IMPROVEMENTS IN THE CONSTRUCTION OF SHIPS
Year: 1876

page_text: LETTERS PATENT to Charles Chapman, of No. 23, St. Mary Axe, in the City
of London, Master Mariner, and Edwin William de Rusett, of Blackheath, in
the County of Kent, Civil Engineer, for the Invention of "IMPROVEMENTS IN
THE CONSTRUCTION OF SHIPS."
"
Sealed the 7th July 1876, and dated the 11th January 1876.
PROVISIONAL SPECIFICATION left by the said Charles Chapman and Edwin
William de Rusett at the Office of the Commissioners of Patents on the 11th
January 1876.
CHARLES CHAPMAN, of No. 23, St. Mary Axe, in the City of London, Master
Mariner, and EDWIN WILLIAM DE RUSETT, of Blackheath, in the County of Kent,
Civil Engineer. "IMPROVEMENTS IN THE CONSTRUCTION OF SHIPS."
The chief object of our Invention is to produce a vessel which shall be unsinkable
and of more than usual strength with decreased weight of material.
To carry out this object we propose to divide the ship longitudinally into
compartments by one or more water-tight bulkheads or girders, which are to
extend nearly or wholly the length of the vessel and to reach in height from the keel
plating or tank top to upper deck, or as herg as may be most suitable. The
bulkhead or bulkheads to be in addition to those usually built athwart ships.
In large vessels we prefer to employ one middle line bulkhead which may be
connected to the keel by what is known as a centre through the middle line keels
on, and the keel may be either formed of plates or of a solid bar.
For smaller vessels we prefer to employ one water-tight bulkhead on each side of
the engine and boiler room extending as far fore and aft as required, with or without
the addition of centre bulkhead at the ends of vessel.
In cases where it is not practicable to connect the longitudinal bulkhead to the
keel a cement joint may be made.
Water-tight doors for slucing or access may be fitted into these bulkheads, but
we prefer that they be left intact.
In vessels propelled by steam or other motive power we prefer the machinery to
be in duplicate, so that in event of a breakdown the vessel may not be totally
disabled. In fact, in some cases we shall make the vessel into two distinct crafts,
namely, a port side ship and starboard side ship, with engines and boilers, &c.,
Prins 1

page_text: distinct;
the steam pipes may be so connected that in case of one side breaking
down the other may be capable of proceeding on the voyage at a slightly diminished
speed.
SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Charles Chapman and Edwin William de Rusett in the Great Seal
Patent Office on the 7th July 1876.
CHARLES CHAPMAN, of No. 23, St. Mary Axe, in the City of London, Master
Mariner, and EDWIN WILLIAM DE RUSETT, of Blackheath, in the County of Kent,
Civil Engineer.
"IMPROVEMENTS IN THE CONSTRUCTION OF SHIPS."
The chief object of our Invention is to produce a vessel which shall be unsinkable
and of more than the usual strength with decreased weight of material.
I. To carry out this object we propose to divide the ship longitudinally into
compartments by one or more water-tight bulkheads or girders, which are to
extend nearly or wholly the length of the vessel and to reach in height from the
keel plating or tank top to upper deck, or as high as may be most suitable. The
bulkhead or bulkheads to be in addition to those usually built athwart ships.
II. In large ships we prefer to employ. one middle line bulkhead which may be
connected to the keel by what is known as a centre through middle line keelson,
and the keel may be either formed of plates or of a solid bar.
III. For smaller vessels we prefer to employ one water-tight bulkhead on each
side of the engine and boiler room, extending as far fore and aft as required, with or
without the addition of centre bulkhead at the ends of vessel.
IV. In cases where it is not practicable to connect the longitudinal bulkhead to
the keel a cement joint may be made.
V. Water-tight doors for sluicing or access may be fitted through these
bulkheads, but we perfer that they be left intact.
VI. In vessels propelled by steam or other motive power we prefer the machinery
to be in duplicate, so that in the event of a breakdown the vessel may not be
totally disabled. In fact, in some cases we shall make the vessel into two distinct
crafts, namely, a port side ship and a starboard side ship, with engines and boilers
distinct, the steam pipes may be connected so that in case of one side breaking
down the other may be capable of proceeding on the voyage at a diminished
speed.
In order that the nature of our said Invention and the means by which the same
is effected may be particularly described and ascertained, this Specification is
accompanied by a Sheet of Drawings having figures and letters of reference marked
thereupon. These Drawings represent a combined passenger and cargo vessel
arranged generally in accordance with our Patent, Fig. 1 being elevation showing
athwartship water-tight bulkheads; Fig. 2, a plan of upper deck showing cabin
accommodation; Fig. 3, a plan of second deck showing longitudinal and other water-
tight compartments; Fig. 4, a section through engine rooms; and Fig. 5, a section
through boiler space.
A is the centre through middle line keelson to which is rivetted the keel D, D,
floors B, saddle plate C, C, and longitudinal bulkhead L, L, L; E, E, angle irons
connecting floors B, B, and saddle plates C, C, to the longitudinal bulkhead L, L, L;
F, F, shows the shell plating of the ship; L, L, L, is the longitudinal water-tight
bulkhead extending in this instance from floors to upper deck and from stem to
stern post, and which is connected to the beams supporting each deck H, K, M¹, by
angle or plate collars G¹, H¹, K, and by the centre tie plates or stringers N, M, M¹,
The deck beams where advisable may be each in two lengths and be rivetted to the
longitudinal water-tight bulkhead and not pass through it, as shown in Drawing
when the collars G, H, K, would not be required.
-
In spar or awning decked vessels with passenger accommodation on the second

page_text: deck and when this deck is well above the load water line, so that danger of water
arising from an injured compartment swamping that deck is beyond probability,
wo would necessarily carry the longitudinal water-tight bulkhead above the
passenger deck; Z, Z, Z, show short pieces of angle iron extending between the
frames T, T, and rivetted to the shell plating F, F, with a view of stiffening the
same between the keelsons and floors.
We do not confine ourselves to any special method for constructing the longi-
tudinal bulkhead, neither do we insist upon its being made water-tight its whole
height, for in large vessels where the second deck is sufficiently above the water
the longitudinal bulkhead need not be made water-tight above this deck, and only
every other athwartship water-tight bulkhead be carried up above the second if
sufficiently numerous for the safety of the vessel.
Having now particularly described and ascertained our said Invention and
the manner in which the same is effected, we wish it to be understood that
we claim and desire to secure by the herein-before in part recited Letters
Patent is,
I. Arranging vessels generally as herein described and as shown in Drawings
attached having special reference to the longitudinal water-tight bulkhead or
bulkheads and hurricane house, which latter is purposely planned so as not to
enclose the cargo hatches.
II. Building a longitudinal bulkhead extending from stem to stern post, and
uniting it with the keel plating or tank top and deck or decks so as to divide the
vessel into port and starboard ships, and binding the whole structure together, all
as described in sections numbered L. and VI. in this Specification, or shown in the
accompanying Drawings.
III. The application of longitudinal bulkhead or bulkheads extending between
the collision bulkheads.
IV. Arranging the engine and boiler on either side of the centre line, so that the
centre strength of the iron decks, stringers, or tie plates remains unimpaired.
Lastly. We claim the application of pieces of angle Z or T in extending between
the frames, as and for the purpose herein-before described.
In witness whereof, we, the said Charles Chapman and Edwin William de
Rusett, have hereunto set our hands and seals, this Sixth day of July, in
the year of our Lord One thousand eight hundred and seventy-six.
EDWIN W. DE RUSETT. (L.S.)