings display on one hand, and the wonderful knowledge of
man’s character. in al l its countless varieties, which they exhibit on the other,
have insured for them a high, and honourable , and enduring station in E nglish
literature . It would be difi cult, if not impossible , to arise from the perusal of
any of Mr. Haliburton's performances without having become both wise r and
better. His ‘English in America’is, however, a production of a yet more
exalted order. While teeming with interest, moral and historical, to the gene ralreader, it may be regarded as equally constituting a philosophical study for thepolitician and the statesman. It will be found to dissipate many popular errors,
and to let in a flood of light upon the actual origin, formation, and progress ofthe republic of the United States.
”—Naval and Military Gazette .
Those who wish for an accurate history of the rise of republicanism in
America to its grand development in the United States revolution, will he re finda narrative that is invaluable for its accuracy, its impartiality, its admirable orderin arrangement, and that true philosophy of statesmanshipwhich can attach to
each incident a fitting moral, from which every honest politician can derive
instruction. The work is one equally useful in the double aspect inwhich itmay be regarded—first, an insight into the causes of past transactions ; second,as a warning to guide mankind amid the many perplexing political questions of
the day. The spirit of impartiality animates every page of this work. I t isdeserving of a place in every historical library.
”—Maming H era ld .
We believed the author of this work to possess a power of humour andsarcasm second only to that of Rabelais and Sydney Smith, and a genuine pathosworthy of Henry Fielding, or CharlesDickens. Inhis particular line of literaturewe be lieved him to be unrivalled . In the vo lumes before us he breaks upon a
new, and, according to his method of breaking the subject—untrodden ground.
We hail this book with pleasure ; we consider it an honour to Judge Haliburton,as by it he has proved himse lf to be a Christian, a scholar, a gentleman, and, inthe true sense of a mis-used word, a patriot. Mr. Haliburton places before us,fairly and impartially, the history of E nglish rule in America. The book is notonly a boon to the historic student, it is also tilled with reflections such as maywe ll engage the attention of the legislating statesman. Mr. Haliburton also
shows na the true position of the Canadas, explains the evils of our colonialsystem, points out the remedies by which these evils may be counteracted, thatthus the rule of the E nglish in America
’ may be something better than a
history of the blunders, the foll ies, and the ignorant temerity of colonialsecretaries.
”—Irish Q uarterly R eview.
SAM SLICK’
S NEW COMIC WORK.
In3 vols. post 870 .31s. 6d. bound.
R A ITS O F AMER ICAN HUMO UEmma
BY Tan Anr a on or“ SAM SLICK, &c.
We have seldom met with a work more rich in fun or more general
lightful.”—Standard.
Those who have re lished the racy humour of the Clockmaker,’will find
sh of equally ludicrous and amusing Transatlantic wit in the volumes befo—H erald .
A new book by the author of ‘ Sam‘Slick
’
causes some stir among tughter-loving portion of the community ; and its appearance at the press
stive season is appropriate . We hold that it would be quite contrary to t
ness of things for any other hand than that of our old acquaintance , tee tions Judge Haliburton, to present to us a Christmas dish, and call it Tra
American Humour.’ But even without the recol lection of Sam Slick’
ok e the spirit of fun within na, we should have been forced to yie ld to t
cy humour of these American Traits.’Dip where youwill into this lotte
fun, you are sure to draw out a prize .
”—Maming Post.
The untravelled European who has not made the acquaintance of Sn
lick , can have but little knowledge of the manners, customs, humours, ecceicities, and lingos of the countless varieties of inhabitants of North Ameriho we are accustomed to conglomerate under the general name of Yanketssisted, however, by Sam Slick
’s graphic descriptions, literal reports, and ta
n-and-ink ske tches, gentlemen who sit at home at case , are able to realize wi
lerable accuracy the more remarkable species of this lively family, to co
ehend their amusing jargon, to take an interest in their peculiarities of perec
(1 Speech, and to enter into the spirit of their very characteristic humour0 man has done more than the facetious Judge Haliburton, through the mou1the inimitable Sam,
’to make the old parent country recognise and apprecia
rqueer transatlantic progeny ; and in the volumes before us he seeks to rend
e acquaintance more minute and complete . H is present collection of comories and laughable traits is a budget of fun full of rich Specimens of Americaumont .
”—Globe .
The reader will find this work deeply interesting. Yankeeism pourtrayed, is raciest aspect, constitutes the contents of these superlative ly entertainin
olumes, for which we are indebted to our facetious old friend Sam Slick
he work embraces the most varied topics,—political parties, re ligious ecce
°
cities, the flights of literature , and the absurdities of pre tenders to learnin
Il come in for their share of satire ; while in other papers we have specimensenuine American exaggerations, or graphic pictures of social and domestic lis it is, more especial ly in the ruder districts and in the back settlements,
gain sallies of broad humour, exhibiting those characteristics which form in tlountry itself the subject of mutual persimage between the citizens of difi
’
ere
tates. The work will have a wide circulation.—John Bull.
KH A R TO UM,
AND THE BLUE ANDWHITE NILES.
BY GEO RGE MELLY, E SQ .
2 v . post. 8vo., with Map and Illustrations, 2 l s. bound.
Mr. Mel ly is an animated writer, and aquick observer—his style is buoyslively, and agreeable , and his book is from first to last instructive and en
taining.” —Moms
‘
ng Post.
Independently of the amusement and information which may be derivfromMr. Me lly
’
s interesting work, the references to the re lations which e x
at this time between the Sublime Porte and Egypt are worthy of every cousi
rationwhich statesmen and public men can bestow upon them.
”—Messenyer.
We cannot fee l otherwise than grateful to the author of these valuable a
useful volumes for having kept so ffi thful a journal , and for giving the pubthe benefit of his adventures and experience . The manners and customsthe natives, as well as the natural curiosities, and the relics of antiquity whithe travellers visited, in turns engage the reader
’s attention ; and, al together, t
book is a most entertaining and instructive eade-mecum to the interesting portiof the East ofwhich it treats.
”—JolmBull.
SCENE S F R OM SCR IPTURE .
BY TH E R EV. G. CROLY, LL.D.
Author of SA LA 'ramL, &c., l v ., 108 . 6d. bound.
PR IN C IPA L CO NTE NTS
The Last Day of Jerusalem—E sther—The Third Temptation—The VisionGod—The Sixth Seal—The Power of Prayer—Belshazzar—Malachi—Baland Balsam—E zekiel— John the Baptist
—The Prophecy of JerusalemE lisha inDothan—The Woe upon Israel
—The Judgment Day, 810 .
Eminent in every mode of literature , Dr. Croly stands, in our judgment, fiamong the living poets of Great Britain—the only man of our day entitled by
power to venture within the sacred circle of religious poets.
