Improvements in the Construction of Oil Carrying Vessels.
Year: 1891

page_text: Date of Application, 18th Nov., 1891
Complete Specification Left, 22nd Jan., 1892-Accepted, 27th Feb.. 1892
PROVISIONAL SPECIFICATION.
Improvements in the Construction of Oil Carrying Vessels.
I, STONARD ORMANDY KENDALL, Dean Crescent, Walker, in the County of
Northumberland, Ship Draughtsman, do hereby declare the nature of this invention.
to be as follows:-
This invention relates to improvements in the construction of oil carrying
vessels.
According to the present system of construction the trunks are placed centrally
with lateral coal bunkers a result of which is that if the trunks are made large
enough for ordinary cargo hatches, the bunker space on either side becomes incon-
veniently reduced and there is much broken stowage.
Another defect arising from this system is the cutting or interruption of the side
frames at the junction of main deck and sides of vessel involving inherent weakness
at a point where great strength is required. Coal hatches in duplex series on
either side of the ship, necessity for a costly centre bulkhead between decks, as
well as having to make two decks oil or water-tight at the ship's sides are further
disadvantages accruing to the existing system of construction, while the uneven
trimming of the coal on opposite sides of the vessel is always apt to give the vessel
a list. By my invention I carry the oil in longitudinal trunks between decks at
the sides of the ship, communicating with the oil holds, with one central coal
bunker whereby many economical advantages accrue both in the cost of construction
and in the working of the vessel.
To effect this purpose I abolish the centre bulk-head between decks along the
length of the central bunker whereby a great saving in construction is effected
while a more even balance of the vessel is ensured and the coal is the more easily
trimmed.
further in great part dispense with the use of webs between decks nor is there
any longer any necessity or reason for making the main deck water-tight at the
sides. I further obtain the use of a large coal bunker with one set of ordinary
instead of two sets of small hatches and I carry the frames uninterruptedly in one
length up to spardeck. On either side of the vessel a proper head of oil is main-
tained which gives steadiness and avoids splashing while the general arrangement
herein described involves material reduction in some departments of labour and
material economy in construction.
Dad he h 1
AT
1001
A. CRAWHALL CHAPMAN,
3, St. Nicholas Buildings, Newcastle-on-Tyne, Patent Agent.
COMPLETE SPECIFICATION.
Improvements in the Construction of Oil Carrying Vessels.
I, STONARD ORMANDY KENDALL, Dean Crescent, Walker, in the County of
Northumberland Ship Draughtsman, 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 :-
This invention relates to improvements in the construction of oil carrying
vessels. According to the present system of construction the trunks are placed
centrally with lateral coal bunkers a result of which is that if the trunks are made
large enough for ordinary cargo hatches, the bunker space on either side becomes
inconveniently reduced and there is much broken stowage.

page_text: Another defect arising from this system is the cutting or interruption of the side
frames at the junction of main deck and sides of vessel involving inherent weakness
at a point where great strength is required. Coal hatches in duplex series on
either side of the ship, necessity for a costly centre bulkhead between decks, as
well as having to make two decks oil or water-tight at the ship's sides are further
disadvantages accruing to the existing system of construction, while the uneven
trimming of the coal on opposite sides of the vessel is always apt to give the vessel
a list. By my invention 1 carry the oil in longitudinal trunks between decks at
the sides of the ship, communicating with the oil holds, with one central coal
bunker whereby many economical advantages accrue both in the cost of construc-
tion and in the working of the vessel.
To effect this purpose I abolish the centre bulkhead between decks along the
length of the central bunker whereby a great saving in construction is effected
while a more even balance of the vessel is ensured and the coal is the more easily
trimmed.
I further in great part dispense with the use of webs between decks nor is there
any longer any necessity or reason for making the main deck water-tight at the
sides. I further obtain the use of a large coal bunker with one set of ordinary
instead of two sets of small hatches and I carry the frames uninterruptedly in one
length up to spardeck. On either side of the vessel a proper head of oil is main-
tained which gives steadiness and avoids splashing while the general arrangement
herein described involves material reduction in some departments of labour and
material economy in construction.
I will fully describe my invention and the several improvements or combination
of improvements thereby effected with reference to the accompanying drawings in
which
Figure 1 shows a cross-section of an oil carrying vessel of the type hitherto
generally in use with which I will contrast Figures 2, 3, 4 and 5 which represent
respectively a longitudinal sectional elevation, a spar deck plan, a main deck plan
and a transverse section through A B in Figs. 2, 3 and 4, Figs. 2 to 5 being
illustrative of the improvements which it is now my intention to describe.
Figures 6 and 7 are sections at main deck gunwale showing the present mode of
construction with cut or interrupted frames.
Throughout this description like letters of reference designate like parts.
Firstly, referring to Fig. 1, C C are the coal bunker spaces arranged longi-
tudinally along the ship's sides and d d is the oil or liquid cargo space, with
longitudinal trunk spaces t. If then, the trunks are made large enough for ordinary
cargo hatches, the bunker spaces on either side are found to become inconveniently
reduced with the above stated result.
Secondly, according to Fig. 1, the side frames at the junction of main deck m
and the vessel's side S are by being cut at this point (that is to say, by their not
being carried direct up to the spar deck m¹) materially weakened and by the
modes of construction hitherto adopted this has been found to be necessary, because
if the frames were not so cut, smithed collars or similar equivalent means would
have to be used and accurately fitted round the frames in order to prevent leakage;
thus the frames must either be cut (as shown in Figs. 6 and 7) or collars must be
used to make them tight.
C
33
Further in order to make up for the inherent weakness produced by the said
frame cutting at main deck gunwale which causes the frames to "work" under the
racking strains produced by the rolling of the ship extra strengthening webs W
(see Fig. 7) have had to be used between decks, thus producing on the whole an
inferior design at increased cost compared with the improved construction herein-
after described.
Thirdly, coal hatches at hh, that is to say, in duplex series have been hitherto
rendered necessary as well as duplex hatches for the oil trunks t.
Fourthly, a centre bulkhead between decks has also hitherto been a necessity
in order to prevent the cargo shitting or washing from side to side. of vessel

