and that this was the cause of so many errors occurring in masting. He accordingly proceeded to ascertain the truth of his doubts by experiments on different models, which he has continued for upwards of twelve months past, and which have been so correctly made, so strictly consistent with the laws of mechanics, and have proved so satisfactory, that the Admiralty have been made acquainted with the whole of the facts and results, and which, we understand, cannot fail to render the science of shipbuilding more comprehensive and demonstrative, as well as lead to the correction of other errors in the theory equally worthy of consideration. It is not in the province of a newspaper to discuss scientifically points of mechanical interest, but the importance of a discovery of this nature will be easily understood by all nautical men, and especially by those who know any thing of naval architecture. It is a new fact in science, and practically useful in a valuable art allied to our national glories, and is therefore doubly interesting. The axis of rotation has been fixed by Captain Pearse’s experiments at some distance above the centre of gravity of the ship, and in the point which is known by the name of the metacentre; and we understand he considers the complexity of the theory, and not having considered the subject in a sufficiently practical shape, to have led authors into the error of confounding the centre of gravity of the ship with the axis of rotation; and that this has led to the error of supposing the lateral effort of the water, or resistance to lee-way, to produce effects contrary to truth, and from which proceeds the present imperfect system of masting. In fact, the discovery of the true axis of rotation will be a complete key to the improvement of naval architecture, as all the forces, which are so constantly and variously acting, are estimated by the distances from the axis of rotation to the points where they are applied.”
WILLIAM SNUGGS GAMMON, Esq.
[Commander.]
Was born at Swanmore, Bishop’s Waltham, on the 23d Mar. 1780; and entered the royal navy, as midshipman on board the Robust 74, Captain (now Sir Edward) Thornbrough, in Sept. 1796. He obtained his first commission on the 5th April, 1805. From this period we lose sight of him until the spring of 1808, when he was appointed senior lieutenant of the Proselyte 24, Captain Henry James Lyford, fitting out as a mortar vessel, for the Baltic station. The loss of that ship, near the island of Anholt, Jan. 5th, 1809, and Mr. Gammon’s subsequent hazardous undertaking, to convey intelligence of the disaster to Gottenburg, in an open