”—Standard.
The appearance of a volume of poems from a writer of such high repute
the author of Salathiel ,’is an event in the history of modern literature . W
a vigour of language in harmony with the subjects he has chosen, Dr. Crolypresented to us, in a poetic form, some of themost striking and instructive indents in the sacred volume .
—Messenger .
This volume will be extensively read and admired. It is one of gr
interest, variety, and merit.”— Post.
This work deserves to be placed in the highest ranks of sacred poetry.
A tlas.
A h admirable addition to the library of religious families.” —JalmBull.
A NEW H I STO R I CA L WO R K,
BY M I S S P A R DO E ,
Author of
Low s XIV “ Tn:C I TY or run SULTA N , &c.
(In Preparation.)
A NEW WO RK O N CANADA,
BY 7 3 11 LIE UTEN A NT-CO LO NE L 8 1 11 R . BO NNYCA STLB .
With considerable Additions, and an A ccount of R ecent Transactions,
BY SIR JAME S E . ALEXANDE R , K.L.S &c .
2 v ., with Maps. (Just R eady.)
NAR RATIVE O F
FIVE YEARS’
RESIDENCE ATNEFAUL.
BY CAPTA IN THOMA S SMITH ,
Late Bengal Native Infantry ; Assistant Political R esident at Nepaul.
2 v. (Just R eady .)
SPA I N A S IT I S.
BY G . A . HOSKINS, E SQ .
Author of TnA v sns m ETH IO P IA , A ND V1a1'
r TO TH E GR E A T 0 11 8 1 8 , &c.
2 v ., with Illustrations, 21s. bound.
To the tourist this work will prove invaluable . It is the most complete anmost interesting portraiture of Spain as it is that has ever come under our
notice .
” —John Bull.Mr. Hoskins is a pleasant companion and a very useful guide . H e describes
a route abounding in all the attractions afl’orded by noble works of art, interest.
ing historical association, and exquisite scenery ; and he does justice to them all.
H is narrative is rendered both attractive and valuable by the intrinsic interest 0the subject, and the graphic truthfulness of descriptionwhich appears in e ver
page .
”—Morning P ost.
CO LBU RN AND co .
’
s NEW PUBLICATIO NS.
firmmarks at firtinn, In; Bistingnisbrhwrittrs.
ADAM GR A EME O F MO SSGR AY.
A NEW STOR Y O F SCOTTI SH LIF E .
By the Author of
PA ssA oss 1 is m s Luvs or Ma s. MA R G A as '
r Me an A Nn,
A ND CA LE B F a .
”3 v . (Just R eady ,
H E A R T S A N D A LTA R S.
BY ROBERT BELL, E SQ ,
Author of “ T11 11 LA nnxn o r G O LD," &c. 3 v.
A DVE NTU R E S O F A B E A U TY.
BY MR S. CROWE ,
Author 0“ SUSA N Horn y ,
” “ LIGHT A ND Danx xnss,” &c. 3 v .
E M I L Y H O W A R D .
BY MR S . DUNLOP . 3 v .
THE HE IR O F ARDENNAN.
A STOR Y O F DOME STIC LI F E IN SCOTLAND.
By the Author of ANN ]:DYSA R T.
C L A R A H A R R I N G T O N ;A DOME STIC TALE . 3v .
The writer of Clara Harrington’
possesses thought, fancy, and originality,
inno common degree .
"—A thenamm.
F A LKE NB U R GBy the Author of Munnan VsanoN .
A tale of singulsr and fascinating beauty.
A ll discriminating readers will be of one accord as to the excellence o
Falkenburg.
’Be it truth or romance , it is a capital story. The characters ar
well delineated and cleverly contrasted—the descriptive passages are full 0
grace and elegance—the reflective full of strength and earnestness.
”-Mom i
Post.
MRS.MATHEWS ; DR,FAMILYMYSTERIES.
BY MR S. TROLLOPE .
Author of Eus'
racn,”
Tm:BA R NA BYS , &c. 3 v.
A productionunique in character, and of singular merit. This interestinstory displays remarkable knowledge of life and motive , and unites with greavariety and fertility in the conception of character, greater freedom, energyand minuteness of delineation, than any other of Mrs. Trollope
’s novels.
”
Morm’
ng Post.
Those who open the present volumes with the expectation of enjoyinganother of those rich treats whichMrs.Trol lope
's clever penperiodically provides
for the novel-reading public, wil l not be disappointed. The author proves the
undiminished vigour of her inventive and descriptive powers.”—JolmBull.
CLA R E A BBE YBy the Author of “ Ta x Discrrsma or Luvs , &c. 2 v .
Lady Ponsonby’
s‘Clare Abbey 1s a delightful book, full of powerful and
graceful writing.
” Standard.
In this story the talented author of The Discipline of Life ,’ has displayed
all that power of painting the passions of the human heart, and the hard struggles between inclination and duty, of which her former work gave such ample
proof. The tale has a fascinating interest, while its lofty moral tendency raisesit above the ordinary level of works of fiction.
”-John Bull.
C A L E B F I E L D .
A TALE O F THE PUR ITANS.
By the Author of PA ssa ons m TH E Lure or Mas. MA R GA R ET Ma rrumn,Mnnxm n,
”&c. l v .
This beautiful production is every way worthy of its author’s reputation in
the very first rank of contemporary writers.”—Standard.
A s a delineator ofmanners and character, this author has scarcely an equalamong living writers ; while for the nobility of her sentiments, she stands all
but alone above them all . Caleb fi eld’is a vindication of the Puritans—a
sketch of their character and illustration of their deeds ; in a story of movinginterest, deeply exciting, full of novelty, and abounding in scenes of graphicbeauty.
”—Sunday Times.
P O P U L A R W O R K S O P F I C T I O N .
MA R IA N W ITH E BB.
Br GE RALDINE E . JEWSBURY,
Author of
Z oe ,”
The Half Sisters, &c. 3 v .
F ull of cleve rness and original ity .
"
The best of Miss Jewsbnry’s nove ls.
O ne of the noblest works of action that
has been for some time published in this
country .
"—O bse rver .
“A work of singular beauty. aiming at a
noble purpose , and aflord lng a v lvtd and
faithful v iew of society in the nineteenth
century.
”—Ssmday Times.
“ A cleve r and bril liant book, amof theresults of varied knowledge of life . The
ge rsons l ske tches remind one of Douglas
e rro ld. The style is admirable for its
caustic and compressed vigour. Marian
W ithers will take a high rank among con
temporary fictions.
” Weekly News.
CE C ILE
O R , TH E P E R V E R T.
By the Author of“ Rockingham.
”l v .
‘Ve cannot too highly recommend this
remarkab le work . I t ls earne st and e lo
quent, charitable and kind ly. The story isfull of strong and genuine interest. The
charm o f the book is that it is so ll le-llke , so
full of home - truth and rea lity.
