to that employed by the Italians in working the 100-ton gun at Spezia. Two heavy iron beams in the fore part of the vessel are placed side by side, on a level with the deck and parallel with the keel; on these beams are bolted frames analogous to the cross-head guides of a horizontal engine, and the trunnions of the gun are fitted in side-blocks, these last taking the place of the cross-head. Thus arranged, the gun can slide back and forth through a range of about three feet. The preponderance at the breech-end is supported by two secondary parallel bars inside the main gun-beams. These are hinged at the rear end, while at the forward end they are carried on the cross-head of a vertical hydraulic ram fixed beneath the deck. The breech-end of the gun is supplied with a hoop and lugs; the lugs rest on the two secondary bars near their hinged ends, and thus, by causing the hydraulic ram to rise or fall, the gun can be elevated or depressed at will. No turning gear is provided, the lateral training of the gun being effected by turning the whole boat through the required arc by the use of the rudder and twin-screws. To run the gun in and out, two hydraulic cylinders are used, one of which is fixed horizontally on each side-beam, the cross-heads of the rams taking hold of the trunnion side-blocks. The recoil is taken up by these rams, or, more properly, pistons, delivering water under a weighted valve. The gun is loaded by a hydraulic rammer, the shot being brought to the muzzle by a trolley or carriage, off which it is pushed into the bore.

During the trials of the "Gamma," the 38-ton gun was fired with charges consisting of 130 pounds of powder behind an 800-pound projectile, the elevation being 31 degrees. The initial velocity was 1500 feet per second, and, as tested at Shoeburyness, capable of penetrating 194 inches of iron in three thicknesses, sandwiched with 10 inches of teak. In addition to the heavy guns, two 12-pounders are also carried, and a machine-gun of the Gatling type.

These vessels are iron-built, and each carries 50 tons of coal and 50 rounds of ammunition. They all made successful passages to China, the first two being delivered at Foochow in 1876, and the last two at Tientsin in 1878.

But the Chinese did not stop with the construction of these four boats. Four more, built on the Tyne under the supervision of the Elswick firm, and armed each with a 35-ton gun of the Armstrong new type, sailed from England in July, 1879, for China. These boats, or "floating gun-carriages," are substantially of the same design and construction as those which have already been described. The most important difference is that they are built of steel instead of iron, and are double-ended, the stern and bow lines being after the same model, and are fitted with bow rudders, which enable them to steam either backward or forward. The bulwarks have been heightened to give additional cover to the men.

In addition to the vessels already described, there have also been built in England for the Chinese navy eight small gunboats, of from 100 to 220 tons displacement, each carrying from 2 to 7 guns.

At the Foochow arsenal there have been built seventeen composite gunboats, each mounting one 7-ton or 9-ton gun with other light pieces,

11 tons weight, and three transports. There are also the two wooden frigates and the five gunvessels already mentioned as constructed at Shanghai. All of these vessels are now doing duty in southern waters.

In addition to these gunboats, the Chinese have determined to still further equip themselves for coast defense by providing a supply of torpedo-boats, and the first of the series proposed, an experimental boat, was shipped from England to China in August, 1879. Its dimensions are as follows: length, 52 feet; breadth, 7 feet; mean draft of water, 3 feet 6 inches; maximum speed, 16 knots per hour. It is built of steel, is divided by six water-tight compartments, and is arranged to work three spar-torpedoes.

The Chinese authorities have also taken the initiative step in the formation of an ironclad fleet, by ordering from Messrs. Mitchell & Co., on the Tyne, England, a double-turreted steel armor-clad, to have a speed of 16 knots, the machinery to be built by Hawthorne, of Newcastle.

Chinse. To stop small seams by working in oakum with a knife or small iron when the seam will not bear the force required for calking. CHINSING-IRON. A light calking-iron. Chip. The triangular piece of wood attached to the log-line. See Log.

light cal

Chips. The familiar sobriquet of the carpenter on board ship.

Chit. A note; an I. O. U. In China they have a silver currency which being inconvenient to carry, credit is universally given by the merchants, the purchaser giving a chit, which is presented for settlement at the end of the month.

CHIT-BOOK. A book of printed forms for chits.

Chiton. A mollusk with a many-jointed shell covering its back.

Chiule. A Saxon ship. Chivey. A knife.

