of these lockers, and it is left to the common sense of the individual to see that they are fitted, for the necessity is obvious to every ship's officer.

The arrangements are shown in Fig. 108.

Mast Step. The method of securing the mast step is one of importance. Instances have occurred, resulting in loss of life,

through the mast and sails going overboard owing to the fitting of an inefficient step.

In the first place, the thwart taking the mast hasp should be increased in width, and the arms of the hasp well secured to the thwart by bolts. Screws are considered to give insufficient grip for the purpose. Details of mast hasps are given in Part VII., Section B.

The keelson must not be cut to receive the heel of the mast, the step is therefore fitted on top of the keelson and secured

thereto with good stout screws and supported with cheek pieces covering the full depth of keelson and thickness of step, the combination being secured with nut and screw bolts as shown in Fig. 109.

Unless the keelson is checked over the timbers, it is an advantage to fit filling pieces between the timbers, planking, and keelson, in way of the mast step. The securing bolts through

the keelson and keel are arranged to give support to the step, and so make the connections as rigid as possible. The step and cheek pieces are made from English elm.

An iron step is sometimes fitted as illustrated in Fig. 110, the cheek pieces would be an additional advantage and relieve the stress on the screws.

Foot Spars or Stretchers.-These must be of sufficient size and strength. They are placed in the most suitable positions for the efficient use of the oarsmen. In the largest types of pulling boats, lower cross seats are fitted to provide the full seating

accommodation and are also utilised to serve the purpose of stretchers.

Where cross-seats are not fitted in a boat supplied with buoyancy air-cases, the stretchers are usually made of stout pieces of American elm, about 2 in. square in section, fitted into cleats attached to the tank cleading by screws from the back, as illustrated in Figs. 111 в and c.

In open boats of Class III. the cleats are fitted to the bilge stringer, which is of sufficient height to allow the footspar to clear the keelson. They are fastened to the stringer before the latter is secured in position.

Alternative positions are made for the stretchers, to suit the convenience of the rowers. (See Fig. 111 A.)

Towing Bollards.--On a passenger vessel where a large number

of lifeboats are carried, including one or more motor boats, the latter serve a very useful purpose in keeping the pulling boats together should the necessity arise. Provision should therefore be made in all the boats to fit towing bollards, to enable the motor boats to connect up with the pulling boats and relieve the oarsmen.

The use of the ring bolt in the stem for this purpose should be avoided, as experience proves this practice to be one accompanied with grave risk to the occupants of the boat. The Admiralty insist on the fitting of towing bollards in all cutters and whalers, to enable large numbers of men to be safely carried and the boats towed behind a motor or tug-boat.

A suitable method of fitting this bollard is illustrated in Fig. 108. It consists of a portable strongback, made from Danzig or English oak, which fits into clamps secured to the gunwale. These clamps may be of wrought iron, but a neater job is given by a metal casting, owing to the difficulty of securing the two bevels at the gunwale. The starboard clamp is arranged to hinge to permit of the insertion of a strongback. Attached to the centre of the strongback is a wrought-iron hasp, or clamp, which supports the bollard. The latter is made from English ash, with a square section having its edges rounded to accommodate the tow-rope.

The heel of the bollard is circular, and secured in position by piercing the gangboard. The bollard cannot jump or lift provided a drop nose-pin is fitted beneath the gangboard passing through the heel of the bollard, and having its upper surface flattened to prevent any movement. The pin is secured to the boat by a chain lanyard.

Plugs. Each lifeboat is fitted with two plugs for each plughole. The position must be one of easy access, and the bottom boards arranged accordingly. The box to take the binnacle compass is placed under the thwart immediately on the fore side of the stern-sheets, to allow the steersman a clear view of the compass. This box should be arranged to be well clear of the plugs.

The common practice is to fit a cork plug into a brass socket, as shown in Fig. 112 A. This fitting cannot be recommended, as the writer has repeatedly found it to leak, particularly at the metal spindle passing through the cork plug. The material in the socket is paired down to such an extent as to make the arrangement of little value. To serve its purpose, a plug must be of substantial scantling and should make a watertight connection with the socket.

B

Fig. 112 в shows an automatic plug sometimes fitted to steel boats.

PIECES

LANYARD

- PLAN
A

O

METAL

SPINDLE

CORK

PLUG

NUT

+LEATHER

PLANKING

PAD PIECE

HAMMERED OVER

C

FIG. 112.-Details of plugs.

Fig. 112 c is a very useful and substantial type of plug. It cannot be detached from the socket, and by unscrewing, it allows the

water to drain from a hole in the side of the spigot. A leather washer makes a watertight connection.

Fig. 112 D is an excellent fitting, placed on the market by Ellisons (Liverpool), Limited, and named the "Agrippa " Patent Boat Plug. It consists of a screwed socket, attached to which is a hinged cover faced with leather. The cover is brought to bear on the seating of the socket with the aid of thumb cleats on a clip hatch, and wedged in position by the latter catching the clips attached to the socket.

Ordinary soft pine plugs are sometimes fitted, attached to the boat by strong lanyards.

It is good practice to secure a pad piece on the outside surface of the planking in way of the plug hole, particularly when soft pine plugs are used. The thickness of the planking is considered to be insufficient to take the sockets or to provide ample material for the securities without being pierced.

Bottom Boards, Stern and Head Sheets. To protect the timbers and fastenings of plank landings, bottom boards are fitted and made readily portable. Care should be exercised to ascertain that they clear the biscuit tanks, because it is usual to fit the latter after the bottom boards are in position.

The bottom boards come in for a good deal of rough usage and should be made from fairly tough material, such as teak, elm, or larch, not less than in. in thickness and well secured together.

The stern and head sheets are the platforms situated forward and aft at the ends of the boat, and are usually made portable. The common practice is to make them from ordinary flooring, but good-class boatbuilders fit portable gratings, which finish off the appearance of the boat without increasing the cost to any

extent.

Pad Pieces in way of Stowage Chocks.-To protect the plank landings from the effects of launching and housing the lifeboats in their supporting chocks on deck, pad pieces should be fitted, for about 15 in. in length, to the outside surface of the planking in way of the chocks. In order to maintain a flush appearance, in a clinker-built boat, tapered pieces are fitted in a similar manner to an inside doubling, and secured to the timbers.

The fitting of the supporting chocks to the form of the boats now becomes an easy procedure, and as the standard positions for these are situated at a quarter the length of the boat from the ends, the boatbuilder can secure these pad pieces before the boat leaves the yard.