”—Moming
The author of Cecile ’ Is a writer to
whom the sce nesof high life inwhich he findsthe matte r of hls stones are no t me re gue ss
work—who puts his own expe riences into
the form of tictlon.
”—E:aminer.
TH E LIV IN G STO N E S .
A STO RY O F REAL LIFE . 3 v .
This work has a real inte re st. The pictures of the Scottish homes. inwhich thehe roine ’
s youth is pas t, are exce llent.”E xaminer.
“ G re at fre shness of matter is the cha
racte ristic of this nove l The write r possesse s a knowle dge of socie ty, e specia lly inScotland. d rama tic powe r in depicting cha
racte r, and e xhibiting scenes w1th moralpurpose and sound ly e legant reflection.
”
Sp ecta tor.
R A LPH R UTH E R F O R D .
By the Author of The Petre l.”
3v .
A dmiral F ishe r’s interesting nauticaltale of ° ltalph R uthe rt
‘
ord 'is a worthy
membe r of the Marryat class, hi l l of animated scenes. serious and dro l l . with thehalo o f a love story thrown around it.
The re are passage s and incidents whichTom Cringle might have be en proud to havedescribed .
—Um’
ted Service Gaz ette.
A L B A N ;A TALE .
By the Author of Lady A lice .
Written with unquestionab le abl
The story is exciting, and the scene s disconsid erable sk il l —Um’
ted Service Mag“ A remarkable nove l, carried out W1
great de al of spirit and efl'
ect."
The LA DY and the PR IE S
Dr MRS. MABERLY. 3 v .
The sustained , the ever he ighten
inte rest. with which the story progresse s
the end , and the power with which
characte rs are de linea ted, toge the r with
al lusions and ill ustrations applicable to
mighty cond ict of the day be tween B e
an E ngland, combine to make the fictio‘The Lady and the Priest
’one of the n
e xquisite romance s. which, we doubt 1
will, in add ition to the keen enjoymen
the pe rusa l, do more thanhundreds of
discussions and platform orations to impthe popular mind with the dange rous 1
racter of the Popish creed and systemJohn Bul l .
TH E TUTO R ’S W A R
By the Author of
Wayfaring Sketches,”
Abuse ,”&c. 2 v .
The Tutor’s W ard is s maste rpie c
fiction. The plot of the sto ry is charge
the full with e xtraordinary incidents
adventures. The characters are de line
with graphic power, the scenes fini:with dramatic e fl
'
ect. and the tale conciu
to its close with sustained inte re st. R
has the powe r of love ove r the female hbeen more beautifully pourtrayed than
this splendid tale .”—Jal mBull .
A R TH UR C O NW A Y ;O R , SCENE S IN THE TR O PI
B Y C A PTA I N M I LM A NLate 33rd R egiment. 3 v.
A book of very rare merit. A s a
mance. reple te with striking and afi'
e c i
incidents ; as a picture of life in the
Indies, as a de line ation of tropical se e n
and of the grand and myste rious visita tiof nature ,
‘A rthur Conway’stands nu
proached by any modern wor - Un
Service Gaz ette .
“ This work is not only inte restingwe ll-written. live ly, e xciting work of 60 1but valuable as a series of ske tches o f
civilisation and progress of the W est Int
embodying the reminiscences oi scene rycharacter prese rved by the author durl
residence in the Caribbe e Islands .
scene s where the Caribs are introduced
quite original in romance .
"—Suaday Ti
mm em DY
0011111111 AND 00,
13, GR E A T MA R LB O R O U GH STR E E T.
111.-w 31111 1011 orm uvns orm cum s.
m a) .pn‘
w l 2c each.M M
LIVE Sor m
BY AGNES STRICKLAND.
A New, Ravised, and Cheaper Edition,
ELLISHE D WITH PO RTR AITS O F EVE RY Q U EE
BE A UTIF ULLY E NGR AVE D F R O M 7 1-111 H O ST A UTHE NTIC SO UR CE S.
IN announcing the new, revised, and atly augmented Edition
his important and interesting work, whi{ has been considered uniqubiographical literature , the publishers beg to direct attention to th
>llowing extract from the preface A revised edition of the Liv e
f the Q ueens of England,’
embed ing the important co llectionswhio
ave been brought to light since t e a pearance of earlier impression
1 now offered to the world, embe llishedwith Portraits of e very Q ueeom authentic and properly v exified sources. The series, commencin
th the consort of William the Conqueror, occupies that most intteating and important period of our national chronology, from the de at
f the last monarch of the Anglo~ Saxon line , F dward the Confessor,
he demise of the last sovere ign of the royal house of Stuart, Q uee
ne,and comprises there in thirty queens who have worn the crown
trimonial, and four the regal diadem of this realm. We have re late
BURKE’S PEERAGE AND BARONET
F O R 1852.NEW EDITIO N, R EVISED A ND CO RR ECTED THR O U GHO
F R O M THE PE R SO NAL CO MMUNICA TIO NS O F
THE NO BILITY, & c.
With the ARMS ( 1500 innumber) accurately engraved, and incorporated with thNow ready, in l vol. ( eomp1
-isingasmuchmatter as twenty ordinary volumes) ,383.
The following is a List of the Principal Contents of this StandardWork
I. A full and interestin history of each V. The Spiritual Lords.
order of the English Nob1°
ty, showing its VI. F orci Noblemen,origin, rise, titles, immunities, rivileges,&c. of the Britis Crown.
II. A complete Memoir of t e Q ueen and VII. Peerages claimed.Royal F amily, forming a brief genealogical VIII. Surnames of Peers and PHistory of the Sovereignof this country, and th Heirs Apparent and Presumptideducing the descent of the Plan nets
,IX. Courtesy titles of E ldest Sons
Tudors, Stuarts, and Gne l hs, throng their X. Peerages of the Three Kingd
various ramifications. 0 this section is order of Precedence.s
gpended a list of those Peers who inherit XI. Baronets in order of Preceden
t e distinguished honour of Q uarte ring the X11. Privy Councillors of E ngRo al A rms of Plantagenet. Ireland.
11. A 11 A 11thentic table of Precedence. XIII. Daughters of Peers maIV. A perfect B1a
'
ronr on ALL TH E Commoners.PE E R S A ND BA R O NETB, with the fullest XIV. A LL TH E Ommae or Kdetails of their ancestors and descendants, 110 0 1) with everyKnightandall theand
&rticnlars respecting ev
e‘i
l
'
ycollateral Bachelors.
mem r of each family, and internar XV. Mottoes translated, withriages, &c. illustxations.
OPINIONS O F THE PR E SS .
The most complete, the most convenient, and the cheapestwork of the kind eve
to the public.
