provements in the Construction of Cargo-carrying Steamers.
Year: 1897

page_text: PROVISIONAL SPECIFICATION
Improvements in the Construction of Cargo-carrying Steamers.
I, EMIL HUGO OSCAR ROBERT ROPNER, the Younger, of Stockton-on-Tees, in the
County of Durham, Shipbuilder, do hereby declare the nature of this invention to be
as follows:-
Cargoes which are liable to give off vapours or to sweat, such, for instance, as jute,
rice, grain and the like, have, when carried in bulk in vessels as heretofore con-
structed, usually become considerably damaged owing to the warm vapour or sweat
given off being condensed on the cold inner surfaces of the shell of the vessel and
falling thence onto the cargo. The damage is chiefly caused by the vapours con-
densing on the under surfaces of the horizontal parts of the vessel's shell over the
cargo space, which are cooled by the colder external atmosphere and frequently by
contact with water, the drops or beads of moisture deposited on these parts dropping
perpendicularly on to the top of and soaking into the cargo below.
This invention has for object to so construct a vessel suitable for carrying cargoes
of the kind above referred to that it shall not be subject to this disadvantage for which
purpose I as far as possible reduce substantially as hereinafter described the areas
of the surfaces of these horizontal or approximately horizontal parts of the vessel that
are exposed on the inner side to the cargo hold or holds and on the outer side to the
external atmosphere. The lower part of the hull of the vessel may be of any ordinary
or convenient construction up to any convenient height for instance to about the
usual level of the weather deck or to about one third of the moulded depth of the
vessel from its top whence the sides of the vessel are upwardly inclined towards each
other at a steep angle and their upper edges are connected by a narrow-deck,
the arrangement being such that in outline a cross section of the upper part of the
vessel resembles to some extent a section of a truncated cone taken in or near the
plane of its axis and that vapour condensed on the inner surfaces of the inclined
portions of the sides of the vessel will be caused by gravity and capillary attraction
to run down said surfaces to the vertical portions of the sides of the vessel, and thence
into the bilges instead of dropping onto the top of the cargo as is usual in vessels as
heretofore constructed. The straight inclined portions may be connected direct to
the vertical or approximately vertical portions of the hull and to the edges of the
central deck or by intervening outwardly and inwardly curved portions respectively,
or by short straight portions bent out of the plane of the inclined portions of the
vessels sides; the short straight portions connecting the inclined portions to the
deck may conveniently be vertical. Such a construction allows of a large proportion
of the plates and of the lengths of the frames or beams employed being straight, thus
enabling the expenditure of time and labor in the construction of the vessel to be kept
comparatively low. The inclined portions may be formed by parts of frames, or by
Darts of deck beams, and plating attached thereto.

page_text: Vessels according to this invention may be constructed in various ways but in
order that the nature of my invention may be clearly understood I will now refer to
the accompanying drawings, which illustrate as examples only some convenient
constructions of my improved vessels.
According to Fig. 1 the vessel's framing is of the "deep frame" type, and strong
beams, middle deck or hold beams, stringers, pillars or stanchions, bulkheads and
cargo cleats or battens and other structural details are provided where necessary, a al
is the framing of the vessel, the lower portions of which are bent inward to different
curves or angles; the frames a are attached to the lower and the reverse frames a¹
to the upper portions of the water ballast tank side b and there is fitted between
these bent parts of these frames and reverse frames gusset or knee plates.
If there be no tank b or cellular double bottom the frames a and the reverse
frames a¹ may be attached to the floor.
