Feb. 3, 1894.1 



FOREST AND STREAM. 



103 



two frames next the mast solid half floors lin. thick are worked, wel 

 nailed or screwed to the timbers, keel and keelson ; and on top of them 

 Is bolted a piece of lin oak, lOin. wide, with a couple of edge bolts 

 through to keep it from splitting. The last piece forms the mast step 

 a circular hole b'-ing cut in its center, and the keelson just beneath it 

 is a mortise for the tenon on the heel of the mast. 



After the timbers and floors are in place and faired to the ribbands, 

 the rabbets and bevels being all right, the upper ribband is removed, 

 a spiling taken, and the wale worked and set. It may be of mahogany 

 or clear Georgia pine, oak being needlessly heavy The garboard wil 

 run up on the stem to near the fore end of the waterline while it will 

 . run out on the transom aft. The planking should be planed on both 

 sides before working; with the facilities offered everywhere by planing 

 mills there is no longer any excuse for using rough stuff for planking, 

 and much time will be saved by the use of clean well planed boards, 

 in which all checks and imperfections are seen at once The stuff for 

 the larger size should be dressed in the mill to a full %, finishing to a 

 little less than this thickness after the final planing when in place; that 

 for the smaller boat being J^in. before laying. 



The rabbet need not be cut to quite the thickness of the planking, 

 involving a little more labor in the final planing, but leaving the planks 

 thickest on the bilge and lighter at the ends. The planking must be 

 fitted very closely to the bulkhead timbers, thick red lead paint being 

 used in the joint and each plank drawn up to place with copper rivets 

 while the paint is fresh. The planking will go on above and below 

 alternately, the last plank, the "shutter," coming on the bilge. The 

 planks will run from 3 to 5in. in width amidships, of course tapering 

 considerably at the ends. They will be fastened to the stem and tran- 

 som with screws. 



When the planking is on and fully fastened, the two clamps of 

 Georgia pine or even clear spruce, are got out and put in place at the 

 proper distance below the gunwale to admit of the deck beams above 

 them, and arB well riveted through the wales and the head of each 

 timber. The sizes given are for the middle and ends, as they may 

 taper considerably. The deck beams may be of spruce, sided %in. 

 and moulded lJ4 m -. spaced the same as the frames. The two partner 

 beams, next to the mast, are each sided lJ4in- 



After the two bulkhead beams are fitted and fastened, the bulk- 

 beads may be built, two thicknesses of white pine or white cedar being 

 used. The strips may be 3in. wide and %iu. thick, one layer being 

 fitted and lightly nailed to the deck beam and frame, thick paint being 

 used in the joints; the strips running diagonally across the boat, at 

 an angle of 45 degrees with a vertical line. After this layer is in 

 place, the whole bulkhead is covered with a layer of canvas, well 

 painted on both sides, and a second layer of wood, running diagonally 

 in the opposite direction from the first, and crossing it at right angles, 

 is fitted; screws then being put through the two layers into the deck 

 beam and frame, after which both layers are well fastened together 

 by copper nails with the points riveted or clinched, these nails being 

 about 3in. apart. In this way the bulkhead is very strong and water- 

 tight, and not liable to warp or crack as a single thickness of wood 

 would do. Some neat work is necessary in the fitting, and plenty of 

 thick paint must be used. One object of the bulkheads is to give 

 ample transverse strength to the hull, and they must therefore be 

 well fastened. 



After the main bulkheads are in, the deck beams are all fastened to 

 the clamps, and the planksheers and partner pieces, both of mahog- 

 any if a handsome finish is desired, are fitted and screwed to the 

 beams and wales. A solid fitting is put in for the mast partner be- 

 tween the two partner beams, as shown. The after ends of the plank- 

 sheers are connected by a piecf across the counter. 



The hull is then taken from the stocks and the slot for the center- 

 board or fin is accurately laid out and cut, from bulkhead to bulkhead, 

 and the headledges, of oak, 13^in. wide, are put in place; then the 

 sides of the trunk are built up, of lin. clear pine, to the required 

 height, and }4in. through bolts are driven through them and the keel- 

 son and keel and riveted outside of the keel, being spaced about lOin. 

 apart. In this way the trunk is an integral part of the hull, while it 

 divides the open compartment, in the center of the boat into two tight 

 compartments below the floor. 



A ledge of spruce or oak about lin. square is riveted across each 

 bulkhead, flush with the top of the trunk, to carry the ends of the floor 

 boards. The spaces on each side of the trunk are further subdivided 

 by two half bulkheads in each as shown in the sheer plan of the con- 

 struction drawing, each being of solid wood, %in. thick, fitted tight 

 and well fastened to the timbers and also to the keelson and side of 

 trunk, the latter connection being made strong by means of light 

 metal knees in the angle, or of square cleats of hard wood through 

 which screws are driven into the keelson and trunk on the one hand 

 and the bulkhead on the other. If desired, limbers may be cut to con- 

 nect the three sub-compartments on each side, but it will probably be 

 better to have each one as nearly watertight as possible. 



