And now a word or two as to this practical work which will cover the second method of learning boat-building as mentioned at the beginning of my paper. The boy who has not had the benefit of any previous training with an instructor may have to commence with turning the grindstone. The tools used in boat-building are in such constant use that they grow dull very soon, and the grindstone is kept going almost the whole of the day. Besides, the work being very heavy, the men generally work in couples, so that the learner when he is not turning the grindstone is assisting in lifting the heavy timbers that have to be used. The first tool he is generally permitted to use is the saw; then he begins to use the adze; then he is trusted with the ax, and helps get out the planking and timber for the frame of the ship.
Then comes the difficult part of construction. The apprentice must have learned all this work with the tools (of which I am only able to make a passing mention), before he comes to the constructive part; that is, the part that our pupil has been studying with the naval architect.
Before the building of the ship is commenced, a small wooden model is made, to give the owner and the builder an idea of what she is going to look like.
"A little model the master wrought, Which should be to the larger plan What the child is to the man."
Doubtless, you have seen such models. They are built sometimes on a scale of a quarter of an inch to a foot; they are made of pieces of cedar and pine wood, placed alternately, and show the shape and whole arrangement of one side of the vessel. This model is glued, on its flat side, to a piece of board, for greater convenience in examination.
From this model, "life-size" plans of the ship are made with chalk on the floor of a long, wide room, like a big garret, which is used especially for this purpose. It will not be necessary to enter into a technical description of these plans. There are three of them,—the sheer plan, the half-breadth plan, and the body plan. They show the position of the different planks to be used in the construction of the ship. To gain a rough idea of these plans, take a cucumber, decide which you will call the bottom and which the top, and cut it in the middle, lengthwise, from end to end. Look into its interior and fancy that it is covered with lines, both horizontal and vertical—and that will give you a very rough idea of the sheer plan. By laying the cucumber on its side and cutting it lengthwise, you will have a notion of the half-breadth plan. A division in the middle (cutting it in two parts, so that you can see the whole circumference) may suggest to you the body plan. This can not be made very clear, not even with drawings, because it is the most technical part of the work; but its object is apparent. From these three plans, taken from different points of view, the boat-builder can locate the position of every piece of plank in his vessel. So true is this that I understand it is possible to number the planks of a ship, and send them off to some distant country, where a ship-builder can construct the vessel without ever having seen the design.
A great deal of calculation and figuring enters into this part of the work, but much of it has been made easy by the aid of a man (now dead, I believe) named Simpson, the author of what are called "Simpson's Rules." These rules are incorporated in small pocket handbooks which contain, in addition, a large number of tables, rules, and formulas pertaining to naval architecture. The most popular handbook of this character in England is said to be "Mackrow's Naval Architect and Ship-builders' Assistant," and in our country, "Haswell's Engineers' Pocket-book of Tables." These, however, are only aids in making calculations, and are very much like the interest tables you have probably seen, which save the trouble of going through the figuring in detail. There are a great many books which will be interesting and valuable to the young ship-builder. To give you some idea of their character, I copy the following from the table of contents of a recent standard work: "The displacement and buoyancy of ships;" "The oscillations of ships in still water;" "The oscillation of ships among waves;" "Methods of observing the rolling and pitching motions of ships;" "The structural strength of ships," etc.
These titles may not at present indicate a very promising literary feast, but when the young boat-builder has mastered the rudiments of the technical part of the profession, he will read and reread such productions with as much pleasure as he now peruses the stories in St. Nicholas.
I have not entered into the details of iron ship-building, the practical part of which the boy will learn in the same yard in which he learns to work in wood; for it is presumed that he is going to some large yard to obtain his instruction. Indeed, in this occupation it is the practical part that is the easiest and the most interesting to young learners. They are apt to slight the theoretical knowledge required and to long to spend their time in the shipyard with real tools, doing real work, for a real ship. With the boy who, through force of circumstances, has to enter on the life of a journeyman and earn wages, there is more excuse for hastening to that branch of the work than for the lad who is better situated in life. The journeyman will learn construction last and from his master. Under the plan I have suggested, the other lad will learn the general principles of construction before he goes to the shipyard; at least he will not have to commence with turning the grindstone. His first few visits will be confined to watching the men at their work; then he will gradually make himself familiar with the use of the different tools.
The journeyman will receive at first $1 a day; during the second year, $1.50 a day, and be gradually advanced until he receives the regular wages, at the present time from $3 to $3.25 a day. It would not be advisable to make any estimate of the profits of boat-building as a business, for, no matter what they are now, by the time my young reader has started a shipyard, they may be entirely different, owing to the increase or decrease in the cost of material and labor.