Chock. Entirely; quite; as, chock-full, chockhome, chock-aft, etc. A sort of wedge used to prevent a cask, or any other heavy body, from moving. Also, a small piece of wood fitted neatly into a larger piece of timber, in order to make good some deficiency in the main piece. Also, a piece sometimes placed between the head of the lower mast and the head of the topmast. CHOCK-A-BLOCK. See BLOCK-AND-BLOCK. CHOCK-CHANNELS. Channels with the spaces between the chain-plates filled in with wood. CHOCK OF THE BOWSPRIT. A wedge-shaped piece fayed to fit the hole above the bowsprit, after the bowsprit was shipped, in order to secure it.

CHOCK OF THE RUDDER. In former times a piece of timber fitted and kept in readiness to stop the motion of the rudder in the case of any accident, and while a new tiller was being shipped.

Chocolate-gale. A brisk N.W. wind of the West Indies and Spanish main. Chogset. See BURGALL.

Choke. The nip of a rocket. To foul; as, a rope in a block. To choke the luff, to thrust the hauling part of a tackle close up to the block, under the other parts, thus jamming the hauling part and keeping the tackle from rendering. Chokey. In chokey, in jail; in the brig. Chommery. Jack's word for chasse-marée, a Chop (Chinese). A permit, or clearance. Quality; as, first chop, second chop, etc. A device or trade-mark.

CHOP-BOAT. A licensed lighter employed in transporting goods.

CHOP-DOLLAR. In China, when the silver dollar passes into a bank or large mercantile house it is tested and stamped; in the course of time these impressions become so numerous that the piece of silver bears little resemblance to the original coin. From the resemblance which one of these coins bears to the face of a person badly marked with smallpox, the individual so marked receives the sobriquet of chop-dollar.

Chop About. When the wind changes its direction suddenly it chops about.

Chopping-sea. Tumbling waves dashing against each other.

Chops. The junction of a channel with the sea; as, the chops of the English Channel.

Chow. See CHow-CHOW.

Chow-chow. A word from the Chinese, meaning eatables.

CHOW-CHOW CHOP. The lighter containing the articles which complete a ship's cargo.

CHOW-CHOW WATER. Strong cross-currents and eddies in which vessels are difficult to manage.

Chowder. A dish made of pork, biscuit, onions, etc., and fresh fish or clams. Chowder-head. A stupid fellow.

Christening a Ship. The present system of "christening" ships may be considered a relic of the ancient libation practiced when they were launched. The action of "blessing" ships is alluded to by the monks of St. Denys. In July, 1418, the Bishop of Bangor was sent to Southampton to "bless" the king's ship, the "Grâce Dieu," and received £5 for his expenses. In the fleet commanded by John de Outremarins against the Tunisians, according to ancient custom and to insure success, the ships were blessed by the priests; and being afterwards exposed to storms, the captains desired the soldiers and sailors to invoke the Lord, and while they were at prayer the wind became suddenly favorable. In 1242, when Henry III. was at war with France, a fleet was prepared in which that monarch embarked, after visiting the shrines of many saints, to propitiate their influence against storms, and to insure success to his arms. Before the Reformation it was usual for the priests at Yarmouth to give a blessing to the fishing-vessels yearly, and it was afterwards customary for the minister of the parish to preach a "fishing" sermon.

Christian. A gold Danish coin. Christiania. The capital of Norway, situated at the head of the Christiania-Fiord, in lat. 59° 54' 1" N., lon. 10° 45′ E. The fiord is frozen for two months of the year from about 20 miles from Christiania to the sea, and the harbor is generally locked up for three or four months. Pop. 100,000.

Christiansand. A town of Norway, near its southern extremity, on a fiord of the SkagerRack, 157 miles southwest of Christiania. Lat. 58° 8' N.; lon. 8° 3′ E. The harbor is deep and well sheltered, and is defended by several batteries and by the fort of Christianholm, on the small island of Oddero, at the entrance of the harbor. Pop. 18,000.

Christian's Gales. The fearful gales of 1795

96, which nearly destroyed a fleet under Admiral Christian while on his way to attack the French West India Islands.

Chrockle. A thorough-foot (which see).

Chronometer (Gr. chronos, time; metron, a measure). A time-piece of superior construction, having adjustments and compensations for changes of temperature. The proposition to determine the longitude at sea by means of a timepiece and observation of the heavenly bodies was made by Gemma Frisius in 1530. In 1714 the British government offered a reward of £20,000 to the person who should so perfect this method as to determine the longitude within 30 miles. In 1758 John Harrison received this reward, his chronometer having shown an error of 18 miles during a five months' voyage. At the present day, under favorable circumstances, longitude determined by a chronometer can be relied upon to within two or three miles, and even this small error is due rather to the faults of observation than to the imperfections of the instrument. A sea-chronometer has for its moving-power a spring, the force of which is made uniform by a variable lever; it is carried through all varieties of climate, and is therefore furnished with an expansion balance, formed by a combination of metals of different expansive qualities.

