The New York herald. [volume] (New York [N.Y.]) 1840-1920, 1874-03-21
NAVAL ARCHITECTURE.


Theories-A Vessel Without u Frame
Method of OBSERVATION-DISCLOSURES or
tho Work.
BOSTON, March Is, 1874
There is now In progress OF construction IN one
OF The East Boston sh1pyards vessel embodying
new and peculiar principle in naval architecture
and which is attracting considerable attention
from shipbuders and others in this section OF the
country. The designer OF this new method OF con-
struction, Mr.. Nehemiah Gibson, a wealthy and
leading citizen OF East Boston, Is not professional
shlpbuider but IN the course OF long experience
in the rebuilding by others OF vessels which had
been wrecked and purchased by him for the pur.
pose OF renovating and employing them in both
the foreign and coasting trade, became strongly
impressed with the idea that radical faults existed
In the ordinary method OF construction. This
method requires as the base OF the structure q
costly white oak Frame the RIBS OF which are made
up of several short pieces OF timber, with curves
OF greater or less radius. placed end to end from
the keel upward to the deck, and held in position
contiguous to each other by the outer pianking
and Inner ceiling, which is securely boted to
them.
Ribs made OF single timber extending from
keel 10 deck, bent by powerful machinery to the
required curves were invented several years ago
by citizen OF East Boston, and ship named the
New Era, now in the East India trade was built on
this plan, and has thus far proved stanch and
able craft Ia this invention the isadvantages
and loss OF strength resulting from the use OF ribs
constructed OF several pieces or timber were
avoided, but the invention met with little favor
among shipouiders III consequence OF the destruc-
ton oil material occurring In the attempts to bend
the huge timpers to the requisite curves
THE PLAN OF CONSTRUCTION
adopted by MI. Gibson is exceedingly simple, and
n Intn tnnn nm nm thA a
tice OF the past, in that 1t wholly dlscards the
frame the basis OF the structure OF vessel. 1t
Is q well knO Nn lact that majority OF even the
best built vessels, wnen deprived OF the support OF
that elastic cushion, the water, by grounding in
the harbor or elsewhere, are strained and become
leaky, except IN rare Instances. This Is believed
to be the result OF serious faults in the plan
strucIion, and IN one respect IN the use OF frame
insuniclently stancn at first, and eventually
bolts, which cut the ribs through and through.
HIS vessel, which Is now SO far advanced
weeks, is a TIL ee-masted schooner, registering
about $40 tons, 1856 ieet over all 321a feet
single deck, and estimated carrying capacity
Of $50 tons Of coal. The keel, OF hard pine, was
first laid. and then, commencing on either side.
sticks OF timber II inches wide and inches
thick were bolted to it by one and quarter mon
bolts, from 80 to SO inches long. 10
were bolted in turn, gradually building upward to
the deck compact shell II inches thick, COM
posed OF timbers arranged longltudinaly, the ends
overlapping as the courses OF blocks In q stone
building. No short timber has been used except IN
lew instances, and the longest ones attalnable
have been employed as the best adapted TO the pur
pose The keel and plankshear are OF hard pine, the
stem, steInpOst and riansOms OF oak, anu the
timbeIs the SHELL as IL may be termed, entirely
OF spruce. The reasons assigned 1or using spruce
as tire principal material In the huh are tnat 1t ls
tough and buoyant and especially adapted to the
preservation OF the iron DOts.
THE MANNER or BOLTING
Is somewhat peculiar. and calculated to insure
tenaclty OF hold aud great strength. Into each
Thar vp va nrt
bolts opposite each other, each bolt having slight
"drft'' rom straight line. Varying IN length
through three oil the tive or SIX OF the SIX inch
thick tlmbers, and their ''drift" prevents them
IRON pe eas ven ee1 os on as
additional viii be required The result OF This sys-
TEN OF construction is the formation OF wharniay
be termed 'cOncrete iron and wOOo hull' Of I'M
usual strength throughout. The ttLnberS are heWn
to lit eAacty, and luside ana outside the nun pre-
sents a smooth unDroken surface. Caulking is
necessary as on Otner vessels.
The advantages claimed Tor this method are sew
eraL The first Is ITS cheapness, which Is an i'm"
portant one to the American shlpOwner, who sees
the cafrying trade SO largely done III foreign bot
toms, owing 10 our inability to compete in cheap
ness OF ireIghts. The second Is stability, and IN
this respeCt 1t Is claimed, and the claim has been
endorsed by several builders, owners and masters
OF vessels VINO have personally inspected the work,
that the vessel is more stanch lhan one con.
structed In the usual way The third claim IS that
OF gain IN carrying capacity IN proportion to her
size and registered tonnage. TINS is based
used In the null. Reducing THESE claims to
figures it is estimated that the vessel
can be built with iOrty per cent less TIMBER that
she VIII carry twenty-five per cent more cargo,
ana VIII cost twenty five per cent less Tor labor and
materials OF the hull than any other vessel OF the
ordinary build. There VIII be q saving OIL about
$7OO on this nrst experimental vessel. even under
the disadvantage OF employing labor unskllled IN
this peculiar method OF construction. In subse-
quent operations 1t is estimated that the saving
win reach the maximum named-twenty-hve per
cent
Mr.. Gibson will employ the vessel In his own bust
ness Tor the transportation OF coal, and II expert
ence demonstrates the correctness OF his theory he
Will puild otner vessels upon the same plan. The
novelty OF the idea, as well as the advantages
CANNED will lead to careful watching for the re-
suit on the part OF owners and builders throughout
the country.