(Latin Capricornus, from caper a goat, and cornu a horn), in Astronomy, one of the twelve signs of the zodiac; the winter solstice.

The ancients accounted Capricorn the tenth sign; but the stars being advanced a whole sign towards the east, Capricorn is now rather the eleventh sign; and it is at the This sign is represented on ancient monuments, medals, &c., as having the fore part of a goat, and the hind part of a fish, which is the form of an Egyptian; and sometimes simply under the form of a goat. In books it is characterized thus, Ω.

**Capricorn**, Tropic of, a lesser circle of the sphere, which is parallel to the equinoctial and at 23° 30' distance from it southwards, passing through the beginning of Capricorn.

**Capsa**, in Ancient Geography, a large and strong town of Numidia, the site of which is occupied by the modern Gafsa, 74 miles W.N.W. of Cales.

**Capsicum.** See Catechu Pepper.

**Capstan,** or **Capsten,** a strong massive column of timber, formed like a truncated cone, and having its upper extremity pierced with a number of holes to receive the bars or levers. It is let perpendicularly down through the decks of a ship, and is fixed in such a manner that the men, by turning it horizontally with their bars, may perform any work which requires an extraordinary effort.

The following descriptions present a view of some important improvements on capstans by Captain Phillips of the royal navy. (See Plate CI.VIII.)

Fig. 1 is an elevation of the upper capstan and works, and an elevated section of the lower capstan, of a frigate; A, the upper capstan, is fitted securely to the spindle by two iron crosses at the upper and lower ends of the barrel; B, the spindle, runs the full length of both capstans, is a fixture to the upper one, and revolves freely on turned bearings in the lower capstan; C, a strong hexagonal plate, fitted to the spindle and upper part of the trundle-head. D, the trundle-head, fits hexagonally over the barrel U, which is connected with the spindle by the plates C and E; the trundle-head is further secured by being bolted to the plate E. By using a barrel instead of a plain trundle-head, a greater bearing is obtained upon the spindle, which must prevent the head from working, when the men bear much at the outer end of the bars. E, the trundle-head lower plate, is fixed to the hexagonal part of the spindle, and to the trundle-head, as above described. F, fixed bolts that connect the plates C and E together; G, drop-bolts, that serve either to attach the trundle-head to, or detach it from, the lower body. The size of the bolts is larger in diameter than the largest mooring chain of a line-of-battle ship; and from there being three in use, there can be no risk of their breaking. H, is an hexagonal part of the spindle, on which the plates C and E fit, as well as the barrel U. I, the upper plate of the lower body, secures the body and whelps together. It has a circular hole in the centre, through which the spindle passes; the bearing is bushed with brass. K, the lower body, is composed of a barrel, whelps, and pecul-head, like any other capstan, but revolving in turned bearings round the spindle. L, drop-bolts, which attach the lower body to the frame that carries the works, or detach it from them, as may be required, by means of chains running over the upper cheek. M, the lower plate of the body, revolves with a turned bearing round the spindle. N, the frame that carries the centre of the intermediate pinions N N N, which frame revolves in turned bearings round the spindle. O, the centre pinion, is fixed to the spindle. P, the large wheel, is a fixture to the beams. Q, a collar, is bolted to the spindle on which the lower body rests. R, a collar to support the frame U. S, the step, is a strong piece of wood passing from beam to beam; it is secured by bolts to the beams, and supported by stanchions from the deck; an iron cup with a brass bushing is let into it, to receive the lower end of the spindle.

Fig. 2 is a plan of the works used in fig. 1, which shows that the centre wheel is but one-half the size of the exterior wheel, although possessing a power of three to one. The parts of the works are lettered similar to those of fig. 1, being a plan corresponding with that elevation.

Fig. 3 is a plan of the works in fig. 4, the parts being lettered the same, and answering to the elevation described in fig. 4.