The framing extends vertically or approximately vertically upward to a convenient
level, say about the usual level of the weather deck, where it is inwardly bent or
curved as shown, the frames a being continued upwardly at a steep inclination towards
the centre line of the vessel, whilst the reverse frames a¹ are cut and connected to
the strong beams c or gussets & as the case may be. The upper ends of the frames a
are curved and are connected to the deck beams e by gussets or solid beam knees f
and to the pillars or stanchions g by gussets h. The reverse frames which are not in
the plane of a strong beam may extend up to the deck beams e or not according to
the strength required. In this example the strong hold beams j are fitted at intervals
longitudinal stringers ii are or may be fitted. Enlarged sections of the strong
beams and of the framing are indicated on the drawings (Figs. 1A, 1B and 10) by way
of example only as they may be varied to suit the particular requirements of and
their position in the ship. Figs. 1" and 1 are sectional views at right angles
to each other illustrating the way in which the pillars or stanchions are con-
nected to the frames a and to the plating attached thereto. The heads of the pillars
or stanchions may have palms or suitable brackets or knees, and are attached to the
upper lip or top edge of the inclined portions of the vessel's sides by being rivetted,
bolted or otherwise connected to the plating or to the ends of the frames or to both
plating and frames. The pillars or stanchions may also be connected to longitudinal
carlings attached to the plating or the frames if such carlings be employed to
support the framing situated between the pillars or stanchions which would only be
the case when great strength is required. The feet or bases of the pillars are
securely attached to the floors or tank top. The narrow deck formed by the beams e
and the plating e¹ has hatchways k of any convenient dimensions, and baving
coamings which are separate structures built upon the deck and otherwise un-
connected with the vessel's framing; the hatchways and coatings are furnished with
the usual fittings. Between the hatchways the usual spaces are provided for the
winches etc. and necessary gear for navigating the vessel. Beneath those portions
of the deck on which winches are situated or placed strong corner or bracket knee
plates may be fitted so as to strengthen the deck and prevent excessive vibration
being caused by the action and working of the winches; strong cross girders may be
fitted either above or below the deck.
The gunwale and bulwarks m or rails of the vessel are situated at the edges of
the narrow deck instead of at or about the full beam of the vessel as is usual.
Fig. 2 illustrates a similar construction of vessel to that shown in Fig. 1
but in which there are fitted at intervals web frames n the heads of which are
connected as shown to the strong beams c as well as to the upwardly extending
portions of the frames a. The webs may in some cases extend up to the
gunwale l.
Figs. 2 2 and 20 illustrate the sections of the strong beams c and ; and the
framing.
Fig. 3 illustrates a modified construction in which partial bulkheads n are fitted
at wide intervals, side pillars or stanchions being dispensed with except between the

page_text: strong beams c and the deck e; the partial bulkheads may be carried right up to
the deck when even these short pillars may be dispensed with.
The use of these partial bulkheads enables pillars or stanchions to be dispensed
with so that the holds will then be very clear of obstruction, a matter of importance
with certain description of cargoes. If only a centre row of pillars or stanchions be
provided they will separate the hold into only two divisions, one on each side of the
centre line of the vessel, instead of into three or four spaces respectively when
quarter pillars or stanchions are used with or without the central row of pillars or
stanchions.
Fig. 4 illustrates a further modified construction which is similar to that illustrated
in Fig. 1 but in which both the frames a and the reverse frames a¹ terminate con-
siderably below the deck e e¹, the former being connected thereto by separate sloping
beams ax and plating attached thereto, whilst the latter are connected to the strong
beam c.
Plating joggled along one edge may be used as shown in Fig. 4; or the plates of
every alternate strake of plates inay have their upper and lower edges joggled whilst
the plates of the intervening strakes are flat.
Although framing of various sections or combinations of sections may be employed
I prefer deep framing formed by a frame and a reverse frame attached or riveted
together as indicated in Fig. 1° of the drawings. The inclined portions of the vessels
sides are or may be supported by struts or gusset plates whereby an arrangement of
triangular strutting is produced, which leaves but a small portion of the framing
unsupported and so considerably strengthens the inclined portions of the hull as to
make them better able to resist the strains caused by heavy seas falling thereon
than is the case in a vessel having horizontal surfaces at such parts.
Where necessary carlings may be fitted between one strut and another, or
so as to extend from strut to strut, or alongside the gussets for supporting the
frames a.
