IMPROVEMENTS IN OR BELATING STTEDG D BROODEN
Year: 1883

page_text: LETTERS PATENT to Albert Edward Fairman of Glasgow, in the County of
Lanark North Britain for an Invention of "IMPROVEMENTS IN OR BELATING
STTEDG
D BROODEN "
PROVISIONAL SPECIFICATION left by the said Albert Edward Fairman
at the Office of the Commissioners of Patents on the 29th September 1883.
ALBERT EDWARD FAIRMAN of Glasgow, in the County of Lanark North
Britain "IMPROVEMENTS IN OR RELATING TO THE CONSTRUCTION OF SHIPS OR
VESSELS
"
This Invention which relates to Improvements in the construction of ships or
vessels has reference to the carrying out of the raised quarter deck in a continuous
line in ships of this class and has for its object the giving of a greater Free-board
on a comparatively small increase of registered tonnage.
My Improvements relate further to the construction of cellular double bottoms
or water ballast tanks and to the saving of the cutting of the reverse frame in
such double bottoms or water ballast tanks thereby gaining greatly increased
strength.
In carrying out my Improvements under the first head, the vessel is to class at
London or Liverpool Lloyd's, Bureau veritas, or other recognized registry, either
British or Foreign with some slight modification or addition if necessary, taking
the standard height of these register societies for the raised quarter deck. The
object of my Improvements being to gain an increased Free-board or high platform
as required by the Board of Trade at a comparatively slight, if any, increase of
registered tonnage or first cost of the vessel, it being observed that this class
is not intended to materially to interfere with the existing types of continuous
deck vessels but being chiefly aimed at the type generally known as the well
decked vessel. The raised quarter deck as at present constructed in vessels of this
type stops generally, or as a rule, at the After" side of the engine room
bulkhead, then occurs a break in the continuity of the line, and the deck drops
and is then called the main deck; in height varying in different vessels and it is
20

page_text: from this deck the height of Free-board is measured giving a low platform,
whereas in accordance with my Improvements, the deck being continuous as
herrinefore described, the Free-board is measured at a point amidships, below the
new deck line equal to the difference in height between the main deck and the
raised quarter deck at the break at the engine room bulkhead.
In carrying out my Improvements in the construction of cellular double bottoms,
in which generally the reverse frame is cut at the margin plate of the tank,
I place the reverse frame back to back with the main frame with its flange
outwards next to shell plating curving it inwards at the top of the tank and
rivetting the flange thereto and continuing it either to the centre line of the ship or
alternately to any point between the centre and the side of the vessel this
arrangement being applicable to. either the whole number of the frames in the ship
or a portion of them.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Albert Edward Fairman in the Patent Office on the 29th March
1884.
ALBERT EDWARD FAIRMAN of Glasgow in the County of Lanark, North
Britain "IMPROVEMENTS IN OR RELATING TO THE CONSTRUCTION OF SHIPS OR
VESSELS
"
My said Invention which relates to Improvements in the construction of ships or
vessels has reference to the carrying out of the raised quarter deck in a continuous
line in ships of this class and has for its object the giving of a greater free-board
on a comparatively small increase of registered tonnage, and the obtaining of
maximum safety at a minimum cost. Safety, by means of increased strength,
Free-board, and spare buoyancy; and at the smallest proportionate cost by the
arrangement of scantlings.
My improvements relate further to the construction of double bottoms, or water
ballast tanks, and to the saving of the cutting of the reverse frame in such
double bottoms or water ballast tanks, thereby gaining greatly increased strength.
