Similar vessels.
Year: 1886

page_text: Date of Application, 9th Mar., 1886.
Complete Left, 9th Dec., 1886.
Complete Accepted, 22nd Feb., 1887.
Similar vessels.
1, EDMUND FREDERICK WAILES of 13 Tankerville Terrace, in the City and County
of Newcastle upon Tyne, Naval Architect, do hereby declare the nature of this
invention to be as follows:-
My improvements consist in making the keels of ships and similar vessels of a
hollow channel section with the special object of receiving the bilge water below the
bottoms of floors and enabling it to be perfectly drained by suction pipes thus
keeping dry the bilges and preventing the injurious action of the "wash" of water on
the floors and interior of skin as well as reducing to a minimum the useless dead
weight of water which is now carried, and which amounts to very serious diminution
of the carrying capacity-and in the method of "scarphing" or joining the lengths of
such keels to each other and the incidental details of construction.
The channel form of keel also admits of minute examination of the inside of bottom
of vessel while afloat by the absence of bilge water and will also, in my opinion, add
to the structural strength of the vessel.
The principle of construction is applicable to all classes of ships and similar vessels
whether of wood, composite, iron or steel, in modified forms to suit each case but I will
describe it as applied to a screw steam ship of iron or steel plates.
The section which I prefer to use is of a trough forni consisting of a flat or nearly
flat bottom with two vertical sides to which the "garboard-strakes" of plates will be
rivetted independently of each other. The channel keel may however be of different
sections, forming a trough, the essential feature being that the keel shall form a
channel into which all water shall drain to the lowest level, and to the sides of which
the "garboard-strakes" shall be rivetted, and that the form adopted shall give the
greatest possible strength with facility of manufacture and that the keel pieces (which
will be of usual lengths) can be withdrawn downward clear of the "garboard-strake"
plates and of the "scarphs" by which they join each other when required for repair
or renewal of any one or more lengths without further disturbance of the structure of
D
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page_text: ship and in the same manner replaced in position in the vessel. The "scarphs
joining one length of keel to the next are alternately inside and outside, the two,
vertical sides and the bottom "scarphs" being formed with a slight taper and planed
or otherwise made to fit accurately to each other and when in position form a
"flush" joint inside and outside the keel. Commencing (for example) at the after
end the "scarph" of stern frame will be made as for an ordinary bar-keel joining a
similar scarph" formed on the after end of the first length of channel keel which at
that end will taper to a solid form. The forward end of this first length will be
"scarphed" on sides and bottom, so as to enter inside the "scarph" of next length in
the manner of a "spigot" and "faucit" and so throughout the whole length of the
keel, the forward end of the forward length of keel tapering to form a solid "scarph❞
to join the stem piece which is constructed as usual. The bottom parts of each
:: scarpl will be secured by a few countersunk rivets the side "scarphs" being
secured by the rivets which unite the "garboard" strakes on each side. When any
length or lengths of the kecl are required to be removed-the rivets having been cut
out the length to be removed is drawn downward at the after end which is the
outside (or faucit") "scarph" and then drawn aft thus drawing its forward end
which is the inside (or "spigot") scarph out of the after end of the next length of
keel and the replacing of a repaired or new length of keel is effected in the same
manner and the flanges of the garboard strakes are then rivetted to the vertical sides
of channel kecl.
::
The channel keel may be made of iron, steel or of any other suitable metal, forged,
rolled, cast or formed by pressing by hydraulic or other pressure-and of such
Scantling" as to suit the requirements, as to strength in the material used, of the
classification authorities under whom the vessel may be built.
$:
"
The cementing of bottom of ship will be continued down the sides and cover the
bottom of inside of channel keel protecting the heads of rivets of "garboard" strakes
and the scarphs with the rivets in bottom portion forming thus a cemented channel
for the bilge water into which the ends of bilge pipes will project so as to draw from
the lowest possible level.
W. LLOYD WISE,
46, Lincoln's Inn Fields, London, W.C.,
Agent for the Applicant.