The stanchions g may be secured to the strong beams c or to the ordinary hold
beams by suitable attachments, or they may be spaced between the said beams if
desired. The truncated conical form of the upper part of the vessel may extend to
each end of the vessel or it may be built into or assume, at the respective ends of
the vessel, the form of the forward part of the poop and the after part of the fore-
castle which parts may be sloped and arranged at an angle to the centre line of the
ship, or may be curved or rounded so as to tend to throw off seas breaking over the
inclined portions of the vessel's sides.
In some cases the stern or bow of the vessel or both, may have the upper portions
inclined inwardly in a manner similar to the corresponding portions of the sides of
the vessel; such a construction of bow or stern is very strong, and will offer
great resistance to seas falling thereon. Spaces for accommodation or navigating
purposes may be provided in such a stern or bow or on the top thereof if
required. Fig. 5 illustrates in side view as an example the stern of a vessel con-
structed as described.
As will be understood the truncated conical portion of the vessel may be con-
structed as part of the hull or as part of the deck, as may be desired.
Longitudinal bulkheads, shifting boards (built either of wood, steel, or iron), and
cargo battens and shields may be fitted where required.
Bridges or part bridges may be provided in convenient positions, for instance, over
the engine and boiler spaces which are then of the ordinary construction. The
vessel may or may not have shear, that is to say, its gunwale may or may not rise or
fall in straight lines or curves towards either or both its ends; or the deck may be
made without shear, whilst the inclined portions of the vessels sides may be of greater
or less depth towards either or both ends of the vessel than amidships so as to give
upward or downward shear to the vertical portions of the vessels sides.
Accommodation spaces are or may be arranged either upon or below the deck; and
one or more additional cargo carrying erections may be built as separate structures

page_text: or otherwise upon the deck, thus providing a second central narrow deck extending
the whole or a part of the length of the vessel.
The boats will be housed as usual on chocks carried on beams located at convenient
parts of the vessel, suitable devices such as davits being fitted for raising the boats
from and lowering them into the water.
improvements in the Construction of Cargo-carrying Steamers.
I, EMIL HUGO OSCAR ROBERT ROPNER, the Younger, of Stockton-on-Tees, in the
County of Durham, Shipbuilder, 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 :-
Cargoes which are liable to give off vapours or to sweat, such, for instance, as jute,
rice, grain and the like, have, when carried in bulk in vessels as heretofore constructed,
usually become considerably damaged owing to the warm vapour or sweat given off
being condensed on the cold inner surfaces of the shell of the vessel and falling thence
onto the cargo. The damage is chiefly caused by the vapours condensing on the
under surfaces of the horizontal parts of the vessel's shell over the cargo space, which
are cooled by the colder external atmosphere, and, frequently, by contact with water,
the drops or beads of moisture deposited on these parts dropping perpendicularly on
to the top of and soaking into the cargo below.
This invention has for object to so construct a vessel suitable for carrying cargoes
of the kind above referred to that it shall not be subject to this disadvantage, for
which purpose I as far as possible reduce substantially as hereinafter described the
areas of the surfaces of those horizontal or approximately horizontal parts of the
vessel that are exposed on the inner side to the cargo hold or holds and on the outer
side to the external atmosphere. The lower part of the hull of the vessel may be of
any ordinary or convenient construction up to any convenient height for instance to
about the usual level of the weather deck or to about one third of the moulded depth
of the vessel from its top, whence the sides of the vessel are upwardly inclined towards
each other at a steep angle and their upper edges are connected by a narrow-deck,
the arrangement being such that in outline a cross section of the upper part of the
vessel resembles to some extent a section of a truncated cone taken in or near
the plane of its axis, and that vapour condensed on the inner surfaces of the
inclined portions of the sides of the vessel will be caused by gravity and capillary
attraction to run down said surfaces to the vertical portions of the sides of the
vessel, and thence into the bilges, instead of dropping onto the top of the cargo,
as is usual in vessels as heretofore constructed. When carrying grain and the like
cargoes, wood cleading, cargo battens or the like are provided to prevent the cargo
coming into contact with the vessels outer skin. The straight inclined portions may
be connected directly to the vertical or approximately vertical portions of the hull
and to the edges of the central deck or by intervening outwardly and inwardly curved
portions, respectively, or by short straight portions bent out of the plane of the
inclined portions of the vessel's sides; the short straight portions connecting the
inclined portions to the deck may conveniently be vertical. Such a construction
allows of a large proportion of the plates and of the lengths of the frames or beams

page_text: employed being straight, thus enabling the expenditure of time and labor in the
construction of the vessel to be kept comparatively low. The inclined portions may
be formed by parts of frames, or by parts of deck beams, and plating attached
thereto. A vessel of this construction is suitable for carrying liquid cargoes.