In carrying out my improvements under the first head, the vessel according to
my improvements if built to class as is generally the case will be constructed in
accordance with the rules for raised quarter deck vessels (hitherto so called) of the
respective Register Societies either British or Foreign with any modifications or
additions which may be now, or may become, from time to time, necessary.-The
object of my improvements being to gain an increased Free-board or high platform
as required by the Board of Trade at a comparatively slight, if any increase of
Registered tonnage, or first cost of the vessel, it being observed that this class is
not intended to materially interfere with the existing types of continuous deck
vessels but is designed chiefly with a view to alteration in the type generally
known as the well-decked vessel.-The raised quarter deck as at present
constructed in vessels of this type stops generally or as a rule at the after side of
the engine room bulk-head, then occurs a break in the continuity of the line, and
the deck drops and is then called the main deck, in height varying in different
vessels, and it is from this deck the height of free-board is measured giving a low
platform; whereas in accordance with my improvements the deck being continuous
as hereinbefore described, the Free-board is measured at a point amidships below
the new deck lino equal to the difference in height between the main deck and the
raised quarter deck at the break at the engine room bulkhead.
And in order that my said invention may be properly understood I now proceed
more particularly to set forth the system mode or manner in or under which the
same is or may be used or practically carried into effect, reference being had to the
accompanying Drawings and to the Letters and Figures marked thereon, that is
to say :-
Figure 1, is an elevation of a vessel constructed according to my improvements.
Figure 2, is a midship section of the same drawn to an enlarged scale
Figure 3, is a cross section and Figure 3a, a longitudinal section of my Improve-
ments in the construction of double bottoms.
As regards Scantlings, the sizes of Scantlings which are calculated upon the
same basis as the present type of vessels, namely, up to the point at which the
present main deck runs, are not increased beyond what would be employed if
the vessel were of the usual raised Quarter Deck type except (1) That the
stringers a, a, as shewn in Figures 1, and 2, of the accompanying Sheets of
Drawings in way of Raised Quarter Deck 6, which are as a rule stronger than

page_text: those in way of Main Deck c, are now carried right fore and aft the whole length
of the vessel or so far as is practicable.-And a fact of some importance is that they
run in an unbroken line thus obtaining increased strength at the same time saving
overlaps, compensation for breaks, and additional work connected therewith; also
cutting but one hole in bulkhead where present arrangement owing to overlapping
requires two (2) As at present arranged the sheerstrake runs in way of main deck
and in way of of Raised Quarter Deck, and immediately beneath it, the plating is
as a rule thinner than topside strake.-In the vessel constructed in accordance
with my improvements the sheerstrake runs in way of continuous deck b¹, all fore
and aft and up to the top of Gunwale moulding d, and the thin plating at or
immediately below Raised Quarter Deck in present type of vessel is done away
with and the usual intermediate thickness of plating is employed between sheer
and Garboard strakes, thus again obtaining increased strength. The hereinbefore
described is the ordinary arrangement in this class of vessel but any other which
will afford equivalent strength is permissible.
As regards Free-board the total depth of vessel amidships in accordance with my
improvements now becomes the same as it is generally, or as a rule, at the after
side of the Engine room bulkhead e, or at whatever point the Raised Quarter deck
stops in present type.-The point up to which full scantlings are carried, namely,
the line of the present main deck, still remains the basis of the calculation for free-
board which is thus increased by the addition of the height of the Raised quarter
Deck whatever this may be in present type and greatly increasing the amount of
spare buoyancy as shewn in the space e, f, g, consequently adding to the safety of
the vessel
The Bridge Houses which in present type of vessel are built on Main Deck care
in accordance with my improvements built on new continuous deck b³, and being
an integral part of vessel and so much higher above water form a largely increased
protection to Engine and boiler room and whatever accommodation may be placed
in the bridge houses h, h, as shewn in the accompanying Drawings and at same
time increase the safety and comfort of those officers or members of crew quartered
therein.
The fact is well known to those acquainted with the economy of Steamship
management and more particularly cargo Steamers that the smaller the net Register
Tonnage can be made, the better for the vessel and her owners as it is upon the
net Register Tonnage that dues are payable in most ports of the world.