page_text: 1, EDMUND FREDERICK WAILES, of 13 Tankerville Terrace in the City and County
of Newcastle upon Tyne Naval Architect do hereby declare the nature of this invention,
and in what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement:-
The improvements consist in making the keels of ships on the Hollow or Channel
principle the section of which is made of solid material preferably of rolled iron and
so constructed as to be easily removed and refitted at any time for repairs or renewals,
but more especially adapted for Steamers of large tonnage with continuous double
bottoms, but which are suitable for smaller vessels and similar craft of all classes.
The section of the channel Keel is essentially of a trough form preferably consisting
of a flat or nearly flat bottom with two vertical sides made in usual lengths, the
scarphs" for joining one length to the other, are constructed on the "spigot" and
"Faucit" principle, and are alternately inside, and outside. The two vertical sides,
and bottom at each end, of each keel piece, are formed with a slight taper, and planed,
or otherwise made to fit accurately to each other, and when, in position to form a
flush joint inside, and outside of the keel, For example the stern posts "scarph
would be "Spigot" and fit inside the adjoining keel piece, the after end of which of keel
would have a "Faucet" scarph over the stern post scarph" and the fore end of keel
piece would have a "spigot scarph" and so on alternately with the object of keeping
the after "scarph" outside and the forward one inside, to admit of their removal when
necessary by lowering the after end down and withdrawing the length out astern.
::
The Channel Keel may be continued upward at the stem, say to the uppermost
deck, hent to form a portion of the stem piece the vertical sides being bevilled to suit
the thickness of the stem piece or the Channel Keel may terminate against an
ordinary solid stem piece and be connected by "scarphs" the same as the stern post.
The Channel Keel will be fitted into the ship in precisely the same manner as the
ordinary bar keel with the "garboard strakes" plating flanged down each vertical side
of the keel and connected thereto with rivits of a suitable size and number preferably
put into their holes from the inside of the keel and rivited up on the outside of shell
plating (i.e. "garboard strakes") the bottom flange of each "scarph" being fastened
with a few suitable rivits-The rivit heads inside keel will be covered with cement for
their protection, forming thus a cemented channel for the bilge water into which the
ends of the pump suction pipes project so as to draw from the lowest possible level.
To effect a perfect system of drainage into the Channel Keel in vessels where it is
advisable to abolish the usual thick layer of solid cement, substituting a thin coating,
the shell plating on the flat of the bottom may be "Clincher" built with bevilled

page_text: packing introduced between framing and plating, and suitable drain holes bored low
down in each frame.
The principle of construction is applicable to all classes of ships (including those
built for liquid cargoes) and similar vessels whether of wood, composite, iron or steel
in modified forms to suit each case, with the special object of receiving all the bilge
water below the bottoms of floors, and enabling it to be perfectly drained by suction
pipes thus keeping dry the bilges and preventing the injurious action of the wash of
water on the floors and interior skin as well as reducing to a minimum the useless
deadweight of water and cement which is now permanently carried on all bottoms and
which amounts to very serious diminution of the carrying capacity.
The Channel form of keel admits of minute examination of the inside of bottom of
vessel while afloat by the absence of the thick covering of cement on bottom and of
bilge water and also the structural strength of the vessel is increased.
In vessels where perfect drainage is not a primary object, and where it is required
to give steadiness at sea I propose to reverse the Channel Keel, the open vertical
flanges projecting downward and forming a Central Channel Rolling Keel which may
be continued upward at the 'stem-the formation of the sections of keel, junctions to
each other and mode of removal and replacing being as previously described.
On the accompanying drawings I illustrate the application of my invention to an
iron or steel ship of about 2000 tons fitted with double bottom on the highest
Classification.
On Sheet 1. Figure 1. shews a transverse midship section of bottom of ship.
Figure 2 a longitudinal section of a portion of ship through centre of Keel.
Figure 2 a portion of an adjoining length of keel:
Figure 3 is a plan of keel on Figure 2. Figure 3 a plan of a portion of adjoining
length of keel.
Figure 5 shews a transverse section of part of ships bottom with an inverted
Channel keel called a "rolling" keel.
On Sheet 2. Figure 4 shews to full size the Channel Keel of the required seantling
and of the form of section which I prefer as adapted for being rolled of iron or steel
and shews also the mode of rivitting the "garboard "strake plates to the keel and the
mode of cementing the channel and protecting the rivit heads.
The ship as shewn on Figure 1 is "Clincher" built in lower portion of bottom the
spaces between the frames and inside surface of plates being filled with bevilled
packing so that a thin coating of cement will suffice to form a perfectly smooth
draining surface for the bilge water to the channel of keel. On all the figures the
same letters indicate corresponding parts.
A are the Frames.
B the Channel Keel (shewn reversed on Figure 5).
the shell plates called technically the "garboard" strake plates.
D Rivits rivitting "garboard" strakes to keel.
E Drain hole.
F Line of cement lining of Channel Keel.
G and H Suction pipes from pumps the end of pipe G may be formed so as to
extend farther into Channel if necessary.
J Strum boxes for suction pipes H.
K "Spigot" and "faucet "scarph of length of keel shewing the manner in which
one length connects to the next to form the keel.
L. Bulkhead.
M The double bottom.
I have not illustrated any of the other various Sections to which the Channel Keel
may be made according to my invention as I consider the section I have shewn is best
adapted to fulfil practical requirements in ships of the types now prevailing.

page_text: Having now particularly described and ascertained the nature of my said invention
and in what manner the same is to be performed I desire it to be understood that I am
aware that Keels of a trough or channel section constructed of bent plates or of
plates and angle irons have been applied in Shipbuilding-in place of bar keels-and
similarly united to the main structure of Ship but what I claim is
In the construction of ships and similar vessels the application of Keels of solid
Channel section rolled, forged cast or pressed-in solid lengths with "scarphed" ends
so formed, relatively to each other, that any length or lengths may be withdrawn and
replaced without interference with the adjoining lengths; constructed and arranged
substantially in the manner described and shewn and with the special objects
hereinbefore set forth.
T. J. DANSON, F. Inst. P.A.,
Agent for the Applicant.