F, the taffrail, or upper piece of the stern. G G, profile of the stern, with its galleries. I, I, I, the channels, with their dead-eyes and chain-plates. K, the tuckrail. L, the lower finishing. M, the upper finishing. N, the fretwork on the upper finishing. O, the rudder. P, the top timber line. Q, the upper edge of the main-wale. X, X, the rails of the head. Y, the knee of the head, or cutwater. Z, Z, the cheeks of the head. a, the cat-head. b, b, the hawse-holes. The frame timbers are represented by ACE GIK MOQS U W Y, in the fore-body of the ship, before the midship-frame. flat. , represents the midship-frame, called dead The timbers in the after-body are represented by 2, 4, 6, 8, 10, 12, 14, 16, 18, 20, 22, 24, 26, 28, 30, 32, 34, which are erected abaft the midship-frame. As the eye of a spectator is supposed in this projection to view the ship's side in a line perpendicular to the plane of elevation, it is evident that the convexity will vanish, like that of a cylinder or globe, when viewed at a considerable distance. It has been already observed that the plane of projection may be defined a vertical delineation of the curves of the timbers upon the plane of the midship-section, which is perpendicular to that of the elevation. It is necessary to observe here that the various methods, by which these curves are described, are equally mechanical and arbitrary. In the latter sense, they are calculated to make a ship fuller or narrower, according to the service for which she is designed, and in the former they are drawn according to those rules which the artist has been implicitly taught to follow, or which his fancy or judgment has esteemed the most accurate. They are generally composed of several arcs of a circle, reconciled together by moulds framed for that purpose. The radii of those arcs, therefore, are of different lengths, according to the breadth of the ship in the place where such arcs are swept; and they are expressed on the plane of projection either by horizontal or perpendicular lines; the radii of the breadth-sweeps being always in the former, and the radii of the floor sweeps in the latter direction. These two arcs are joined by a third, which coincides with both, without intersecting either. The curve of the top-timber is either formed by a mould which corresponds to the arc of the breadth-sweep, or by another sweep, whose centre and radius are without the plane of projection. The breadth of the ship at every top-timber is limited by an horizontal line drawn on the floorplane, called the half-breadth of the top-timbers. The extreme breadth is also determined by another horizontal line on the floor-plane; and the lines of half-breadth are thus mutually transferable, from the projection and floor-planes to each other. The necessary data by which the curves of the timbers are delineated, then, are the perpendicular height from the keel, the main or principal breadth, and the top-timber-breadth : for, as a ship is much broader near the middle of her length than towards the ends, so she is broader in the middle of her height than above and below; and this latter difference of breadth is continued throughout every point of her length. The main breadth of each frame of timber is, therefore, the ship's breadth nearly in the middle of her height in that part: and the top-timberbreadth is the line of her breadth near the upper end of each timber. It has been already observed that, as both sides of the ship are alike, the artificers only draw one side, from which both sides of the ship are built; therefore, the timbers before the midship-section are exhibited on one side of the plane of projection, as in plate I., fig. 2, and those abaft before it on the other, as in fig. 3. PLANE OF PROJECTION. A, the keel. B B, the line which expresses the upper edge of the keel, from which the height of each timber and height of its different breadths are measured. C, C, the perpendiculars raised on the line B, to limit the ship's extreme breadth and height amid-ships; or, in other words, to limit the breadth and height of the midship-section. D, a perpendicular erected from the middle of the keel, to bisect the line of the ship's breadth in two equal parts. E, the half-breadth of the top-timber line." F, the upper height of the main-breadth line. 2, 4, 6, 8, 10, 12, 14, 16, 18, 20, 22, 24, 26, 28, 30, 32, 34, the radii of the breadth-sweeps, in the after-body, fig. 5, abaft the midshipsection. , the midship-section, called dead-flat. ACEGIK MOQ SUW Y, are those of the radii of the breadth-sweeps in the forebody, fig. 4, before the midship-section. 