Now although the raised Quarter Deck b, is carried right fore and aft in
accordance with my improvements it does not of necessity follow from this that it
should be continued in a line parallel to, or of equal height above, the present
Main Deck line c, although this may be done if required. If it were carried out
in this manner the tonnage would be unduly increased, and would not be of much
service as a freight earning power so in order to avoid this unnecessary increase of
tonnage the deck sheer is kept down below gunwale d, and would in many cases
terminate at a point somewhere near the termination of present main deck at
stem ?.
As regards the reasons for the main deck in present type, terminating so high
up, or in other words, having such a large amount of sheer.-This is done, first to
obtain spare buoyancy; secondly, the spare buoyancy being obtained, then to get a
reduction in Free-board; which is usually allowed (if deck-sheer be in excess of
the normal sheer,) in proportion to that excess.
The continuous deck b¹, in accordance with my improvements now becomes the
main deck and does not need this abnormal amount of sheer because a large
amount of spare buoyancy is already gained in the space e, f, g, thus dispensing
with the necessity for large amount of sheer in deck, and by keeping deck down;
two desirable points are gained, (1) The small increase of net Register Tonnage as
shewn in space j, f, k, and (2) the gain of sufficient head-room under Turtle-back
deck, which, (if such useful structure be built) greatly increases the safety and
comfort of the vessel, covering as it does the entrance to crew's quarters, and the

page_text: windlass 1, which being placed on the main deck b¹, as shewn in the Drawings
renders the lead for steam pipes more easy.-But this is not novel, and though
advisable, is optional, and a matter of detail and arrangement.
As a set-off against the first point of increased net Register tonnage it is
necessary to consider the deduction allowed for crew space m, f, n, o which being,
as in this case, under main deck considerably reduces the increased under deck
tonnage. This arrangement is optional; as the crew could be berthed under
Turtle deck on main deck as may be most convenient.-Also the space p, m, q, r,
becomes available for measurement or stowage cargo beyond what is obtainable in
present type of vessel and taking cargo at fifty (50) cubic feet, and Register
measurement at one hundred (100) cubic feet per ton, then double the amount of
ineasurement cargo is carried in this space over and above the tonnage upon which
dues are payable.
Figure 3, shews in cross section and Figure 3* in longitudinal section my
improvements in the construction of double bottoms.
In carrying out these improvements in which generally the reverse frame t, is cut
at the margin plate u, of the tank I place the reverse frame back to back with the
main frame v, with its flange outwards next to shell plating x, as shewn in the
drawings, curving the said reverse frame inwards, at the top of the tank w, and
riveting the flange thereto and continuing it either to the centre line of the ship or
alternately to any point between the centre and the side of the vessel, this
arrangement being applicable to either the whole number of the frames in the ship
or a portion of them.
Having now described and particularly ascertained the nature of my said
invention and the system, modo or manner in or under which the same is or may
be used or practically carried into effect I would observe in conclusion that the
Drawings accompanying this Specification are merely intended as an illustration of
the scope of the design and not as a restriction to the particular arrangement
shewn. This would most likely vary in almost every vessel according to
circumstances, but what I consider to be novel and original and therefore claim as
the Invention secured to me by the hereinbefore in part recited Letters Patent
is:
First. The improvements in the construction of ships or vessels consisting in the
carrying out of the deck in a continuous line in place of breaking the deck as
hitherto, to obtain greater Free-board without unduly increasing the scantlings or
Tonnage all substantially as herein before described and shewn in Figures 1, and 2,
of the accompanying Drawings,
Second The constructing of double bottoms by continuing the reverse frame
across the top of the tank in lieu of cutting the said frame at the margin plate as
hitherto, substantially as hereinbefore described and shewn in Figure 3, of the
accompanying Drawings.
In Witness Whereof I, the said Albert Edward Fairman have hereunto set my
hand and seal, this twenty eighth day of March in the year of our Lord One
thousand eight hundred and eighty four,
A. E, FAIRMAN, (L.S.)