Fig. 4 shows the elevation of the upper capstan, with the works partly in section, partly in elevation, and an elevated section of the lower capstan of a frigate. A, the upper capstan, is firmly secured to the spindle by crosses and an iron bolt. B, the spindle, which runs the length of both capstans, is a fixture to the upper one and false head, but revolves freely in the lower capstan. C, the false head, is attached to a hexagon on the spindle; it may be let on halves, and when fixed to the spindle will prevent the lower capstan from rising. D, the lower capstan, is made entire; head, whelps, body, and pecul-head, similar to any other capstan, but revolving in turned bearings round the spindle. E, the collar that carries the lower capstan. F, the partners, are made like those of plain capstans, with iron spindles, with a cup let in to receive the toe. G, drop-bolts, which serve to connect or disconnect the false head to the lower capstan. H, the standards, are secured at their base to the trundle-head, and on their upper end is fixed a circular ring, which supports the centres of the intermediate pinions N N N; which ring is attached by pillars to the upper flange N N, with the pinions working between the plates N N. O, the centre pinion, is let on the hexagonal part of the spindle, and is consequently a fixture to it. Q, the guides, are iron carriages, that are secured to the beams, and in which the bolts R R traverse. R, the bolts which serve to fix the large wheel when the increased power is in use, by grooves in stubs, fixed at opposite diameters of the rim of the large wheel. These bolts slide backwards and forwards in the guides Q Q. S S is a blocking of wood attached to the beams to support the carriages of the bolts R R. T T are the upper and lower deck beams, shown in section.

Fig. 5 is an elevation of the lower capstan of a frigate, with the spindle separated beneath the quarter-deck; and is constructed in every way similar to fig. 1, excepting that the trundle-head is connected to the body and whelps, and plays loosely round the spindle. A fixed head or plate, firmly secured to the spindle, attaches the lower capstan to the spindle by the upper deck bolts G G; it will therefore be only necessary to describe those parts that differ from fig. 1. C, the false head, is secured to the spindle on an hexagonal bearing; D, the trundle-head, is a fixture to the lower body. The bolts G G and L L will be correspondent in strength to the spindle.

The mode of using these capstans will be more fully understood by referring to the letters in the plate and description.

When the upper bolts G G in fig. 1 are down, and the lower ones L L are suspended by the chains to the upper cheek, the capstan has no power beyond the leverage of the bars, as the works are totally disconnected with the capstans. To increase the power, elevate the bolts G G, and let the chains loose that suspend the bolts L L, when these bolts will fix themselves by their weight in the frame N N, and thus connect the lower body with the works. By the upper bolts G G being elevated, the lower body becomes detached from the head; and in this state, when the upper capstan is hove round, the lower capstan receives its motion by the bolts L L, through the medium of the works. The lower head D, being a fixture to the spindle, has the power of setting the works in motion, as well as the upper capstan, and consequently the power may be acted upon on either deck. When all the bolts are up, the capstans are separated; the lower capstan will then remain stationary, and the upper capstan may be used to spring the ship, or for any other distinct purpose, whilst the messenger may remain during this period passed round the lower capstan body, ready to weigh the anchor.

In fig. 4 the works are between the quarter-deck beams. To increase the power, lock the large wheel P (that is, secure it by the bolts R R), and disconnect the false head C C from the lower capstan by elevating the bolts G G. Heave round on the quarter-deck capstan, and the power will be in action by the lower capstan being set in motion by the pillars H H through the medium of the works. To use it as a plain capstan, unlock the large wheel by withdrawing the bolts R R, and dropping the upper bolts G G, when both capstans and the works will traverse round together. To disconnect the capstans (that is, to use them for separate purposes), suspend the bolts G G and withdraw the bolts R R, when the works will go round with the lower capstan by means of the pillars H H, and the spindle with the upper one.

In fig. 5 the false head is a fixture to the spindle, and the lower capstan revolves round it. To increase the power, elevate the bolts G G, and drop the lower bolts L L. To use the capstan for separate purposes, lift all the bolts and keep them suspended; to make it a plain capstan, suspend the lower bolts L L, and keep the upper ones G G down.