In carrying a chronometer to and from the ship the gimbals are steadied by the stay, and care is taken not to give the instrument a circular motion. When on board, the chronometer is placed in a position not exposed to currents of air nor to sudden shocks, such as are occasioned by the striking of a sea against the side, or by the firing of salutes, etc., and metallic substances are kept at a distance from it.

The chronometers in use on board ship are generally constructed to run for 56 hours, but they are wound every day at 8 A.M. In winding it is handled carefully and the key turned steadily; a pocket-chronometer is held immovable in one hand in order to avoid a circular motion. If a chronometer should run down, it is started by giving it a quick circular motion in the plane of the dial; the hands are never touched. As no chronometer is absolutely perfect, the navigator ascertains its error and makes allowance for it. Three chronometers are supplied to government vessels, and they are compared with each other every day; a sudden change in one will be shown by the other two. CHRONOMETER, ERROR OF. The error of the chronometer is the difference between the time indicated by it and any other given time. The error is fast or slow as the chronometer is in advance of or behind the time in question. Before sailing the navigator must know the error of his chronometer. It can be determined in a variety of ways, the most reliable of which is a comparison of the chronometer with the clock of an observatory. The general use of time-balls renders the clocks of the observatories available to everybody. In our ports the time at noon is always received at the telegraph-offices from the naval observatory at Washington. If unable to compare the chronometer with the clock of an observatory, the error is found by means of a sextant and an artificial horizon, either by a time-sight of the sun or star, or by equal altitudes of the sun or star.

CHRONOMETER, RATE OF. The rate is the daily change of error; it is gaining when the chronometer is running too fast; losing if too slow. The rate is determined by finding the error on different days, and dividing the change of error by the number of days elapsed between the observations. On arrival at the first port after the beginning of a cruise, the navigator will generally find that the error of his chronometers, as shown by an observation or by comparison with an astronomical clock, does not coincide with the error shown by the rate obtained before sailing. By dividing the difference between this new error and the error on the day of sailing by the number of days elapsed a new rate is obtained, which is called the sea-rate, and thereafter is always made use of when at sea.

Chub. The Leuciscus cephalis, a fresh-water fish. Chuck. A sea-shell. See Сноск. Chuckle-head. A stupid fellow; a lubber. A person with a large round head.

Chunam. A cement used in the East for the seams of ships. It becomes very hard, and when of good quality will take a polish.

Chunk-block. A strongly-made block, having a metal sheave and a large swallow.

Church. To rig church, to arrange the seats, altar, etc., for divine service on board ship. To unrig church, to clear up the decks after service.

Chute, or Shoot. A pipe or channel for conveying ashes, refuse matter, and other articles down to a lower level.

Cigar-boat. A peculiar boat shaped like a spindle, constructed by Winans.

Cingle. A belt worn by sailors.

Cinque Ports, The. These are five highly privileged stations, the once great emporiums of British commerce and maritime greatness; they are Dover, Hastings, Sandwich, Romney, and Hythe, which, lying opposite to France, were considered of the utmost importance. To these were afterwards added Winchelsea, Rye, and Seaford. These places were honored with peculiar immunities and privileges, on condition of their providing a certain number of ships at their own charge for forty days. Being exempted from the jurisdiction of the admiralty court, the Lord Warden of the Cinque Ports is authorized to make rules for the government of pilots within his jurisdiction, and in many other general acts exceptions are provided to save the franchises of the Cinque Ports unimpeached. It is a singular fact that it has never been legally determined whether the Downs and adjacent roadsteads are included in the limits of the Cinque Ports. All derelicts found without the limits by Cinque Port vessels are droits of admiralty. This organization was nearly broken up in the late state reforms, but the Lord Warden still possesses some power and jurisdiction.

Cipango. A marvelous island described by Marco Polo, and represented as lying in the eastern seas, 1500 miles from the mainland. It was an object of diligent search with Columbus and the early navigators. It is supposed by some to be the same as Japan. (Written also Lipangi.)

Circinus. The Roman compass. See CON

STELLATION.

Circle. A plain figure bounded by a curve, every point of which is equally distant from a point within it. The line bounding a circle.

ment for measuring angles, in which the limb is a complete circle of metal; as, the mural circle, reflecting circle, repeating circle, etc.