2, 4, 6, 8, 10, 12, 14, 16, 18, 20, 22, 24, 26, 28, 30, 32, 34, are the outlines of the timbers abaft the midship-section, in different parts of their height. , the midship-section, called dead-flat. ACEGIK MOQ SUW Y, are the outlines of the timbers before the midship-section, in different parts of their height. G, G, the crosses on the ticked line in the fore and after bodies, which are tne radii of the floorsweeps. The horizontal plane, plate I., fig. 5, is composed of water-lines and ribands; it also contains the main and top-timber breadth-lines, or the longitudinal lines by which the main-breadth and top-timber-breadth are limited in every point of the ship's length. HORIZONTAL PLANE. A, the diagonal or riband-line. C, the top-timber half-breadth line. D, E, F, G, the horizontal or water-lines. I, the round aft of the stern at the height of the main-breadth. J, the round aft of the stern at the top-timberbreadth. K, the stern. L, the stern-post. tant from each other, to receive the keel; the lower, being much larger than those above, are therefore fastened upon the ground-ways, and the upper ones on the lower with tree-nails: their declivity is generally from five-eighths to three-quarters of an inch to a foot; the upper sides being made straight fore-and-aft and sevel athwart-ships. The keel is formed of several pieces of elm. timber, scarfed perpendicularly and bolted together, and is the basis for the whole structure; it is set straight upon the middle of the blocks, and kept in that position by tree-nails being driven into the blocks along its sides. The dead-wood is generally of oak of various forms and thicknesses, and fayed on the upper side of the main-keel, the scarfs giving shift to the scarfs of the keel, and fastened thereto by tree-nails. The floors are also of oak, fixed athwart-ship, acegikmoq su wy, are the joints of the and scored into the dead-wood. frame-timbers before the midship-frame. , the midship-frame, called 'dead-flat. 2, 4, 6, 8, 10, 12, 14, 16, 18, 20, 22, 24, 26, 28, 30, 32, 34, are the joints of the frame-timbers abaft the midship-frame. The plan and elevation of this seventy-four gun ship are drawn to a scale of one-sixteenth of an inch to a foot. Thus we have endeavoured briefly to explain the nature and uses of the principal draughts used in the construction of a ship, which reciprocally correspond with each other in the dimensions of length, breadth, and depth. Thus the plane of elevation is exactly of the same length with the horizontal or floor-plane. The several breadths of the timbers in the floor-plane and that of the projection are mutually transferable; and the real height of the timbers in the projection exactly conforms to their height in the elevation. In the same manner the breadths of all the timbers may be laid from the projection to the horizontal plane, and, vice versa, from that to the projection. Thus the height of each timber may also be transferred from the elevation to the projection, &c. The principal utility of these draughts is, therefore, to exhibit the various curves of the ship's body, and of the pieces of which it is framed, in different points of view, which are either transverse or longitudinal, and will, accordingly, present them in very different directions. Thus the horizontal curves of the transoms and water-lines are represented on the floor-plane, all of which are nearly straight lines in the elevation and projection; and thus the vertical curves of the timbers are all exhibited on the projection, although they appear as straight lines in the elevation and floor-plane. We shall here attempt to describe the various parts of a seventy-four-gun ship, and, at the same time, show how these parts are progressively applied and connected with each other, according to the modern practice of building, from the laying of the keel to the launching of her inte the water. The timbers being provided, the blocks are laid in the middle of the slip, about five feet dis The stem is composed of two or more circular pieces of oak timber, which are scarfed and bolted together: its lower end is scarfed or boxed into the fore-end of the main keel, and its upper end extends to the under-side of the bowsprit. The apron is also of oak, and conforms to the shape of the stem; the convexity of the former, fayed to the concavity of the latter, forms one solid piece. The knight-heads are of oak; their heads are sufficiently above the head of the stem to support the bowsprit: narrow timber, or fillings, have recently been introduced between the knightheads and the stem, in order to prevent the bowsprit from wounding them. The stem, apron, knight-heads, and the narrow timbers, or fillings, are all bolted together and raised to their proper stations; the scarf or boxing of the stem is then bolted securely to the forepart of the keel. The stern-post is of oak, is the principal piece of timber in the stern-frame, and into which