Improvements in or relating to the Form and Construction of Cargo Vessels.
Year: 1898

page_text: Date of Application, 5th Jan., 1898
Complete Specification Left, 1st Oct., 1898--Accepted, 19th Nov., 1898
PROVISIONAL SPECIFICATION.
Improvements in or relating to the Form and Construction of Cargo
Vessels.
We, ARDAGH EDWARD LONG, 124, Albert Road, Jarrow-on-Tyne, in the County
of Durham, Naval Architect, and WILLIAM GRAHAM, 30, Hill Street, Jarrow-
on-Tyne, in the County of Durham, Naval Architect, do hereby declare the nature
of this invention to be as follows:-
:-
This invention relates to the construction, arrangement, and form, of the hulls
of cargo vessels, whereby the cargo carrying capacity for any given dimensions
can be increased over that of vessels of ordinary form, without injuriously affecting
the speed, or sea-going qualities.
Cost of production greatly reduced, owing to the hull of vessel throughout all
or the greater part of its length being framed by straight bars, flanged plates, or
a combination of both, thus dispensing with frame turning, which is both expen-
sive and injurious to the material.
This form is particularly adapted to broad light draught vessels, as the angular
bilge hereafter described acts after the manner of a large bilge keel, and so tends
to diminish the rolling to which these vessels are generally subject.
By the adoption of our improved form of topside, in which the upper part is
inclined inwards to meet a narrow deck, a high working platform is obtained,
and great adaptability for carrying grain and other cargoes in bulk which are
liable to shift, also increased self-trimming qualities.
This form of topside tends against too rapid increase of stability, and the uneasy
motion caused thereby.
Other advantages incidental to our improvements, will be noticed in the follow-
ing description of the nature of our invention:-
The transverse framing is composed of straight bars, flanged plates, or a com-
bination of both, for the bottom from the centre to side of ship, horizontal or
nearly so at the midships, and generally having-but not necessarily so-a
gradually increasing rise of floor towards both ends of the vessel.
The side frames, also composed of straight bars, flanged plates, or a combina-
tion of both, except in some particular cases at the extreme ends-meet the
bottom frames at an angle, generally approximating to a right angle at the mid-
ships, and increasing the said angle towards the ends of the vessel, but not neces-
sarily so.
The side frames are connected to the bottom framing, floors, or ballast tank,
by plate knees, or other suitable connection.
The sides of the vessel may be run up to some distance above the deep load line,
and then carried in on a slope to meet a deck, the breadth of which is approxi-
mately half that of the vessel, or nearly so.

page_text: On this deck are placed the cargo hatches, deckhouses, and other erections,
deck gear, winches, etc.
As an alternative arrangement, the sides of vessel may be carried up in a
straight line to meet the usual form of deck, and connected to it in a similar
manner to that employed in the common form of vessel.
In the case of the aforementioned sloping topside, it can extend either to the
extreme ends of the vessel, or terminated by either a poop, or forecastle, or both,
and may also be intersected by a bridge house, all of suitable form.
At the junction of the sloping topside and the deck, a projecting longitudinal
breakwater may be formed of a large bulb angle, or flanged plate, or other suit-
able form, to prevent water from washing across the deck.
On the sloping topside-when this form is adopted--a platform, or gangway
is fitted, for stiffening this slope, and for facility in working the vessel in harbour,
or for easier stowage of cargo on the aforementioned slope.
The above described form of vessel presents great facilities for repairs over
vessels of ordinary form, owing to its simple mode of construction.
Dated this 3rd day of January 1898
ARDAGH EDWARD LONG.
WILLIAM GRAHAM.
"
Improvements in or relating to the Form or Construction of Cargo
Vessels.
IN
☐
We, ARDAGH EDWARD LONG, of 124, Albert Road, Jarrow-on-Tyne, in the
County of Durham, Naval Architect, and WILLIAM GRAHAM, of 30, Hill Street,
Jarrow-on-Tyne, aforesaid, 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:-
Our invention relates to the construction, arrangement, and form of the hulls
of cargo vessels, whereby the cargo carrying power for any given dimensions,
can be increased over that of vessels of ordinary form, without injuriously affecting
the speed, or sea-going qualities.
This is obtained by the adoption of an angular bilge hereinafter described,
giving a much larger area of midship section than can be got by the ordinary
curved form.
By this means, on any given dimensions and angle of entrance and run, a larger
displacement can be obtained, thereby increasing the cargo carrying power, or
conversely for the same carrying power better and finer ends are obtainable.
Cost of production greatly reduced, owing to the hull of the vessel throughout
all or the greater part of its length being framed by straight bars, flanged plates,
or a combination of both, thus dispensing with frame turning, which is both expen-
sive and injurious to the material.
This form is particularly adapted to broad light draught vessels, as the afore-
mentioned angular bilge acts after the manner of a large bilge keel, and so tends
to diminish the rolling to which these vessels are generally subject.
This bilge is formed by the junction of the straight bottom and the straight
sides of the vessel, the former horizontal, or nearly so, amidships, and having a
gradually increasing rise towards each end of the vessel.

