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82 is thus sighted on the inside surface of the frames. This line is then rased m on the timbers, after which it may be painted so as to be readily dis- tinguishable. In this way a straight line may be put in on both sides of the ship at the same height above the keel. Next, the perpendicular distance be- tween the straight line and the beam at middle line in the sheer draft is measured at every square station or frame station. A small cord is now set to cross the ship at each square station, being kept to the straight lines already drawn on each side of the ship. is sometimes applied to the cord to prove the agreement of the straight lines on the ship's side. The distances measured from the drawing are then set up from the cord, square to the base line, at the respective square stations, and the points so found are marked on the inside surface of the timbers on both sides of the ship. A line drawn to all the points by aid of shearing battens, gives the shear of the deck or the projection of the '.beams at middle upon the sides of the timbers. Marking in the Lines dhe beams at side line, that ,is the 'ine; of the upper side of the beam ends, is then found by measuring from the beam mold the round down of the beam in the breadth of the ship at each square station, and this distance is set down square from the line of the beams at middle. The -spots so found are marked on the timbers. A line drawn through all such points, by the aid of shearing battens, i; the line of the beams at side. It is evident that by setting beneath this line, the molding of the beam, minus the snapping of the. end, we obtain points in the line of the upper edge of the shelf, which line can then be drawn by the aid of shearing battens. For trimming the shelf, molds may be made to the curvature of the side and the amount of shear determined by spilings taken from a straight line drawn on the inside of the timbers, adjacent to the line of shelf, for the length of the piece to be trimmed. These spilings are set off from a cor- responding straight line drawn on the timber when trimming it. The correct section of the shelf amidships is given in the design and the shelf is kept the same siding and molding throughout its entire length. The upper side usually slopes slightly inward and the under side js more frequently parallel to the under side of the beam than square to the surface of the timbers. At the ex- tremities of the ship, the shelf usually In this position a spirit level | up to 24 inches. THE MARINE REVIEW is tapered: away to the thickness of the clamps or ceiling. Two types of knees, wood and steel, respectively, are shown in Figs. 164 and 169. Knees may be either hang- ing or lodging, that is, vertical or horizontal, as shown respectively in Figs. 165 and 170. The chief function of knees at beam ends is to preserve a constant angle between the beam and the ship's side, it being evident that the working of a ship in a seaway tends to alter that angle. Considera- ble difference of opinion exists re- garding the relative efficiency of natural- bent wood knees, such as shown in Fig. 165 and the cast steel knees illus- trated in Pie. 169, "The. latter' are about 4. feet 6 inches on a side and 7 inch in. section, Lhey are, -- of course, much stiffer than the wood knees; they also are lighter and less wnsigntly, If is claimed by. some builders, however, that their very stiff- ness is undesirable, it. being the con- tention of these shipwrights that all parts of the ship's structure should work together. On the Pacific coast, natural wood knees can be obtained in almost any size, with arms up to 8 or 10 feet length and thicknesses In some cases, the clamp and shelf construction is so arranged that the use of hanging knees under the beams is obviated. The length of a wooden beam usual- ly is measured at the tip. This can be done either. by. measuring the breadth of the ship straight across, at the level of the upper edge of the beam, then applying this length to the beam mold, and measuring the length of the curved edge of the mold in the straight distance, or it can be done by putting the beam mold in place and marking-off the length on it. By the latter method the beveling Of the beam énds, if any, can -be marked on the mold at the same time. To Take the Snape of a Beam In order to take account of the snape of the beam end, also of the beveling and length at one time. whether the beam is at its correc} round or not, the following is an ordinary method: A batten is placed across the ship at the position of the beam to be fitted, and the upper. edge is kept in touch with a cord stretched tightly across the ship and secured to the beam end line at each extremity. <A piece of mold is then made to the shape of each of the beam ends. These molds are nailed to the ends of the batten, while the latter is in the position already named. The bat- tens with the end molds are then laid upon the beam to be cut. The ends may now be marked by the molds and in order to be sure that 'a slip of wood kept by the workma - to planking the deck, it is necessary February, 191g the beam fits closely against the tin @ bers, it is customary to allow a) | extra length of say 4 to % inch, jn proportion to the length of the beam the exact amount being regulated by who thereby makes it certain that all of the beams are wedged in equally, The fore and aft bevelings of the beam ends, if any, are taken with 9 bevel held against an athwartship line and the inside of the timbers. It js of the utmost importance that the beams should fit closely against the frame timbers. A close joint is pop. -- ularly said to be half the fastening -- and nowhere is this more true than in the case of beams. Steel Tape May Be Used In a good many American shipyards -- where speed is the chief considera. tion, these precautions to insure cor- rectly fitted beams frequently are omitted, simple measurements with a steel tape taking their place. Very often this does quite well, but if a well-built ship is desired, too much care cannot be taken in fitting if parts together. After the beams are laid and prior to arrange for the deck furnishings. These fittings consist of hatchways, scuttles, match partners, bitts, Dok lards, capstans, etc. The sides of the hatchways are formed with carlings which are scored into the _ beams. Coamings and headledges are _ bolted above the carlings, the former being ; placed in a fore and aft, the latter in a transverse or athwartship direc tion. They are referred to by the | general name of coamings, and ex tend to a sufficient height above the deck plank to prevent water from get ting through the hatchway under or dinary conditions. The mast holes of a ship with wood beams are framed with a series 0 carlings termed fore-and-aft partners, cross-partners and angle-chocks, the whole forming a hole the diameter of which exceeds that of the section of the mast usually by twice the thick ness of the mast wedges. The lattet vary from about 3 inches to 6 inches, -- according to the size of the ship. The framing for capstans, bollards, riding -- bitts, etc, are. built up simply of carlings fitted so as to form a solid resting place or bearing for the fit ing in question. The deck planking for Americaf wooden ships of normal size usually consists of 5-inch square, edge-gralt fir or yellow pine timbers laid longr tudinally, as shown in Figs. 166 and 167. The latter illustration shows how the deck planks are clamped and wedged into place before being spike (Concluded on page 85)