Vessels according to this invention may be constructed in various ways, but, in
order that my invention may be clearly understood, I will now refer to the drawings
left with my Provisional Specification, which illustrate, as examples only, some con-
venient constructions of my improved vessels.
According to Fig. 1, the vessel's framing is of the "deep frame" type, and strong
beams, middle deck or hold beams, stringers, pillars or stanchions, bulkheads and
cargo cleats or battens and other structural details are provided where necessary.
a al is the framing of the vessel, the lower portions of which are bent inward to
different curves or angles; the frames a are attached to the lower and the reverse
frames to the upper portions of the water ballast tank side band there are
fitted between these bent parts of these frames and reverse frames gusset or knee
plates.
If there be no tank b or cellular double bottom the frames a and the reverse
frames a¹ may be attached to the floors.
The framing extends vertically or approximately vertically upward to a convenient
level, say about the usual level of the weather deck, where it is inwardly bent or
curved as shown, the frames a being continued upwardly at a steep inclination towards
the centre line of the vessel, whilst the reverse frames are cut and connected to
the strong beams c or gussets d as the case may be. The upper ends of the frames a
are curved and are connected to the deck beams e by gussets or solid beam knees f
and to the pillars or stanchions g by gussets h. The reverse frames which are not in
the plane of a strong beam may extend up to the deck beams e or not according to
the strength required. In this ex umple the strong hold beams j are fitted at intervals.
Longitudinal stringers ii are or may be fitted. Enlarged sections of the strong
beams and of the framing are indicated on the drawings (Figs. 1ª, 1B and 1") by way
of example only, as they may be varied to suit the particular requirements of, and
their position in, the ship. For instance, the strong beam shown at Fig. 1 might
be inverted so that the bulb would be on the underside of the beam (see Fig. 1% of
the accompanying drawings). Figs. 1 and 1 are sectional views at right angles to
each other illustrating the way in which the pillars or stanchions g are connected to
the frames and to the plating attached thereto. The heads of the pillars or
stanchions may have palms or suitable brackets or knees, and are attached to the
upper lip or top edge of the inclined portions of the vessel's sides by being rivetted,
bolted or otherwise connected to the plating or to the ends of the frames or to both
plating and frames. The pillars or stanchions may also be connected to longitudinal
carlings attached to the plating or the frames if such carlings be employed to support
the framing situated between the pillars or stanchions which would only be the case
when great strength is required. The feet or bases of the pillars are securely attached
to the floors or tank top. The narrow deck formed by the beans e and the plating e¹
has hatchwaysk of any convenient dimensions and having coamings which are
separate structures built upon the deck and otherwise unconnected with the vessel's
framing; the hatchways and comings are furnished with the usual fittings.