the wing, filling, and deck-transoms, are scored and bolted. Its lower end is tenoned into the keel, and terminates the ship abaft. The inner-post is fayed to the fore side of the stern-post, for the purpose of seating the transoms below the deck; its lower end is tenoned into the keel, and its upper end terminates at the under side of the lower-deck-transom. The transoms are of oak, fixed athwart the stern-post, and bolted thereto, in order to form the buttock of the ship, and to fortify her afterpart. They are divided into four sorts; viz. wing, filling, lower-deck, and the others below the latter are distinguished by Nos. 1, 2, 3, 4, 5, 6, and 7. The wing-transom is the upper transom in the stern-frame, in which the heels of the countertimbers are let in and bolted. The filling-transom is the intermediate transom, which is placed sufficiently above the decktransom to admit the plank of the deck being worked between them. The deck-transom is next below the fillingtransom, and is worked sufficiently broad to secure the after ends of the gun-deck plank. The transoms below the lower-deck-transom are, with those described above, bolted to the stern-post, as before mentioned. The fashion-pieces are of oak, so called from their fashioning the after-part of the ship, and have scores taken out of their aft sides, in order to receive the ends of all the transoms. The stern-frame, being now raised and secured, forms the basis of the whole stern. The harpings, called the floor-surmurk, are pieces of oak similar to the ribands; they are trimmed and bevelled to the shape of the body of the ship in the wake of the fore and after cunt-bodies, and are shored securely to keep the timbers in their respective stations. The ribands, also called the floor-surmark, are of fir-timber, nailed to the timbers of the square-body; their fore and after ends are scarfed to the harpings, which extend from the stem to the stern; they are also shored securely to retain the floor-timbers and the heels of the first buttocks in their proper stations. The frame-timbers are the bends of timbers forming the body of the ship, each of which is composed of a first, second, third, fourth futtock, and a top-timber, which, being united, are raised cross-spalled to their respective stations, shored and bolted sideways to the floor-timbers. The cross-spalls are pieces of fir plank nailed, in a temporary manner, athwart the ship in the wake of the ports, by which the frames are kept well to their breadth. The whole of the harpings and ribands are now trimmed and fastened to their respective stations till the plank is wrought. The filling-timbers are intermediate timbers placed between the frames; they are trimmed and got into their stations singly, and secured by ribbing-nails through the harpings and ribands. The side counter-timbers are of oak, and partake of the shape of the top-side, their lower ends being placed at the extremity of the wing-transom, and bolted to the foremost fashion-pieces. The midship counter-timbers are also of oak; their lower ends are let into the wing-transom, and bolted thereto : they are fixed at equal distances from each other, in order to form the stern-lights, and all the stern-rails are firmly bolted to them. The hawse-pieces are oak timbers, whose side stand nearly fore and aft, and form the bow of the ship. Short hawse-pieces have lately been placed above and below the hawse-holes, and are the means of preventing the timbers from being weakened by cutting the hawse-holes. The cross-chocks are pieces of oak timber which cross the dead-wood, and secure the heels of the lower futtocks. The angular-chocks are fastened to the different heads and heels of the timbers; when they are completed the outside frame of the ship is reconciled, and the inside dubbed to its scantling ready to receive the plank. The kelson is composed of long square pieces of oak timber, scarfed together in a horizontal direction, and fixed within board exactly over the keel, and may be considered as the counterpart thereof for strengthening the lower part of the ship: it is fitted to and laid upon the middle of the floor-timbers, and bolted through the floors and the keel, the scarfs giving shift to the scarfs of the keel. The stemson is a piece of compass-oak timber, worked on the aft-side of the apron, having its lower end scarfed into the kelson, which gives shifts to the scarfs of the apron, and its upper end continued as high as the upper-deck. The postson, or sternson, is a large knee-piece of oak timber worked upon the after dead-wood; the fore-end is scarfed into the kelson, and the aft-side fayed and bolted to the fore-sides or throats of the transoms, and continued as high as the lower-deck transom. The dead-wood bolts are long copper