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November, 1917 thin batten is set so it can pass. fairly through the spots and the line so found is rased in. Now set a bevel to each of the suc- cessive bevelings of the piece and ap- ply the bevel to the molded edge, square to the curve and to the edge of the timber at the respective beveling spots. Hold the bevel so its tongue just touches the timber; measure with a pair of compasses the distance between the tongue and the molded edge and set this distance in upon the timber on the opposite side, measuring from the tongue. Bend the thin batten so as to pass through all of the points so ob- tained on the side opposite to the molded side, and rase in the line. Trim the Curved Side Now trim down the curved side of the timber straight from line to line, and the outer surface of the timber will be to its required state. The inside surface is trimmed parallel to the’ outer through the line obtained by setting off the molded scantlings. Frame timbers, beams, stem, apron, deadwood, stern- posts of screw ships, etc, may be trimmed in this way if no machinery is available. A band-saw, however, as de- scribed in the previous chapter, is the proper tool to use for operations of this character. A knowledge of the method of marking, however, is just as neces- sary.as if the work were to be done by hand. A timber with straight siding and molding is trimmed by a simple and obvious modification of the methods just described. It is evident that the only difference consists in striking straight lines upon the plane surface instead of marking with a curved mold. Fig. 83, in addition to illustrating the method of framing the bow and work- ing up the stem of a clipper-type ship, also shows the staging which must be erected to give access to the sides of the ship during construction. This staging is similar to that used in house construction. The posts or stanchions usually are provided with holes bored about every foot so that the stringers which upon the staging rests may be set at convenient heights. These holes also make it easy to take the staging down or to move it. Figs. 87 and 88 show how the for- ward ends of the keelson are fastened to the stem, particularly in ships pro- vided with heavy center girder-keelsons. It will be noted that the keelson tim- bers are securely bolted to the stem. These illustrations also show how the ceiling fays against the forward end of the center girder keelson. A method of fastening the stem of a vessel to the keel without the use of a natural knee is shown in Fig. 85, il- lustrating the practice of a Gulf coast shipyard. It will be noted that in this case straight pieces of timber, suitably beveled at the ends, are inserted in place of the knee usually set in the corner formed by the keel and stem. This type of construction should be contrasted with that in which a knee is used, as illustrated in Fig. 97. A well known method of working out the stem-to-keel connection in the case of. a steamer type bow is illustrated in Figs. 91, 92 and 93. It will be noted that a natural knee is used to form the nose or forefoot of the ship and that the deadwood is reinforced by angle-blocking placed in the corner be- tween the stem and the upper part of the deadwood. These illustrations also show clearly how the rabbet must be cut in the stem to receive the forward Raise Lake Wages The following new wage schedule has been adopted by the Lake Car- riers’ association, effective Oct. 1: Per month. Boatswains ..23: ise ene: $105 Stewards on vessels over 4000 SrOSS: CONS cua ee cae 130 Stewards on vessels under 4000 STOSS PONE. ee eee Lis Second COGKS suis coco wes 70 WWiAHere Goo esol a ee Oe 60 Porters (Pee ee 60 Firemen, oilers and water PONd ELS iis ue oe eee 95 ‘ Wheelsmen and lookoutmen.. 95 Ordinaty “Seamen {0.3. -o. 60 (Oak: (aSSers: ais cia a ceam fos 60 The question of wages for cap- tains, engineers and mates was not taken up at the recent meeting of the wage scale committee, but it was decided that an adjustment of the salaries of licensed’ officers would be made. ends of the planking. More general views of a stem of this type in finished and semifinished ‘states are shown re- spectively in Figs. 94 and 95. | Still another form of stem, using a very large natural knee in the angle, is illustrated in Fig. 84. <A detailed drawing of this stem is presented in Fig. 86. This drawing shows the na- ture and disposition of the fastenings together with the arrangement of the stem, keel, apron,. deadwood, knee, ete. The drawing should be studied care- fully. Cross sections of the stem, apron, knighthead and forward frames at various waterline elevations are shown on the drawing. It will be noted that two rabbets are provided, this ship being triple planked with an inner skin of double diagonals and an outer skin of ordinary horizontal planking. The large wooden knee set in the angle of the stem is sided 19% inches. The horizontal leg of this knee is 11 feet in length, the vertical leg being 8 feet. THE MARINE REVIEW 401 Half frames Nos. 1, 2 and 3, Fig. 86, are boxed in the keelson and deadwood to the sidelines of the knee. Half frames Nos. 4, 5, 6 and 7 are boxed in 2 inches at the keel only. Limber holes are left at the heels of all the half frames. The half frames are screw fastened with two 1-inch clinch bolts in each timber. Soo Canal Report The commerce carried through the Soo canal in September aggregated 13,544,686 net tons, a drop of 422,422 net tons from August when 13,967,- 108 net tons passed through this waterway. The September figure, however, exceeded the mark set in September of last year when 12,906,- 524 net tons were carried. Last month’s movement also fell below the total for July of this year when 13,650,047 net tons were handled. The ‘total freight movement through the Soo canal up to Oct. 1 totals 63,453,- 186 net tons, against 68,455,497 net tons carried. in the corresponding period last year, a decline of 5,002,311 net tons. This decline compares with 5,640,473 net tons up to Sept. 1; 5,576,319 net tons up to Aug. 1; 5,177,962 net tons up to July 1, and 5,442,656 net tons up to June 1. Of the September movement, - 11,- 820,479 net tons passed through the American canal and 1,724,207 net tons passed through the Canadian canal. The eastbound movement aggregated 9,899,665 net tons and the westbound movement 3,645,021 net tons. The east- bound iron ore movement totaled 9,298,- 811 net tons .against 10,212,856 net. tons in August. The westbound coal movement in September was 3,463,814 net tons, a big increase over August. The detailed report of the Soo commerce up to Oct. 1,.1917 and Oct. 1, 1916, follows: EASTBOUND Lo-Oct.:1, * To'Oct..1;5 1916 1917 Flour, -barrels i. etic. 6,533,889 5,070,909 Wheat, bushels ...... 156,735,884 94,767,506 Grain; bushel§ 4.20). svc% 61,318,486 49,167,309 Copper, net tons.....: 83,6 yoed Iron. ore, net tons..... 47,370,170 44,775,328 Bigvaron, net: tonsn » <7 29,696 5,724 Lumber, M. ft. B. M. 251,399 268,615 Gen. merch., net tons. 221,984 178,946 Passengers, number .. 27,126 18,394 WESTBOUND Ploura barrels - wise. sci 13,230 80 Grain; ‘bushels = cic, 4: 4,710 1,925 Coal, hard, net tons... 1,609,481 1,820,609 Coal, soft, net tons... 11,030,178 10,768,534 Iron ore, net tons..... 3927 57,647 Mfctd. iron, net tons.. 116,441 75,822 Salt. bartels. Gos ccs 572,489 420,493 Gen’l merch., net tons 837,873 889,984 Passengers, number.... 26,384 19,085 . SUMMARY . Vessel passages, No... 18,845 16,386 Regis. tonnage, net.... 51,701,240 46,742,398 Freight: Eastbound, net tons... 54,645,624 49,778,016 Westbound, net tons.. 13,809,873 13,675,170 Total frght., net tons 68,455,497 63,453,186