CIRCLE, DIURNAL. The diurnal circle of a heavenly body is the circle it describes in the apparent daily revolution of the celestial sphere. It is the parallel of declination passing through the body; only when the body is in the equinoctial is it a great circle. At the equinoxes the sun's diurnal circle is the equinoctial; at the summer and winter solstices, its diurnal circle in the heavens corresponds to the tropics of Cancer and Capricorn on the surface of the earth.

CIRCLE, HOUR. A great circle of the celestial sphere perpendicular to the equinoctial, and therefore passing through the poles of the heavSee CO-ORDINATES FOR THE SURFACE OF A SPHERE.

ens.

CIRCLE OF ALTITUDE, DECLINATION, LATITUDE. In the different systems of co-ordinates for the surface of the celestial sphere, it is the common practice to regard the secondary great circles as ordinate circles to the primitive, and they are hence named after that one of the coordinates which is measured upon them. Thus, the great circles which are ordinate circles to the horizon are called Circles of Altitude, because altitudes are measured upon them; the great circles which are ordinate circles to the equinoctial are called Circles of Declination, because declinations are measured upon them; and the great circles which are ordinate circles to the ecliptic are called Circles of Latitude, because latitudes are measured upon them. Under a different system of nomenclature these are severally called Circles of Azimuth, Circles of Right Ascension, and Circles of Longitude. See CO-ORDINATES FOR THE SURFACE OF A SPHERE.

CIRCLE OF A SPHERE. A circle on the surface of a sphere; when its plane passes through the centre of the sphere it is a great circle; in all other cases it is a small circle.

CIRCLE OF AZIMUTH, RIGHT ASCENSION, LONGITUDE. In the different systems of coordinates for the surface of the celestial sphere, some writers allow the conception of polar coordinates to predominate, and thus regard the secondary great circles as sweeping out angles at the pole; they therefore name them after that one of the co-ordinates which is marked out by them. Thus, the great circles passing through the poles of the horizon are called Circles of Azimuth, because they each mark out all points which have the same azimuth; the great circles passing through the poles of the equinoctial are called Circles of Right Ascension, because they each mark out all points which have the same right ascension; and the great circles passing through the poles of the ecliptic are called Circles of Longitude, because they each mark out all points which have the same longitude. Under a different system of nomenclature these are sevdifferent erally called Circles of Altitude, Circles of Declination, Circles of Latitude. See CO-ORDINATES FOR THE SURFACE OF A SPHERE.

CIRCLE OF ILLUMINATION. Approximately one-half of the earth's surface is always illuminated by the sun, while the opposite hemisphere is in the shade. The great circle which at any instant is the boundary between the illuminated and darkened hemispheres is called the

CIRCLE OF PERPETUAL APPARITION. A circle within which the heavenly bodies are always above the horizon.

A

CIRCLE OF PERPETUAL OCCULTATION. circle within which the heavenly bodies are always below the horizon.

ČIRCLE, POLAR. The polar circles are small circles of the terrestrial sphere, parallel to the equator, and 23° 28′ distant from the poles. The northern is the arctic, and the southern the antarctic circle.

CIRCLE, VERTICAL. A great circle passing through the zenith; the prime vertical passes through the east and west points of the horizon. Circuit. A continuous electrical communication. A metallic circuit is one in which a return wire is used. To short circuit a battery is to connect its poles by a conductor whose resistance is practically zero.

Circular. An official letter, generally printed, copies of which are sent to several persons.

Circulating Pump. A pump used in connection with surface-condensers for circulating the refrigerating water through or among the tubes. It may be driven either directly by the reciprocating parts of the main engine, or by the intervention of beams or levers, or by an independent engine. In the latter case rotary pumps are much used. The refrigerating water is drawn through a pipe passing through the side or bottom of the vessel, and discharged, after having done its work, through another pipe, at or near the load water-line. Both of these pipes can be closed at the ship's side by valves called, respectively, the "injection valve" and the "outboard delivery valve." A branch suction-pipe, controlled by a valve, leads to the bilge, affording powerful means of freeing the vessel of water in cases of extraordinary leakage. See CONDENSER.

Circummeridian (Lat. circum, about). About or near the meridian. Circummeridian altitudes are taken when the body is near the meridian.

See ALTITUDE.

Circumnavigate. Tosail round; to pass around by water.

Circumpolar. Situated about the pole.