”—Sun.
The best genealogical and heraldic dictionary of the Peerage and Baronetage,
first authority onall questions afi'
ecting the aristocracy.
”Globe.
F or the amazing quantity of personal and family history, admirable arrange
details, and accuracy of information, this genealogical and heraldic dictionary is wi
rival. It is now the standard and acknowledged book of reference upon all qutouching pedigree, and direct or collateral afi nity with the titled aristocracy. The
of each distinguished house is deduced through all the various ramifications.
collateral branch,however remotely connected, is introduced ; and the alliances
carefully inserted, as to show,in all instances, t he connexionwhich so intimatel
between the titled and untitled aristocracy. We have also much most ente
historical matter, and many very curious and interesting family traditions. The
in fact, a complete cyclopwdia of the whole titled classes of the empire, supplying
information that can possibly be desired on the subject.”—Moming Post.
1852.
a Gfimtalogital 1 11110111119
s THE WHOLE onTHE UNTITLED AR ISTOCRACY
ENGLAND, SCOTLAND, AND IRELAND
Comprising Particulars of Individuals connected with them.
In2 volumes, royal 8m,
WITH A SEPA R ATE INDEX, GRATIS,
TAW Q W 0 1 8 TO 1 1111 NAME S 3m ! PE R SO N HBUTIO
more matter than30
e Landed Gentry of England are so closely connected with the stirring records
tful history, that some acquaintance with themis amatter ofnecessity with thethe lawyer, the historical student, the speculator inpolitics, and the curious in
bical and antiquarian lore ; and even the very spirit of ordinary curiosity will pi
desire to trace the originand progress of those families whose influence perved
s and villages of our land. This work furnishes sucha mass of authentic infom
gatd to all the principsl families in the kingdomsshss never before beenattemlaght together. It relates to the untitled families of rank, as the PWstage does to the titled, and forms, in fact, a peerage of the untitled aria
braces the whole of the landed interest, and is indispensable to the library of
m an. The great cost attending the productionof this National Work, the firs
induces the publisher to hope that the heads of all families recorded in its page
work of this kind is of a national value. Its utility is notmerely temporary,
0
b
xist and be acknowledged as long as the families whose names and genes ogted in it continue to forman inte
gral portion of the English const1tpt1on. A s a
record of descent, no family shoal be without it. The nnt1tled ari stocracyhatwork as perfect a dictionary of their genealofi
ical history, family connex1onsic rights, as the peerage and baronetage. It w
‘
be an enduring and trustw-Mm ting Post.
work inwhich every gentleman will find a domestic interest, as it conts'
t account of eve known famil in the United Kingdom. It is a dictions
families, and t eir origin, every man’s neighbour and friend, ifnot of is
yes and immediate eonnexions. It cannot fail to be of the greatest utthty to pmenin their researches respecting the members of difi
'
erent families, bel ts to
,&c. Indeed, it will become as necessary as a Directory in
G E R MA NY
ITS COURTS AND PEOPLE.
BY THE AUTHO R O F I ILDRBD VE RNO N .
Second and Cheaper Edition. 2 vols. 8vo, 2 1s. bound.
This work compri se a complete picture of the v arious courts
people of the Continent, as they appear amidst the wreck of the rec
revolutions. The author‘
possessed, through her influential connexi
peculiar facilities for acquiring exclusive information on the topics tre:of. She succeeded in penetrating into provinces and localities ra
v isited by tourists, and still glowmgwith the embers of civil war, and
lowed the army of Prussia in Germany, of R ussia inHungary , an
R adetzky in Italy . H er pages teemwith the sayingsand doings of
al l the illustrious characters, male and female, whom the events of
last two years have brought into E uropean celebrity, combined
graphic v iews of the insurrectionary struggles, sketches of the v ari
aspects of society, and incidents of personal adv enture . To giv e an i
of the momand variety of the contents of the work, it need only be m
tioned that among the countries v isited will be found Prussia, Au
Hungary, Bav aria, Saxony, Serv ia, Styria, the Tyrol, H anover, B
wick, Italy, &c. To enumerate all the distinguished personages
whom the writer had intercourse, and of whom anecdotes are re]
would be impossible ; but they include such names as the EmpAustria and R ussia, the Kings of Prussia, Hanov er, Bavaria, and
temberg, the Count de Chambord (Henry the Q ueens of BavarlPrussia, the ex -Empress of A ustria, the Grand Duke ofBaden, the
dukes John, F rancis, and Stephen of A ustria, Duke Wilhelm of B
wick, the Prince of Prussia, Prince John of Sax ony, the Countess Ba
anyi, Madame Kossuth, & c. Among the statesmen, generals, and le aactors in the revolutionary movements, we meet with R adowitz ,Gagern, Schwarz enberg, Beklt, E sterhazy, the Ban Jellacic,Windi
gratz , R adetzky,Walden, H aynau,Wrangel , Pillersdorf, Kossuth, B lGorgey,Batthyanyl,Pulszky,Klapka,Bem,Dembinski,H ecker,Stmv e ,
L.
’
.a
DeAn important, yetmost smasingwork, throwingmuch and richly-col
light on matters with which e very one desires to be informed. A ll the cand people of Germany are passed in v iv id review before us. T]:
m count of the A ustnans, Magyars, and Croats, will be found especial ly13. In many of its lighter passages the work ma bear a com
oady Mary Wortley Montagu’s Le tters.
”—MorningyChronicIe .
p
THE LIFE AND REIGN O F CHARLES
By 1 . D I S R A E L I .
A NEWnmuon. aswssnBY THE AUTHO R , AND sorrsn
BYms son, B. DISRA ELI,
2 vols, syo, uniformwith the Curiosities of Literature, 2se. bound.
OPINIONS O F THE PR E SS.
By far the most important work on the important age of Charles I . t
modern times have produced.
”
Q uarterly R eview.
Mr. Disrae lihas conceived that the republication of his father’
s Cc
taries on the Life and Re ign of Charles I .’ispeculiarly well timed at the p
moment ; and he indicatesthe well-knownchaptersonthe Geniusof the P11
and the critical relations of Protestant sovereigns with R om'
an Catholic 11
j ects, as reflecting,mirror-like. the events, thoughts, passions,and perplexi
of the present agitate dc poch.
’In particular, he observes, that the storie
conversions to the R omish faith, then rife, seem like narratives of the p
hour, and that the reader is almost tempted to substitute the names of
personal acquaintances for those of the courtiers of Charles. No apology
needed for reintroducing to the world so instructive and original 11.work as
of Isaac Disraeli.”Times.