Between the hatchways the usual spaces are provided for the winches, inasts or
derrick posts etc. and necessary gear for navigating the vessel. The winches and
other appliances may be placed along the sides of long continuous hatchways, or at
the ends of such hatchways, as desired. Beneath those portions of the deck on which
winches are situated or place.l strong corner or bracket knee plates may be fitted so
as to strengthen the deck and prevent excessive vibration being caused by the action
and working of the winches; and in place of or in addition to said plates strong cross
girders inay be fitted either above or below the deck. The gunwale and bulwarks m
or rails of the vessel are situated at the edges of the narrow deck instead of at or
about the full beam of the vessel as is usual. The inclined portions of the vessel's

page_text: sides are preferably arranged at about an angle to the vertical of between about 120
and 125 degrees.
Fig. 2 illustrates a similar construction of vessel to that shown in Fig. 1 but in
which there are fitted at intervals web frames n the heads of which are connected as
shown to the strong beams c as well as to the upwardly extending portions of the
frames a. The webs n may in some cases extend up to the gunwale and will usually
be formed with an angle or angles along the inner edge. Figs. 24, 28 and 20 iliustrate
the sections of the strong beams c and j and the framing a.
Fig. 3 illustrates a modified construction in which partial bulkheads n* are fitted at
wide intervals, side pillars or stanchions being dispensed with except between the
strong beams cand the deck c; the partial bulkheads may be carried right up to the
deck when even these short pillars may be dispensed with. An angle or angles may
be secured to the partial bulkhead, either along the inner edge or in any other
convenient position, so as to stiffen the same.
The use of these partial bulkheads enables pillars or stanchions to be dispensed
with so that the holds will then be very clear of obstruction, a matter of importance
with certain description of cargoes. If only a centre row of pillars or stanchions be
provided they will separate the hold into only two divisions, one on each side of the
centre line of the vessel, instead of into three or four spaces respectively when
quarter pillars or stanchions are used with or without the central row of pillars or
stanchions.
Fig. 4 illustrates a further modified construction which is similar to that illustrated
in Fig. 1 but in which both the frames a and the reverse frames al terminate
considerably below the deck e e¹, the former being connected thereto by separate
sloping beams a* and plating attached thereto, whilst the latter are connected to the
'strong beams c.
Plating joggled along one edge may be used as shown in Fig. 4; or the plates of
every alternate strake of plates may have their upper and lower edges joggled whilst
the plates of the intervening strakes are flat.
Instead of joggling the plates, the frames may be joggled in the manner shown in
Fig. 2 of the accompanying drawings so that flat plates may be used, the edges
of each alternate strake of plates externally overlapping those of the adjacent
strakes.
Although framing of various sections or combinations of sections may be employed
I prefer deep framing formed by a frame and a reverse frame attached or riveted
together as indicated in Fig. 1° of the drawings. The inclined portions of the
vessel's sides are or may be supported by convenient forms of struts whereby an
arrangement of triangular strutting is produced, which leaves but a small portion of
the framing unsupported, and so considerably strengthens the inclined portions
of the bull as to make them better able to resist the strains caused by heavy
seas falling thereon than is the case in a vessel having horizontal surfaces at such
parts.
Where necessary carlings may be fitted between one strut and another, or so as to
extend from strut to strut, or alongside the gussets for supporting the frames a.
The stanchions g may be secured to the strong beams c at intervals or to the
ordinary hold beams by suitable attachments, or they may be spaced between the
said beams if desired. The truncated conical sectional form of the upper part of
the vessel (as seen in transverse section) may extend to each end of the vessel or it
may be built into or assume, at the respective ends of the vessel, the form of the
forward part of the poop and the after part of the forecastle, which parts may be
sloped and arranged at an angle to the centre line of the ship, or may be curved or
rounded so as to tend to throw off seas breaking over the inclined portions of the
vessel's sides.
In some cases the stern or bow of the vessel, or both, may have the upper portions
inclined inwardly, in a manner similar to the corresponding portions of the sides of
the vessel; such a construction of how or stern is very strong, and will offer great
resistance to seas falling thereon. Spaces for accommodation or navigating purposes

page_text: may be provided in such a stern or bow or on the top thereof if required. Fig. 5
illustrates in side view as an example the stern of a vessel constructed as described.