The wheel work is so arranged that the power may be applied or relieved from it almost instantaneously; and the leading feature of the improvement is, that both capstans traverse the same way, either as a plain capstan, or when set in motion by the machinery; and the increase of power obtained is in the ratio of one revolution of the first mover more than the revolution gained by the difference of diameter between the first period and the large wheel. This is gained by making the large wheel stationary, and the centres of the intermediate pinions the means of communication with the capstan. Considerable improvements have of late years been made in Phillips' capstans, which in their original form are not now much used in her Majesty's service.

A part of Phillips' plan, however, is retained, that namely of connecting the upper and lower capstan together, on the latter of which marked * on Plate CLVIII., there is a toothed wheel, which in revolving enters the link of the chain-messenger. This latter is relieved after going half round the capstan, which is likewise fitted for a rope-messenger in case the chain become defective. A French plan was recently devised (marked in the Plate"), in which, instead of the wheel, an iron flange is fitted to take the three cables (the one above and the other below the class, or rate, for ships), and by this means a messenger is not required. Messengers are generally of chain; but rope ones are also supplied to each ship in case the chain ones should become defective. The chain-messenger is made with a large link and a small one. This latter the spikes of the wheel enter as the wheel revolves. This messenger is passed half round the capstan, taken forward round the rollers in the bow, and the two parts of the messenger shackled together. Rope-messengers are passed three times round the capstan, and with an eye at each end lashed together. The rope-messengers in all ships are cut from five to eight fathoms longer than the distance between the capstan and the bow, in order that the men may hold on when the cable is hove in. Nippers made of rope from four to five fathoms long are used to attach the cables to the messenger. These are taken off when the cable is hove in, and come aft to the chain locker (or if the cable is hempen to the hatchway near the tier).

A patent has lately been taken out by Mr Thomas Brown of London, in which various improvements are introduced. The principal of these are illustrated in the subjoined woodcuts. The numbers 1 and 2 represent the plan and elevation of the capstan flange, for working various sizes of chain cable; 3 and 4 are the plan and elevation of the deck-pipe stopper, to be used for checking the cable when bringing the ship to, and for riding by when at anchor; 5 and 6 are the plan and elevation of the clearing guide.

The following woodcut represents Mr Aylen's mode of anchoring a ship during a calm, when out of soundings, to prevent her drifting when a strong current is running against her.

Supposing a ship of from 500 to 600 tons in a calm, with the current running three knots against her, and out of soundings; let go the kedge anchor, having previously secured two pieces of canvas to it as per figure, No. 1 and 2; veer out 40 to 50 fathoms of 3 to 4 inch hawser; then lower the quarter boat or cutter, and stop the above hawser to the ring in the bow and stern of the boat; then veer from the ship 70 to 80 fathoms on the hawser, between the boat and ship; put on a snatch block to traverse, with one or two pigs of ballast, to be used according to the strength of the current.

Supposing that the current at from 40 to 50 fathoms deep is running in a different direction from that of the surface—as has been frequently observed in clear water at sea— it is plain that a great strain is taken off the anchor by using the boat, insomuch as the whole strain would be on the hawser b c, the greater part of which is borne by hawser a b; that if the ship rode immediate at b, the whole of the strain being at b c, would naturally require a greater weight to hold her; in fact, a bowser anchor with 60 fa- thoms of cable would not be sufficient, besides the difficulty of again recovering the anchor.

If the surface and deep current should happen to run in the same direction, the ship would not then separate from the boat; all would drift together. This plan for anchoring, there is every reason to suppose, will answer near the equa- tor, or at any place at a distance from the main land, but it is not intended for a tide way.

(CAPTAIN (French capitaine, Italian capitano, from the Latin caput), literally a head, or chief officer; but the term is used in particular to denote an officer holding a certain rank in the army or the navy. In the army, a captain is the officer who commands a troop of cavalry, or a company of infantry, or of artillery. His full pay in horse regiments is 14s. 7d. a-day; in the infantry 11s. 7d. Captains in the Life and Foot Guards rank with the Colonels of other re- giments, and their full pay is 15s. a-day.

CAPTAIN-General, the commander-in-chief of an army, or of the militia.

CAPTAIN-Lieutenant, is an officer who, with the rank of