page_text: By the adoption of our improved form of topside, in which the upper part of
the sides of the vessel is inclined inwards to meet a narrow deck, a high working
platform is obtained, and great adaptability for carrying grain and other cargoes
in bulk which are liable to shift, also increased self-trimming qualities.
This form of topside tends against too rapid increase of stability, and the un-
easy motion caused thereby.
In order that our invention may be clearly understood, and in what manner it
may be carried out, we will describe the drawings annexed hereto, which illustrate
in a general way the leading features of our invention.
In all the drawings similar letters denote similar parts.
Fig. 1, shows a transverse section at about the middle of the length of the vessel,
in the position indicated by the line x, x, on Figs. 7 and 8, A being the angular
bilge, B the straight bottom, C the straight side, D the inclined or sloping top-
side, meeting E the narrow deck forming the high working platform, Fa hatch-
way of ordinary construction, G a platform, or breakwater, which also gives
facility for working the vessel in harbour, H a plate bulwark, or large angle with
guardrails, or of other suitable form acting as a breakwater.
The details of construction will be generally as indicated on the drawings, and
is similar to that of an ordinary vessel, except that owing to the adoption of
straight lines, flanging may be largely employed, and the construction generally
simplified.
Fig. 2 shows a half transverse section towards the after end of the vessel, as
indicated by the line Y, Y, on Figs. 7 and 8.
Fig. 3 shows an alternative form, having the straight side carried up to meet a
deck K at the height of an ordinary vessel.
Figs. 4 and 5 show two possible alternative arrangements for constructing the
double bottom of the vessel.
If desired, the inner bottom L can be dispensed with, and the floors M modified
to suit this arrangement.
Fig. 6 shows a body plan, or series of cross sections of the vessel, illustrating
in a general way the form which the vessel will usually take, wherein our pro-
posed angular bilge A, and sloping topside D, are clearly indicated.
In this drawing, a small part of the after end of the ship is shown with curved
frames, but it is obvious that this might be wholly avoided by introducing another
angle in these frames above that one already shown, but as the number of curved
frames is so small, we generally prefer this form as giving a better appearance
to the upper part of the vessel.
At the fore end of the vessel the straight frames can be carried up to form a
forecastle J as shown.
If desired, the midship frames may be carried up to form a bridge, and those
at the after end may also be carried up to form a poop.
Figs. 7 and 8 show on a small scale a general outside elevation and plan of the
vessel, indicating the extent of the angular bilge A, the sloping topside D, and
the platform G.
It will be seen by Fig. 1, and the other drawings, that owing to the sloping
topside, the shifting of grain, or other bulk cargoes, is reduced to a minimum,
and such cargoes can be loaded into the vessel with greater rapidity and much
less manual trimming than is required in an ordinary vessel.
This straight lined form of vessel presents great facilities for repairs over
vessels of ordinary curved form, owing to its simple mode of construction.
Having now particularly described and ascertained the nature of our said in-
vention, and in what manner the same is to be performed, we declare that what we
claim is :-
1. A cargo carrying vessel having an angular bilge, and bottom and sides
composed transversely of straight lines, and substantially as herein before described.

page_text: 2. A cargo carrying vessel having an angular bilge, with a gradually increasing
rise of floor towards each end of the vessel.
3. The several constructions of carpo carrying vessels as hereinbefore described
and illustrated in the accompanying drawings.
Dated this 30th day of September 1898.
ARDAGH EDWARD LONG.
WILLIAM GRAHAM.