page_text: involving a large and unnecessary expenditure as compared with my hereinafter
described improved construction.
Fifthly, the construction shown in Fig. 1 necessitates the making of both main
deck and spar deck gunwales oil or watertight at the ship's sides while the uneven
trimming of coal on either side of the ship is an important defect, if allowed
to occur.
I overcome the difficulties and defects of construction above described by
carrying the oil (see Figs. 2, 3, 4 and 5) in longitudinal trunks 2 between decks at
the sides of the ship communicating with the main oil or liquid cargo holds 3. the
intervening 'tween decks longitudinal space 4 being utilised as a central bunker or
cargo space.
By this mode of construction the following advantages directly accrue.
Firstly, the centre bulkhead 5 is only carried up as far as the main deck 6, there
being no longer any necessity for a centre bulkhead between decks along the length
of the central bunker or cargo space.
Secondly, the side frames are carried up to the spar deck uninterruptedly without
any cutting at main deck level whereby the strength of the frames is so increased
as to render the use of webs between decks unnecessary except opposite the ends of
hatches.
Thirdly, the special making of main deck gunwale water-tight at the sides is
rendered unnecessary.
Fourthly, the coal or cargo in the central longitudinal bunker is more easily
trimmed, and owing to its central position in the ship this bunker is much more
easily made water-tight, while liability to "list" of ship is minimised.
Fifthly, one set of ordinary hatches are available for the central longitudinal
bunker space in place of the two sets of small hatches necessary for the construction
shown in Fig. 1.
Sixthly, the carrying of oil in the lateral 'tween decks trunks tends to give
steadiness to the ship by increasing the period of the roll and avoids splashing of
the liquid cargo.
Seventhly, large cargo hatches are available for general merchandise
throughout.
د
The Figs. 2, 3, 4 and 5 represent a steam vessel fitted up in accordance with the
improved construction constituting the subject matter of my invention wherein the
propelling machinery is shown placed aft and wherein 7 are coal hatches, 8 is a
coal or cargo hatch in the central longitudinal space, and 9 are cargo hatches
giving access to the lateral oil trunks; 10 are transverse bulkheads extending to
the spar deck in the lateral trunks which thus have the effect of resisting the
racking strains produced by heavy rolling whereas according to the construction
as described in reference to Fig. 1 these transverse bulkheads between decks are
not so placed as to resist these strains and so merely act as divisions between com-
partments to prevent fore and aft washing or shifting of cargo; the cargo hatches 9
are arranged over these bulkheads for convenience as shown. The disposition of
the remaining accessories may be arranged in any suitable and convenient manner.
It is obvious that instead of continuous lateral oil trunks arranged longitudinally
as herein above described, these trunks might be interrupted so as to form two or
more trunks in interrupted series at both sides of the ship with intervening spaces
between the trunks, but I only refer to this as a possible modification to meet
special circumstances and I recommend the construction described and illustrated
in the figures.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is:
1. The improved combination or arrangement of parts specially designed for
enabling oil or liquid cargo to be carried in bulk in vessels consisting in the
disposition of the said cargo in longitudinal trunks between decks at the sides of

page_text: the ship with an intervening longitudinal "tween decks ordinary cargo or bunker
space the said lateral longitudinal trunks between decks and the intervening longi-
tudinal cargo or bunker space being superjacent to the main oil or cargo holds the
several parts being arranged and constructed substantially in the manner and for
the purposes herein set forth.
2. The general arrangement or combination of parts constituting the improved
construction in oil carrying vessels substantially as herein set forth.
Dated this 18th day of January 1892.
A. CRAWHALL CHAPMAN,
3, St. Nicholas Buildings, Newcastle-on-Tyne, Patent Agent.