Cirripedia. A group of marine animals, allied to the Crustacea. They are free and natatory when young, but in the adult state attached to rocks or some floating substance. They are protected by a multivalve shell, and have long ciliated curled tentacles, whence their name (curlfooted). The barnacles (Lepas) and the acornshells (Balanus) are familiar examples.

Cirro-cumulus. See CLOUD.
Cirro-stratus. See CLOUD.

Cirrus. See CLOUD.

Cisco. A fish of the herring kind, of which thousands of barrels are annually taken and salted in Lake Ontario.

Cit. A citizen.

CITS. Citizen's clothing.

Citizen. In the United States, a person, native or naturalized, who has the privilege of voting for public officers, and who is qualified to fill offices in the gift of the people. (See ALIEN, NATURALIZATION.) The word is often used to distinguish a person engaged in civil pursuits from members of the military and naval services. City of Masts. A name applied to London in allusion to the magnitude of its commerce.

Civil. The civil time, day, year, is that reckoning which is adopted for the social purposes of life. See TIME, DAY, YEAR.

Civil Engineer. See ENGINEER, CIVIL. Civil Lord (Eng.). The junior member of the admiralty board.

Civil War. A war between subjects of the same realm, or between factions of the same state.

Civita Vecchia. A seaport city of Italy, on the Mediterranean, 38 miles by rail W.N.W. of Rome. Pop. 11,640. The port, which owes its origin to the Emperor Trajan, is one of the best in Central Italy. Two large moles form the harbor, and a breakwater outside protects the shipping from heavy seas; a light-house is erected on its southern end. Lat. 42° 5' N.; lon. 11° 45′ E. The harbor has depth of water for vessels of 400 or 500 tons, and ships of greater draft may anchor inside the breakwater. The city has regular steam communication with the chief Mediterranean ports.

Clake. A name for the barnacle goose (Anser bernicla), and also for the Lepas anatifera, a cirriped often found attached to vessels or timber by a long fleshy peduncle.

Clam. A well-known bivalve shell-fish of different genera; as, the Venus mercenaria, the Mya arenaria, and others. As happy as a clam at high water, a figurative expression for indolent comfort.

Clamber. To ascend; to climb. Clamps. The strakes of plank on which the deck-beams rest.

CLAMP-NAILS. Nails used to fasten the clamps. Clang. The rattling and clashing of arms. Clap. A burst of sound; as, a clap of thunder. CLAPPER. The tongue of a bell.

Clap-match. A sort of seal distinct from the fur-seal.

Clap On. To clap on to a rope is to lay hold of it in order to haul upon it. To clap on a stopper is to put on a stopper; stop talking. To clap on canvas, to make more sail.

0.

Clap-sill. The lockage of a flood-gate.

Clark, Ezra W., Chief of U. S. Revenue Marine. Born at Granville, Licking Co., O., in 1839, his father being Rev. Ezra W. Clark, for about forty years a clergyman of the Baptist Church in Ohio. After receiving a rudimentary education he was, at the age of twelve years, apprenticed to the printing business. Having acquired this trade he was prepared for college at Lima, N. Y. Subsequently he pursued the study of Mathematics with Prof. Aaron Schuyler, president of Berea College, O. He attended college at Otterbien University, in Ohio. He studied law with Hon. John K. Hord, of Tiffin, In April, 1861, he entered the Union army, and was a private soldier and subsequently a captain in the 8th Regiment Ohio Vols. Later, he was adjutant of the 34th Ohio infantry; was appointed assistant adjutant-general of volunteers by President Lincoln in 1863; served as such in the army of West Virginia, and was assistant adjutant-general of a cavalry division under Gens. Hunter and Sheridan in the campaigns of 1864. He was afterwards transferred to the staff of Maj. Gen. W. S. Hancock, and became assistant adjutant-general of the Middle Military Grand Division, headquarters at Washington, D. C., and was transferred to Baltimore with Gen. Hancock when the latter assumed command of the Middle Department. In the beginning of 1866, the war being over, he left the army and entered the legal profession. He was admitted to the bar of the Supreme Court of the District of Columbia, and afterwards to the bar of the Supreme Court of the United States. In 1871 he was appointed assistant chief of the revenue marine, and, with Mr. S. I. Kimball, participated in the reorganization of the revenue marine service and the lifesaving service. He was appointed chief of the revenue marine July 1, 1878. In addition to his duties in charge of this bureau, he is a member of the examining board of the Treasury Department, to examine applicants for admission and promotion to clerkships in the Department; also a member of the board designated by the Secretary of the Treasury to consider all matters pertaining to Alaska.

