wn on the inner course. It will be understood that the sides and
bottom thus formed were to be overlaid with thin boards running fore and
aft, as in Fig. 2, as they had no means for matching the boards and thus
putting them together tightly.

The sides were two and a half feet high. Six and a half feet from the
forward end was a cross beam (C), into which the mast was to be stepped.
At the stern the bottom was sloping upwardly at an angle and brackets
(D) were extended back and joined at their rear ends, to which the lower
end of the rudder post was attached.

Amidships a keel (E) was formed, projecting down from the bottom, this
keel being, at its widest part, two feet, and tapering down to merge
with the bottom, fore and aft. The cross section (Fig. 4) shows how well
he had formed the vessel, proportionally.

[Illustration: _Fig. 4. Cross Section._]

In addition to the cross seats, similar arrangements for comfort were
made along the sides, and beneath the side seats were spaces in which
their supplies were to be placed. The space forward of the mast was
entirely closed over with a roof which sloped in both directions, and
here provision was made for two berths. This would also afford them
protection and serve as a means to keep out the water and insure at
least one dry spot for their comfort.

As usual, George had some inquiries to make about the boat. "It has
always been a matter of wonder why all boats are made with the big
bulging part nearest the forward end?"

The Professor's eyes twinkled. "Probably there are a great many others
who have had such thoughts. There is really no reason for it. It is not
known how the custom originated, except that in sailing vessels the
claim is that the ship can be maneuvered more easily by such
construction."

"In what way does it make it easier to handle?"

"When a ship is driven forward by the wind, all the force exerted on the
sails is transferred to the forward part of the ship, hence if made
narrow at its forward end it would be driven down into the water, and
the hull would, therefore, be submerged more at the forward than at the
rear end. Furthermore, by having a tapering rear end, the rudder has a
better opportunity of veering the ship around and you can see that the
bulging part, being located forward of the middle portion of the ship,
acts as a sort of pivot."

"But it seems to me that none of the reasons given will apply to a
steamship, and still all the shi