A t the end of 250 years, R ome and England are engaged in a controv
having the same object as that inwhich they were committed at the 00m
ment of the seventeenth century ; and no where will the reader find the
cumstances of that controversy, its aims, the passions which it evoked, thestrumentswhich it employed, and its results, better described than in this
The positionattained by the late Mr.Disraeh s admirable and learned cc
menteries on the great events of the R evolution, and the times that led towould at any period have warranted its republication. To those, however,
whom the bearing of its remarks, and the efl'
ect of the author’s researches
knownon the religiousquestion of that day, their apt and effective bearingthe most vital topic of our present re ligio-political existence, will give the
pearance of the work an additional value .
”—Britannia .
The history of Charles I . required a Tacitus, and, inour opinion, this w
ought to have that standard character.”Gentleman’sMagazine.
VES OF THE PRINCESSES OF ENGLAND.
By MR S EVE R ETT GRE EN,
BITO R O F THE LETTERS O F ROYAL AND ILLUSTRIOUS LADIE S.
8 vols., post sy o, with Illustrations. 10s. 611. each, bound.
OPINIONS O F THE PRE SS.
most agreeable book, forming a meet companionfor the work ofMiss Strickland, ti
e
i
learned world by her excellent collection of Letters of Royal and Illustrious Ladies
executed her task withgreat skill and fidelity. Every page displays careful research
tecuracy. There is a graceful combinationof sound,historical a udition, with an ai1
cc and adventure that ishighly pleasing, and renders the work at once anagreeabh
ion of the boudoir, and a valuable addition to the historical library. Mrs. Greer
ntered uponanuntrodden path, and gives to her biographies an air of freshness and
ty very alluring. The htat two volumes ( including theLives oftwenty-five Princesses]us from the daughters of the Conqueror to the family of Edward L—a highly inte
3period, replete with curious illustrations of the genius and manners of the Middle
Such works, from the truthfulness of their spirit, furnish a more lively picture 01
se thaneven the graphic, though delusive,pencil ofScott snd Jamee.”—Bfi tanm°
a
he vast utility of the task undertakenby the gitted author of this interesting booli
ly be equalled by the skill, ingenuity, and re search displayed in its accomplishmentfieldMrs. Greenhas selected is anuntroddenone. Mrs. Green, ongiving to the world
11 which will enable us to arrive at a correct idea of the private histories and personal
1cters of the royal ladies of England, has done snfi cient to entitle her to the respect
gratitude of the country. The labour of her task was exceedingly great, involvingrobes, not only into English records and chronicles, but into those of almost every
country in Europe. The style ofMrs. Green is admirable . She has a fine per
nof character andmanners,s penetrating spirit of observation, and singular exactness
gment. The memoirs are richly fraughtwith the spirit of romantic adventure.”
t’
ng Post.
is work is a worthy companion to Miss Strickland’s admirable Q ueens oi
d.
’Inone respect the subj ect-matter ofthese volumes ismore interesting, because
more diversified thanthat of the Q ueensof England.’ That celebratedwork, although
eroines were , for the most part, foreignPrincesses, related almost entirely to the his
oi this country. The Princesses of England, onthe contrary, are themselves English,eir lives are nearly hll connected with foreign nations. Their biographies, conse
ly, afl'
ord us a glimpse of the manners and customs of the chief European
oms, a circumstance which not only gives to the work the charm of variety, but
his likely to render it peculiarlyuseful to the general reader, as it links togetherby
iation the contemporaneous history of various nations. The histories are related
an earnest simplicity and copious explicitness. The reader is informed without
wearied,and alternately enlivened by some spirited description, or touch
ed by
pathetic or tender episode. We cordially commend Mrs. E verett Green’s production
neral attention; it is (necessarily) as useful as history, and fully as entertaining “3
nce .
"—Sun.
BURKE’S DICTIONARY OF THE
11 1 11101 , 0011111 1 1, ABEYANT PEERAGEO F ENGLAND, I C O TLAND, AND IRELAND.
This work, formed ona planprecisely similar to that of Mr.Burke’st'
the present P and Baronetage, comprises those peerages whio have been a
ended or extinguish since the Conquest, particulan’
smg the members.
of each familsch generation, and brinTg
the lineage, in all posa1ble cases, through e1ther collata-sfl
‘
emules, downto existin oases. It connects, inman mstancss, the newwith theiobility, and it will in cases show the cause which as mflnenced the renvsl ctxtinct dignity ina new creation. It should be particularly honest} , thatthis newwippertains nearly as much to ex tant as to extinct persons of distinctmn; for th1gnities p as away, it rarely occurs that whole families do.
C O N T E N T S .
6.
cording to Surnames.
ance.
Peerages of Ire land, extinct andant
, alphabetically,accordin to
Pzrages of Scot
c
llsnd&cext
ir
lic
lt
i
y i tilissue attain er abeticall
°
L. Charters of F reedom—Magna Charta accordifig to Smnimes'
.
p y
Charter Of F 0138“ 10. Extinct Peeragea of Scotland, alpha
5. Roll of Battel Abbey. beticslly, according toTitles.
11 11 110 1 113 0 1 som o DE 111 00 1,LA
'ra manor or rrs
'rorA A 111) rnA '
ro ;
RE F O RMER O F CATHOLICISM IN TUSCANY.
Cheaper Edition, 2 vols. 8yo, 12s. bound.
The leading feature of this importantwork is its applicationto the greatquesit issue between our Protestant and Catholic fellow-subjects. It contains a comspace of the BomishChurch Establishment during the etghteenth century, and o
buses of the Jesnits throughout the greater part of Europe. Many particulars of thnest thrilling kind are brought to light.
MADAME CAMPAN’S MEMO IRS
O F THE COURT O F MAR IE ANTOINETTE .
Cheaper Edition, 2 vols. 8vo, with Portraits, price only l 2s.—The same in F rench.We have seldom perused so entertaining a work. It is as a mirror of themost splenlid Court inEurope, at a time when the monarchy had not beenshornof any of its beams
hat it is particularly worthy of attention.
”—Chrons'cle.
AHD
EPISO DES IN ANCESTRAL STORY.By J. BERNARD BURKE , E sq
of “ The Histcry of the Landed Gentry,” The Peerage and Baronetage
81100 11 11 A im O n m a Eamon, 2 vols , post 81m, 21s. bound.
families are replete with details of thethrowing light on the occurrences of p
i
all as domestic life, and elucidatmg the causes 0
Jnal events. How little of the personal history of
u'ally known, and {3 how full of amusement is the subject !
eminent family some event connected with its rise or
some curious tradition interwoven.with its annals, or some c
a gloom over the brillianc of its achiev ements, which canno
ract the attention of that up ere of society to which this work
alat ly refers, and must equally interest the general reader,in this country, the records of the higher classes have always
a peculiar attraction. The anecdotes of the A ristocracy here
cd go far to show that there are more marv els in real life than in
tions of fiction. Let the reader seek romance inwhatever book,bataver
°
od he ma yet nought will he find to surpass the un
ted°
ty here unfo ded.