bolts driven through the kelson, dead-wood, and keel, where they are well clinched upon copper rings for the purpose of securing the ship in that part. The lower-deck ports are then trimmed out to their proper size, and the heads and heels of the timbers cut off in order to let in the portsills. The lower-deck port-sills are pieces of oak timber let in horizontally between the frames, to form the upper and lower sides of the ports. The main wale (black-strake, and diminishingstuff) is the lower-wale, which is wrought, fastened with bolts, and bored off, but the tree-nails are not driven through it until the inside plank is worked: it is generally placed on the lowerbreadth, so that the fastenings of the knees or chocks, to the ends of the beams, may be secured to it by the in and out bolts. The fillings are pieces of timber driven edgeways between the timbers from the floor-heads downward to the dead-wood, and caulked within and without board to prevent the ship from leaking, should the plank of the bottom be rubbed off by any accident, which has frequently happened. The plank of the bottom is wrought and bored off, and sufficiently fastened with bolts made fo that purpose, but the tree-nails are not driver: until the inside plank is worked. The orlop clamps are thick plank worked withinside the ship, and the ends of the beams are let into them: the tree-nail-holes are then put through from the outside, and the tree-nails driven through and wedged, by which means the inside and outside plank are secured; the butt-bolts are afterwards driven, which completes the fastening of the plank. The orlop beams are substantial pieces of oak timber, scarfed, dowelled, and bolted together; they are laid athwart-ships to support the orlopdeck, and to keep the sides of the ship together by means of chocks with their iron plate-knees, or wooden knees. The lower-deck clamps are also thick plank worked withinside the ship, and fastened in a similar manner to the orlop clamps above-mentioned. The lower-deck beams are also substantial pieces of oak timber, scarfed, dowelled, and bolted together; they are laid athwart-ships to support that deck, &c., by means of chocks and iron plate-knees, which are bolted both to the chocks and to the ends of the beams; these plate-knees have ears attached to them, and are made to receive two in and out bolts; these ears substi- timber, fixed withinside athwart the bow of the tute lodging-knees. ship and bolted thereto, as the upper-deck hook before-mentioned, in consequence of the beak heads being discontinued, and round bows introduced into the service. The lower-deck hook is a large piece of compass-timber fixed withinside athwart the bow of the ship, to which it is firmly bolted: its upper side is trimmed to the round of the beam to receive the plank of the deck. The lower deck spirketting is thick plank wrought within board; its lower edge is wrought sufficient distance from the beam to admit the water-way, and the upper edge kept well with the upper side of the lower port-sills, and fastened similar to the orlop-clamps, as beforementioned. The transom-knees are pieces of compasstimber, bolted to the wing-transom and to the sides of the ship, in the direction of the transom; being the principal security to the ends of the wing-transom. The upper-deck ports are next trimmed out to their proper size, and the heads and heels of the timbers cut off, in order to let in the port-sills. The upper-deck port-sills are let in as the lowerdeck port-sills before-mentioned. The channel-wale is thick plank worked between the upper and lower-deck ports, the chain and preventer-bolts being driven through it. The upper-deck clumps are thick plank worked withinside the ship, and fastened similarly to the lower-deck clamps. The upper-deck beams are substantial pieces of oak timber, scarfed, dowelled, and bolted together; they are laid athwart-ships to support that deck, &c., by means of chocks and plateknees, the latter being bolted to the former and to the ends of the beams, as in the lower-deck. The upper-deck hook is a piece of compasstimber fixed withinside athwart the bow of the ship, and bolted, &c., as the lower-deck hook. The upper-deck transom is a piece of oak timber, whose upper side is trimmed to the round of the beam, and bolted to the counter-timbers to receive the after-end of the deck-plank: its ends are fastened by knees, which cast under the upper-deck beams, and are securely bolted to the transom and side of the ship. The upper-deck spirketting is thick plank wrought within board, similar to the lower-deck spirketting above-mentioned. The quarter-deck and forecastle ports are then trimmed out to their proper size, and the portsills are let in as the upper-deck port-sills abovementioned. The