Clarty. Wet; slippery; dirty; sticky.

Clary, Albert G., Commodore U.S.N. Born in Massachusetts. Appointed, 1832; attached to sloop "Vincennes," Pacific Squadron, 1834-36; Naval School, New York, 1837.

Promoted to passed midshipman, July 8, 1839; sloop "Marion," Brazil Squadron, 1839-42; receiving-ship, Boston, 1843-45.

sloop

Commissioned as lieutenant, April 11, 1845; sloop "Preble, e," Home Squadron, during the war with Mexico, at Tuspan and Tabasco "Preble," ," Pacific Squadron, 1847-50; 1847-50 receivingship, Boston, 1852; sloop "Marion," "Marion," coast Africa, 1853; frigate "Constitution," coast of Africa, 1854-55; navy-yard, Portsmouth, N. H., 1856-57; steam-frigate "Minnesota," East India Squadron, 1858-59; steam-frigate "Colorado," 1861; commanding steamer "Anacostia," Potomac Flotilla, 1861; engagement at Acquia Creek, May 31 and June 1, 1861; battle of Port Royal, November 7, 1861.

Commissioned as commander, July 16, 1862; commanding steamer "Mount Vernon," North Atlantic Blockading Squadron, 1862; commanding steamer "Tioga," West India Squadron, 1863; commanding steam-sloop "Dacotah," North Atlantic Blockading Squadron, 1864; commanding steam-sloop "Seminole," West Gulf Blockading Squadron, 1864-65; commanding receiving-ship, Norfolk, 1866.

Commissioned as captain, November 21, 1866; commanding "Dictator," 1870-72. Commissioned as commodore, 1873; retired, 1874. Clashy. Showery. Clasp-hook. A clip-hook (which see).

Class. A group of objects, animate or inanimate, which possess common characteristics. A number of students of the same standing, or who are pursuing the same studies.

Classification of Men-of-War.

First-rates will comprise steamships of 4000 tons displacement and upward; ironclad steamers of 3000 tons measurement and upward; ships-of-theline commissioned for sea-service.

Second-rates will comprise steamships of 2000 to 4000 tons displacement; ironclad steamers of 2000 to 3000 tons measurement; frigates (sailing) commissioned for sea-service.

Third-rates will comprise steamships of 900 to 2000 tons displacement; ironclad steamers of 1200 to 2000 tons measurement; sloops-of-war (sailing) commissioned for sea-service.

The degrees of first and second class will imply confidence for the transportation of perishable cargoes on long voyages. The degrees of third class will not imply confidence for the conveyance of cargoes in their nature subject to sea damage.

The classification of shipping depends upon the quality and dimensions of materials used, the equalization of strength in their distribution in scarfs, laps, and butts, with mode and extent of fastening. Model and manner of construction must accord with the best practice of ship-building, for all grades. The sparring must be in good prop roportion, and all equipments efficient.

The frame, head, and heels of timber must be square, and free from sap or decay; the timber well seasoned, salted or pickled when in progress of construction; ventilation preserved fore and aft; and a water-course made on under side of floors to admit the water to the pumps.

The frames must be of white oak, the principal timbers of live-oak or other timber of equal durability, and the tops of frames mixed with red cedar, hackmatack, locust, or white-heart chestnut. The butts must be distributed out of line; the timber scarfs not less than 4 feet 6 inches long; the floor timbers extending well towards the ends of the ship; the heels of the cants stepped in the dead-wood and bolted through with copper; the wing and main transom well kneed and connected to the frames.

The keel must be sided of sufficient size to admit of twice the thickness of the outside plank between rabbets on stem and stern-post, the rabbets to extend as far as practicable, to admit of fastening the wood ends thereto. The heel of stem must be a crook, and stepped in a hooked scarf on the keel, and not less than 3 feet 6 inches long. The stern-post must also be stepped in the keel.

Natural crooks are preferred for rising floors and second futtocks. The siding of timbers must The sid be in proportion from floor-heads to heads of top-timbers; the distance at centres for all vessels of 800 tons and under must not be over 26 inches, and vessels over that tonnage not over 30 inches.

The keelson must be sided not less than size of keel, and the scarfs not less than 7 feet long; if single keelson, the shifts of scarfs to be at least one-third the length of the stick from the end of the scarf of the keel. In rider keelson the scarfs must not be less than six feet long; assistant keelson, if adopted, to be well bolted to first futtocks and to main keelson. The scarfs must be distributed so as not to be under the heel of a mast.

The beams must be of oak or yellow pine of