MANTIC RECORDS O F DISTINGUISHE
FAMILIES.Being the Second Series of Anecdotes of the A ristocracy.
By J B. BURKE ,E sq.
2 vols., post 8110, 218. bound.
From the 00pious materials afl‘
orded by the histo of the Eu lish A ristocracy,c hasmade another and amost happy selection, ding a seconfiwing to bxs interietare-gallery. Some of the most striking incidents onrecord in the annals ofoble families are here presented to view.
”—Jok
H I STO R I C SC E NE S.By A GNE S STR ICKLAND .
Author of Lives of the Q ueens of England.”ao. 1 vol, post syo,
bound, with Portrait of the A uthor, 10s. 6d.
This attractive volume is repleteit will be found, we doubt not, in the hands of youthful branches of a family,in those of their parents, to all and each of whom it eannot fiail to be alike aninstructive.
”—Britanm°
a .
This delightful book will speedily become a rei ing favourite. These
teresting.
cornpositions abound in delicate and se ned sentiment, glowingimagination and
LETTERS OF ROYALAND ILLUSTRIOUSO F GR E AT BR ITA I N,
ILLUSTR ATIVE O F THE HISTO RY_O F ENGL
Now first published from the O riginals, with Introductory No
By M A R Y A NN E VE R E TT GR E E N ,
Anthor of Lives of the Princesses of England."
Cheaper E dition, 3 vole , with F acsimile A utographs, &c., 15s.
GE NE R A L PE PE’S NA R R A TI
OF THE WAR IN ITALY,F ROM 1 847 to 1 850 ; INCLUDING THE SIE GE os VE
S ven , post 8 70 , na. bon d.
The and features of the recent Italian movement in favour of a nationalhave no other such authentic portraiture as these volumes convey .
documents and letterswhich the work containsmake it indispensable to theof these times. The whole panorama of the R evolution 13 here one over—tmovement beginning
at Bo tne—the amtation caused thereby in nee anthence s reading to icily , Piedmont. and Austrian Italy
—the threats andtude of t e Court of Vienna—the spirited revolt of the Sic;lians~—the increasecGerman generals in Lombar ly—the crash of the Paris1an R evolution—the
EO pulace ofMilan ai
ainstM es
sy, the declarationofCharles A lbert, and ad 1
ardinian tr00ps—t 0 battle of to—the exuitation of in R ome andthe night of the Grand Duke of Timcany
—the revolution in aplas—the tPope and King—the dreadful me asur e inNaplea—the disasters of Charles Abombardment of Brescia—the glorious defence of Venice—the d ight of theR ome—the arrival of Mm im—t’
he{iroclm atien of the Re public from the
the invasion of the R omanStates by he armies of Spain, Austria, F rance , andthe fall of Venice and of R ome—and the whole chain of events down to $111return.
"—A thm wm.
“ We predict that posterity will accept General Pepe as the historianofItalian movement of the mnete enth century . H is work is worthy of all 01
CAPTAIN CRAWFORD’S REMINISCENCES
O F ADMIRALS SIB E . OWEN, SIB B . HALLOWELL CAR E
AND OTHE R DISTINGUISHED COMMANDER S.
2 vols, post 8vo, with Portraits, 2 1s. bound.
Abeing read with delight b all
Navy.
”—P lymouthH
REVELATIONS OF PRINCE TALLEYRAND.
By M. commons,
Now ready, Vow amXL, price 7s., of
M. A. THIERS’ HISTORY OF FRANCE,F R O M THE PE RIOD O F THE CONSULATE IN 1800,
TO THE BATTLE O F WATERLOO.
A SE Q UE L TO H IS H ISTO RY O F TH E F R ENCH R EV O LUTIO N.
Having filled at difl'
erent times the high ofi ces of Minister of the Interior, of F inanof F ore
'
Affairs, and President of the Council, M. Thiers has enjoyed facilities beyo
the reac of every other biographer of Napoleon for procuring, from exclusiveauthentic sources, the choicest materials for his present work. A s guardian to
archives of the state, he had access to diplomatic pa ta and other documents ofhighest importance, hitherto known only to a privileged w
,and the ublicationof win
cannot fail to produce a irse t sensation. F romprivate sources,M. T
°
ers, it appears,also derivedmuch value 10 information. Many interesting memoirs, diaries, and letall hitherto unpublished, and most of them destined for political reasons to remainhave been placed at his dis while all the leading characters of the empire, who 1
aliye when the author un ertool:the present history, have sngplied himwith a massincidents and anecdotes which have never before appeued
o
inKa
t,and the accuracy
vmvalue of whichmay be inferred from the fact of these se g been themselves33Witnesses of, or actors in, the great events of the periTo prevent disa pointment, the public are requested to be particular ingiving th
orders for cm:s Au'moarsnn TnAnsLA 'nolt.”
HISTORY OF THE HOUSE O F COMMONSFROM THE CO NVENTIO N PA RLIAMENT O F 1688-9, TO THE PASSIN
THE REF O RM BILL IN 1882.
By WM. CHAR LE S TOWNSEND, E SQ ., M A .,
R ecorder ofMacclesfield. 2 vols. Bro, 12s. bound.
We have here a collectionof biographical noticesof all the Speakerswho haveduring the hundred and forty-fouryears above defined, and of several Membersment the most distinguished in that period. Muchuseful and curioustered throughout the volmnes.
”Q uarterly Remote.
DIARY AND MEMOIRS OF SOPHIA DOROTHC ON SOR T O F G E O R G E I.
Now d irom
A work aboundin in the romance of real life.” my
.
A book of man ous revelations, establishing beyond doubt the ~
perfect innof the beautiful, highly
-gified, and inhumanly-treated Sophia Dorothea.”
LETTERS DE MARY Q UEEN O F SCOIllustrativ e of H er Personal H istory.
E dited, with anHistorical Introduction and Notes,
By A GNE S STR ICKLAND .
Cheaper Edition, withnumerous Additions, uniformwith Miss Strickland’s Lives 0
Q ueens of England.”2 vols, post 8vo, with Portrait, &c., 129. bound.
The best collection of authentic memorials relative to the Q ueen of Scots tha
MEMOIRSOF MADEMOISELLE DE MONTPENSIWrittenby HERSELF . 3vols , post 8110, with Portrait.
O ne of the most delightful and deeply-interesting works we have read for a
Weekly M ole.
LADY BLESSINGTON’S JOURNALO F HE R CONVE R SATIONS WITH LO RD BYR ON .
Cheaper Edition, in 87 0, embellished with Portraits of Lady Blessingtonand Lord B
price only 7s. bound.
The best thing that has beenwrittenonLord Byron.