sheer-strake is thick plank wrought on the top-sides, and its upper edge is kept well with the top timber-lines, or top of the side. The forecastle and quarter-deck clamps are thick plank worked withinside the ship, and fastened as the upper-deck clamps. The forecastle and quarter-deck beams are substantial pieces of oak timber, scarfed, dowelled, and bolted together, &c., the same as the upperdeck beams. The quarter-deck transom is trimmed as the round of the beam, and bolted to the sterntimbers to receive the after-ends of the deckplank; its ends are fastened by knees, which cast under the quarter-deck beams, &c. The forecastle-deck hook is a piece of compass The quarter-deck and forecastle-spirketting is wrought within board, &c., similarly to the upperdeck spirketting; and the short stuff between the ports is worked and sufficiently fastened. The round-house clamps are worked withinside the ship, and secured like the quarter-deck clamps. The round house beams are of small scantling, generally of one piece, placed athwart ships; their ends are secured by chocks and plates, or hanging and lodging knees. The round-house transom is bolted to the sterntimbers, and trimmed to the same round as the beams; a rabbet is taken out of the upper side to receive the deck planks, and its end is secured by iron knees. The limber-streak are thick oak-plank, wrought near the kelson with a rabbet trimmed out, on the midship-side, to receive the limber-boards. The thick-plank, at the floor and first futtockheads, are applied to strengthen the ship at the different heads and heels of the timbers." The foot-waling, or ceiling, is composed of plank which is placed between the several pieces of thick-stuff. The breast-hooks are compass-pieces of oak timber, fayed and bolted athwart the bow of the ship, where they are the principal security. The crutches are also compass-pieces of oak timber, fayed and bolted on the foot-waling abaft, for the security of the after-part of the ship. The sleepers are also compass-pieces of oak timber, fayed and bolted to the transoms and sides of the ship within board, in a diagonal direction, to strengthen the buttock. The bends, or riders in the hold, are interior timbers which combine and strengthen the ship; they are fayed on the foot-waling; and cross the kelson their upper ends continue as high as the orlop and lower-deck beams, and are fayed and bolted through the sides of the ship; they are distinguished by floor, and first, second, and third futtocks. The limber-boards are composed of short pieces of oak, having their grain placed fore and aft, except in the wake of the hatchways, where it runs up and down; they serve to keep the dirt, &c., from getting into the limber-passage; their lower edges are fitted into the rabbet or the limber-strake, and the upper edges fayed and fitted against the sides of the kelson. The pillars are straight pieces of oak timber erected perpendicularly under the middle of the beams to support the orlop; their heels are chased into the kelson, and their heads tenoned into the beams. The bulk-heads in the hold are various partitions separating one part of the ship from the other; they are built with rabbeted and cyphered-edged planks; those erected in the main hold have their seams battened over; those for the magazines and spirit-room are lined with thin deal, and have a cement applied between them to keep the powder and spirits from accidents by fire, &c. The grand magazine is composed of racks, battens, drawers, &c., for containing the powder. The light-room is a place forward, separated from the grand magazine; and, in order to give light to the latter, the lanterns are fixed in it between strong oak jambs, with splaw-boards cased with lead and tin, to secure them very firmly in their places; and, to prevent any accident happening to the magazine, there are wire-guards fixed before the glass. The coal-hole is placed abaft the after-hold, for keeping coals, &c., in. The spirit-room is an apartment abaft the coalhole, and is appropriated for the reception of spirituous liquors, &c. The powder-room is a convenient place abaft the spirit-room; it contains racks, &c., in which the filled cartridges are placed ready for action. The bread-room is close abaft the powder-room, and lined with feather-edged boards, with dunnage battons underneath them, to prevent any water that may spring from a leak in the sides of the ship from damaging the bread. The orlop is the deck beneath the lower gundeck, and is supported by an oak pillar placed under each beam, and framed with carlings and ledges to receive the plank, which are generally of three-inch fir. On this deck are erected the purser's, surgeon's, boatswain's, gunner's, and carpenter's cabin and store-rooms; the