There is a slight error in the section published last week, in that the 

 keelson is there shown as continuous from keel to floor, whereas it 

 should be but 4^in. deep, the remainder being made up by a separate 

 piece of pine, as already described. The half bulkheads may be fur- 

 ther secured by a screw or nail through the keel into the end of each 

 next the keelson, while on top the first plank of the floor is of j%in . 

 oak, 3in. wide, and well screwed down to the upper edges of the side 

 of the trunk and the ends of the half bulkheads. 



It is safe to assume that the transverse strain of the deep fin, tend- 

 ing to split the hull in two, will be considerable, but in the boats 

 already built there have been no signs of weakness, and the bulk- 

 heads and edge bolts through the keel, with such cross floors as are 

 shown, will give ample strength. If, however, the construction is to 

 be adapted to a larger size of boat than 18ft. l.w.l. a few iron floors 

 would be desirable. 



In case no attempt is to be made to raise the fin, a knee of J4XlM in - 

 bar iron may be fitted in the angle between the heels of each of the 

 bulkhead timbers, one at each end and two in the middle of the well, 

 and a %in. screw-bolt with nut may be run through the side of each 

 knee, of every pair, of course passing through the keelson and fin, just 

 as a centerbcard pin would do. 



The arrangement of the well coaming alluded to last week and here 

 shown in the construction drawing is an after thought, and presum- 

 ably an improvement on the original plan, which included an oval 

 well of the widtli shown in the construction drawings, and with the 

 same curve, but shortened up to fit within the bulkheads, the two 

 hatches being in the deck just forward and abaft of the well. 



In the present plan the hatches occupy the same positions, but the 

 coaming, of J^in. oak, is carried beyond the bulkheads to inclose the 

 hatches, which are better protected from spray, and at the same time 

 may be built, as honest, straightforward hatches, and not as the 

 fraudulent and clumsy "blind hatches," which are so thoroughly un- 

 satisfactory in use, and which no amount of care and good workman- 

 ship can make other than a disfigurement to a clean, bright deck. 

 The coaming is supported by side pieces IJ^in. wide and i^in. thick, 

 let in flush on the whole deckbeams, which they cross, and carrying 

 the inboard ends of the half beams, which are jogged to receive them. 

 The coaming is steamed and bent to shape, and is fitted to cover the 

 end of the half beams, both in the well and around the hatches. It 

 may be set and fastened before the decking is laid, a small filling piece 

 being put in the space between it and the side pieces at each end. 



The deck, if laid in the ordinary way, of one thickness caulked and 

 payed, should be not less than §^in. thick for the larger boat and %in. 

 for the smaller; but if finish be no object, a dryer and more service- 

 able deck, and one that has much to recommend it, may be made by 

 omiting the hard wood planksheers and covering the whole deck with 

 y> or %in. cedar or other light wood, and over all stretching 8oz. can- 

 vas laid in paint. Still another plan is to lay a deck of J4in. cedar or 

 pine, covering it with a light canvas or drill, well painted, and then to 

 finish with a layer of clear white pine, say lj^in. wide and 5-16in. thick; 

 making a handsome and tight deck. 



The success of all double skin work depends largely on bedding the 

 two skins of wood and the canvas between them in thick, adhesive 

 paint, and in putting in fastenings close together, so as to make one 

 solid structure of the boards and canvas. It is most essential in this 

 work that all the fastenings should be promptly put in to draw the 

 surfaces together and prevent airholes before the paint has time to 

 set. 



The coaming is made deep enough to cover the ends of the half 

 beams, except at the extreme after end, where it is shown as fitted on 

 top of the deck for the short distance abaft the after hatch. The 

 hatches will be of the same thickness as the deck, and a ledge, j^in. 

 square, will be fitted on the inside of the coaming, the upper side flush 

 with the top of the deck beams, forming a rabbet for the hatch, which 

 may be fastened with stout thumb screws. The hatches should be 

 strongly built and well battened on the lower side, and the fastenings 

 should be quite heavy, as in the event of an accident they will be sub- 

 jected to a heavy pressure. 



The side decks are strengthened by two knees, not shown in the 

 cross section, directly over the half bulkheads. The flooring of the 

 cockpit may be of >£in. pine, fitted closely to the sides, so as to be 

 as nearly watertight as possible. The section of floor adjoining each 

 of the oak pieces on top of the trunk will be fh ted to lift up for stow- 

 ing ballast or any heavy stores, and for removing any water, a small 

 metal pump of lj^in. piping serving to clear either of the large com- 

 partments, through the hatches, or the smaller ones through the 

 openings left when the floor sections are lifted. A light locust post, 

 3x2in., is fitted in the forward deck, as shown, with a pin of J^in. brass 

 rod through it for belaying the cable. 



The rudder trunk will be a pipe of brass or iron, of lin interna 

 diameter, t he lower end being threaded like a gas pipe. The keel wil 

 be reinforced by a block of oak about 2in. thick and 6in. long, screwed 

 to the keel, and the pipe will screw tighuly into this bluck aud the 

 keel. On the deck and keel the ends of the pipe i rill be covered by 

 round bras- plates. The rudder is made of a round bar of %in. stee 