”—Specta lor.
NARRATIVE OF A TWO YEARS'
RE SIDENCE AT NINEVEH ;
TRA VELS IN ME SO PO TAMIA , A SSYR IA , AND SYR
By the Be v. J. P. F LETCHER . Two vols, post 8 1 0, 2 1s. bound.
These Travels embrace not only Nineveh and its antiquities, butvarious
tal Christians, as well as notiees ot‘
the country between Mosnl and A le
years at Mosul , duringhis inquiries into the condition of the O riental Churchave fitmished him with a vast fund cf anecdote assd illnmation. The w
on the hypothesis advocated by MajorRawlinson as regards the early
A work of at M e n sch d a W iThe work is not ess ecce table as a book of tram it is valuableto the arch eology et ths nly Beriph rea.
”—M d .
A booh which lets us more into the secret of the habits and idea of the
Two volumes aboundmg'
in live and graphic aketchese i’see as visited and of
ters encountered .
”—A themeum.
ly 11
There is a t deal of 0°
na.l hypothesis and much gratii’ informati
these volumes. r . F letcher isrngl
aeute observer, and a we II-read 5% H isdeSOW es to be popular, and cannot fail to inm e mrkno 1it treats.
”—E vm eucazMagazine ,
W “ 18° °f “ 10 countries of w
LORDLINDSAY’SLETTERS ONTHE HOLYPom s! Eam on,Revised and Corrected, 1 gal , post 87 0, 68. tom
“ Lord Lindsay bastelt and recorded what he ssw withthewisdomof aphik
the faithof an enlightened Christian.
”—Q | 1a -tedy Review.
THE CRESCENTANDTHE CROSS;on.
ROMANCE AND REALITIES O F EASTERN TBy WA RBURTON , E sq.
“ Independently of its valne as an original nam tive, aud its useful and in
formation, thiswork is remarkable for the colouring power and play of fancyits descriptions are enlivened. Among its greatest andmost hating charms is
We could not recommend a better book as a travelling bompanion.”- U
HO C HELAGA ;
E NG L A ND I N TH E N EW W O R LE dited by ELIOTWARBURTON, E sq.,
Author of The Crescent and the Cross.”
F ouam Am) Om e g a Eam on, 2 vols , post 8110, with Illustrations, 10s.
We recommend Hochelaga most heartily, incase any of our readers maunacquainted withit. —Q uarterly R eview.
Thisworkhas already reached a third edition. We shall be surprised if i
whole pervaded by a refined but sometimes caustic humour, which impartsattraction to its pages. We can cordially recommend it to our readers, as
amusement of its lighter portions, the vivid brilliancy of its descriptions, an
informationit contains respecting Canada, and the position generally of Engnewworld.”—J 01mBull.
LIGHTS AND SHADES OF MILITARYLIFE.
E dited by Lieut-Gen. Sir CHA RLE S NAP IE R , Command
Chief in India, 6 0 . 1 vol., 8vo, 10s. 6d. bound.
Nspier’s share of it, one o
most on gi
SIR JAMES ALEXANDER’S 1 0111113;O R , SEVE N YE AR S
’
EXPLOR ATION IN CANADA , & c.
2 vols., post 8vo, with numerous Illustrations, 12s. bound.
Beplete with valuable information on Canada for the Eu lish settler, the Eusoldier, and the English Government ; with
'various charms of venture and descri
for the desultory reader.
”—Moms'
ng Chronicle .
No other writer onCanada cancompare withthe gallant author of the present volin the variety and interest of hisnarrat1ve .
”4 0hnBull .
STORY O F THE PENINSULAR WAR.
A COMPANIO N VOLUME T0 ME . GLE IG’S
“ STO R Y O F TH E B A TTLE O F WA TE R LO O .
With six Portraits andMap, 5s.bound.
E very ge of this work is fraught with undyin interest. We needed such a be
this ; one t at could
$0 to the rising generation 0 soldiers a clear notion of the ewhich led to the exp
°
onof the F re nch from the Peninsular.”United
LADY LISTER KAYE’S BRITISH HOME
AND F OR E IGN WANDE R INGS .
2 vols., post 8vo, 108. bound.
Unrivalled as these volumes are, considered as portfolios ofaristocratic sketches,are not less interestin on account of the romantic history withwhich the sketcheinte rwov en.
”4 01m all.
THE NEMESIS IN CHINA ;CO MPE IBING A CO MPLETE
H I STO R Y O F TH E W A R IN TH A T C O U NTR
With a Particular A ccount of the Colony of HongKong.
F rom Notes of Ca tainW . H . HALL, R .N ., and Personal O bservat
by D . BE RNA RD , E sq.,A .M ., Ox on.
CH E A PE R EDITIO N , with a new Introduction, 1 vol.,withMaps and Plates, 68 . beCapt. Hall
’s narrative of the services of the Nemesis is full of interest, and wi
are sure, be valuable hereafter, as afl‘
ordingmost curious materials for the history of i
navigation.
”Q uarterly R eview.
A work whichwill take its place beside that of CaptainCook.” Weekly Citron
HE YEAR-BOOK OF THE COUNTon, THE F IELD, 1 1111 sosss
'
r, A ND THE F IR E SIDE .
Br WILLIAM HOWITT,
Am os or“run soon or run se asons, &c. SE CO ND AND 0
11 1111 10 11 . 1 VO LUME , wr m ru ns'
raA'rxos s, 68 . 110mm.
O PINIO NS O F THE PR E SS.
Thdworld is always happy to hear fromMr.H ewitt concerning the seasons
gas- the garden, the woodland , and their ever-changlng shows of beauty
haracters and humourswhich animate and chequer rural life . H e treats of tin'
th that atlluence of poetical imaginationand experiencewhich there is no 00111with that thorough love which, coming from the heart of the writer, goes
eart oi'the reader. The present volume is as fl esh in spirit and as rich in 1
were the first of its family . The illustrations by Mr. F oster are excellent.
arious. We cannot doubt of its having a welcome as wide as its range of cont
cordial as the love ofmanand of nature ,which every line of it breathes.
”
To all lovers of country life we recommend this exce llent volume. as a
thoughts and suggestions eminently calculated to enlarge the sphere of the
ent aswell as their usefulness ; and to all lovers of the townwe recommend it
reformtheir tastes.and awaken them to pure de lights which they have not ye8 work is a complete country companion for the whole year- in the fie ld, in ti
d at the fireside . It is divided into twe lve sections, each of which relates
cularmonth of the year, and not only describes all the natural features of the
ut the habits of life and customs appmpriate to eac —Morm°
ng P ost.
“A highly amusing book. supplying, from rural anecdote , description, and
on, something appr0priate to each season. The illustrationsare very beautiful .
ard .