midshipmen's births, the captain's, and lieutenants' storerooms, the purser's slop-room, the steward's room, and a place for the marine clothing. The greater part of the said deck is also used for stowing and coiling the cables. The lower-gun deck is that next the orlop, also supported by an oak pillar under each beam, and framed with carlings and ledges to receive the plank, which is of four inch oak, and on which the lower tiers of guns, consisting of thirty-two pounders, are placed. There are also attached to this deck the cisterns for the pumps, the steps for the capstans, mizen-mast, bowsprit, and the riding-bits with their cross-pieces, to which the cables are secured when the ship rides at anchor. The cabins for the junior lieutenant and chaplain are erected abaft upon this deck, as also a gun-room for the midshipmen to mess in. The upper-deck is next above the lower gundeck, and is also supported by an oak pillar under each beam, and framed with carlings and ledges to receive the deck plank, which is of threeinch fir, and on which the upper tier of guns, consisting of twenty-four, or long eighteenpounders, are placed. On this deck the wardroom abaft, with the lieutenants', master's, and captain of marines' births are erected with screen bulk-heads, which are readily taken down on coming to action. The cook-room, with the firehearth, are placed abaft the fore-mast; and the topsail-sheet and jear-bits are also placed on this deck. The quarter-deck is next above the upper-deck, and is of three-inch fir plank; it is supported by oak pillars, except those that come in the wake of the jear capstan, and they are of iron; they are hung to the beams, and hooked up when the capstan is working. On this deck the cap tain's cabin abaft, and the steering-wheel, which works the tiller, are erected; also the fore bracebits for bracing the yards; and the blocks, viz. the main-lifts, the main-top-sail halyards, and cheek-blocks it also contains twenty-fourpounder and thirty-two-pounder carronades. : The forecastle, which is also above the upperdeck, is of three-inch fir, and supported by iron pillars: on it the blocks belonging to the foretacks, cat, top-sail-halyards, and fore-lifts are placed. The skid-beams are of fir timber, fixed in a range between the quarter-deck and forecastle; they have two fir pillars under each of them, and are for the purpose of stowing away the spars, booms, boats, &c. The round-house, abaft, is that part above the quarter-deck forming a covering to the captain's cabin; it is laid with three-inch fir plank, and contains a light for the captain's cabin, also the mizen-top-sail sheet-bits, and six twenty-fourpounder carronades. The knee of the head is generally of oak; the pieces which compose it are of various forms and thicknesses, tabled or dowelled together: the aft-side is fayed and bolted to the stem of the ship, and its lower end continued downwards to the gripe. The rudder is that useful machine attached to the stern-post by pintles and braces; it is formed of oak and fir timber, the principal of which is called the main-piece, which reaches sufficiently above the upper deck to allow a hole to be cut in it for the reception of the spare tiller, in case the working tiller on the lower gun-deck should be rendered unserviceable in action or otherwise. The cheeks to the knee of the head are kneepieces of oak timber supporting the knee; their after-arms are bolted to the bow of the ship, and their fore arms to the knee of the head. The cat-heads are strong compass-pieces of oak timber, whose outer ends project from the ship's sides, and the inner ends are secured under the fore-castle beams: each of them has three sheaves at the outer end for the purpose of catting the anchor. The main head-rails are of two sorts, circular and straight; the former extends from the foreside of the cat-head to the back of the figurehead; and the latter has lately been introduced, having been proved a greater security to the knee of the head than the circular rail, and is also a saving both as to workmanship and materials. The channels are an assemblage of planks fayed and dowelled together edgeways; the fore and main channels are bolted to the side of the ship above the upper-deck ports, and the mizen channel above the quarter-deck ports, for the purpose of spreading the shrouds in order to support the masts. The figure-head is the principal piece of carved work or ornament at the head of the ship; it is scored over the knee of the head and bolted to the lace-piece. The bolsters to the hawse are large pieces of oak or elm timber, fayed and bolted to the bows of the ship between the cheeks: there are two holes cut through each of them in the direction of the hawse-holes, the foresides of which are |