A perfect transcript of rural life inal l its phases. In every respect a most at
11 . Mr. H owitt paints nature as it is, and gives descriptions of its endless
ith ane legance ofmanner that wins itsway with readers of every class.
”—l ll eesThis very attractive and de lightful work is evidently one written case
r. H owitt’s productions have always displayed an intense , and, so to speak ,
d cultivated love of O ld E ngland’
s rural beauties ; and the present book will
irable companion to his Book of the Seasons.’In the present instance th
undant and interestingly applied variety of matter illustrative of humanpl1rsuits in the country . A country life indeed , is here seen in all its points
in the fie ld , the forest, and by the fireside . It is curious to observe the variety
xts treated of, either in prose or poetry , in these rightpleasant and entertainin
e natural characteristics, peculiar customs, and usual avocations incident
onth in the year are described ina striking manner. Anecdoteqsketches of
r, ao ., are introduced with considerable skill and eflect, addingmuch to the
3 nature of the book . The Autumnal E xcursions form some of the meanwe parts of the volume ; and the legends scattered throughout are told witht and sabat Inde ed, the work is altoge ther a charming one ; and the ill
POPULAR NEW NOVELS AND R OMANCES.
on SECOND LOVE ,By ELIO T WARBURTO N, Esq; Tm:
B Mrs,
TRO LLO PE 8 volsand Cheaper Edition. 103. 6d. bound .
y
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CLA U 1) E ,
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PRIDE AHD IBR E SOLUTIOm m nom smnA Second sm d
0 F TH E DE N E . THE DISCIPLINE O F LIF E .
”
1,WILLIAM H OWITT. 3 vols.By LADY EMILY PO NSO NBY. 3 vo
NAMPA SSAGE S IN TH E LIF E or
By JULIA KAVANAGH, Author of
Woman in F rance .
”8 vols. O F SUNNYSID
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nttenby Herself.vo
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TE E WILMINGTONS.
O R,THE EARLY DAYS O F CABDINAthe Author of Emilia Wyndham, WOLSEY.
“ Moment 3volsBy the Rev. a CO BBO LD. 3 vols.
ANNE DYSARTTHE PETRE I.
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BA U GH l ltR . 3 vols. By a Naval O fficer. 3vols .
NAVAL AND MILITARY JOURNAL .
The attention of the public, and particularly that of the UniteServices and the Arm
guand Navy of the East India Company,
re spectfully invited to t periodical, which hasnowbeen establishetwenty
-five years, and embraces subjects of such extensive variety anof such powerful interest asmust render it scarcely less acceptablto readers in general than to the members of those professions fowhose use it is more particularly intended.
Independently of a succession of Original Papersinteresting subjects. Personal Narratives, H istorical Incidents, Corre spondence , &c., each number comprises Biographical Memoirs o
Eminent O fficers of all branches of service, R eviews of New Publications, either immediately relating to the A rmy or Navy, or involvinsubj e cts of utility or interest to the members of either, F ull Re art
of Trials b Courts Martial, Distribution of the A rm and avyG eneral O r ers, Circulars, Promotions, A ppointments, irths, Mar
riages, Obituary, &c., with all the Naval and Military Intelof the Month
O P I N I O N S 0 ? T H E P R E S S .
This is confessedly one of the ablest andmost attractive riodicalof which the British press can boast, presenting awide field 0 entertain
ment to the general as well-as the professional reader. The suggestion
for the benefit of the two Services are numerous, and distinguished bv igour of sense, acute and practical observation, an ardent love of discipline , tempered by a high sense of justice, honour, humanity, andtende r regard for the welfare and personal comfort of our soldiers an
seamen.
”Globe.
A t the head of those periodicals which furnish useful and valuablinformation to their peculiar classes of readers, as well as amusement tcthe general bod of the public, must be placed the United ServieMagazine , and aval and Military Journal .
’ It numbers among its contribntors almost all those gallant spirits who have done no less honouto their country by their swords than by their pens, and abounds wit
the most interesting discussions onnaval andmil: afi’
airs, and stittin
narratives of deeds of arms in all parts of the worl E very informatioof value and interest to both the Services is culled with the greates
diligence from every available source , and the correspondence of varioudistinguished officerswhich enrich its pages 18 a feature of great attractionIn short, the United Service Magazine
’can be recommended to ever
reader who ossesses that attachment to his country which should mo'
himlookwit the deepest interestonitsnaval andmilitaryresources.
CO LBURN’
S UNITED SERVICE MAGA
Thistrulynatibnal periodical is alwa full of themostfor professional men. It abounds wi excellent articles; the pememoirs of distinguished ofi cers of both Services, results of val
military and naval experience, fragments of interesting trave ls, andtales of adventure , all of which are well blended, and form a
harmonious ensemble.”—.Horm°
sg H erald.
Colbnm’s United S ervice Magazine is always a welcome vi
Its numbers contain an absolute redundancy of able and impoarticles, the value of which is notmerely confined to
'
any peculiar dis
tive interest thatmilitaryandnaval menmay attach to them. Indepe
of its attractions to the two Services. there is a mass of sterling res
zhich no class of intelligent persons will fail to appreciate .
—Mo
oat.
“ A magazine which isnot onlyan honour to the Services that patrn
it, but also to the literature of t e country.
”Standard.
To military and naval men, and to that class of readers who
on the skirts of the Services, and take a world of pains to inform t
selves of all the gain s on, the modes and fashions, the mov ementadventures connects with shi s and barracks, this periodical is i
pensable . It is a repertory o facts and criticisms—narratives of
experience, and fictions that are as as if they were true—tablereturns—new inventions and new oohs bearing upon the army annavy—correspondence crowded with inte lligence
—and sundry nuel
matters that lie in close neighbourhood with the professions, and c
bnte more or less to the stock of general useful information.
”—'
A t
The ‘United Service Magazine’is an invaluable repository of e
lei t articles on naval and military warfare , with respect to the sci
the statistics, and the management of the two branches of the Se
It is, moreover, a most useful chronicler of all current events relatiourmercantile and national marine, and to every branch of our
whe ther under Government or in the service of the East India ComIts attention to colonial afiairs and miscel laneous subj ects isuseful.
” Weekly Dispatch.
This is one of the most permanently useful of the magazines,taining matter valuable not only to the naval and military reader, b
the historian and politician. It has, moreover, sketches of manscenery, and adventure, from the pens of some of the most powriters of the day. Its digest of news is admirable , its lists of theamong which our armies and fleets are divided are of the last a t
while its amusing and able correspondence is another excellent feat—.Brighton Guardian.
C O LBU RN A ND. 0 0 PUBLISH E R S ,
1 8 , G re a t M a r l b orough S tre e t.
0 Bl H A D or A LL BO O KSE LLE R S Tfl nonc nnm mun t rn nm u