As will be understood, the truncated conical sectional portion of the vessel may be
constructed as part of the hull or as part of the deck, or as an extended bridge
structure, as may be desired.
Longitudinal bulkheads, shifting boards (built either of wood, steel, or iron), and
cargo battens and wood cleading may be fitted where required.
Bridges or part bridges may be provided in convenient positions, for instance, over
the engine and boiler spaces, which are then of the ordinary construction, and navi-
gating bridges, flying bridges, or cargo skids may be provided where necessary. The
vessel may or may not have shear, that is to say, its gunwale may or may not rise
or fall in straight lines or curves towards either or both its ends; or the deck may
be made without shear, whilst the inclined portions of the vessel's sides may be of
greater or less depth towards either or both ends of the vessel than amidships so as
to give upward or downward shear to the vertical portions of the vessel's sides.
Accommodation spaces are or may be arranged either upon or below the deck; an 1
one or more additional cargo carrying erections may be built as separate structures or
otherwise upon the deck, thus providing a second central narrow deck extending the
whole or a part of the length of the vessel.
The boats will be housed as usual on chocks carried on beams located at convenient
parts of the vessel or on the decks, suitable devices such as davits being fitted for raising
the boats from and lowering them into the water.
I am aware that vessels have been built or proposed to be built with upper parts of
the several cross sectional forms illustrated diagramatically respectively in Figs 3*,
4, 5, and 6 of the accompanying drawings and I make no claim to either of the said
forms.
The construction of the forms shown in Figs. 1 and 2x involves a large expenditure
of time, labour and expense owing to the comparatively large proportion of the plates
and of the lengths of the frames or beams employed being of curved form, whilst the
forms shown in 2, 3 and 4x do not adequately avoid horizontal exposed surfaces
above the cargo space.
It has also been proposed to give considerable slope to the decks of vessels, but it
is not possible to give to decks which are to serve as promenades or means of
communication between the various parts of a vessel such a slope as will ensure
water of condensation running away to the bilges instead of dropping onto the
cargo and I make no claim to vessels constructed with sloping promenade or
similar decks.
It will be seen that in charging a vessel according to this invention with cargo such
as grain, it is free to run in a fore and aft direction as well as across the beam of the
vessel, corner plates or plates extending across the vessel above the level of the
weather deck being dispensed with. Further the improved construction of vessel is
peculiarly adapted to the use of loading and unloading devices, or machines which
lower into the holds, and are arranged to work not only perpendicularly but at an
angle to the perpendicular. This is especially the case when pillaring is dispensed
with which is possible with this construction of vessel.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed I desire to point out
that I make no claim to vessels in which there are combined with a central
longitudinal deck walls which slope with concave and convex curves from the hatchway
coamings or platform deck down to the vertical sides which they join at or about the
water line, or to vessels with narrow level platforms near where their vertical sides
cease, which platforms are connected to a central longitudinal platform by steeply
sloping portions, but I declare that what I claim is:-
1. A cargo-carrying steamer having the lower part of its bull of any convenient
construction up to about the usual level of the weather deck, or about one third of
the moulded depth of the vessel from its top, whence the external sides or walls of the

page_text: vessel are upwardly inclined towards each other at a steep angle, the arrangement
being such that the bull sides have no horizontal or approximately horizontal portions,
but that, in outline, a cross section of the upper part of the vessel resembles to some
extent a section of a truncated cone taken in the plane of its axis and that vapour
condensed on the inner surfaces of the inclined portions of the sides of the vessel will
be caused to run down said surfaces to the vertical portions of the vessels sides, and
thence into the bilges as described.
2. My improved cargo carrying steamers constructed substantially as described
with reference respectively to and illustrated in Fig. 1, in Fig. 2, in Fig. 3 and in
Fig. 4 of the drawings left with my Provisional Specification.
Dated this 22nd day of October 1898.
For the Applicant,
W. LLOYD WISE,
46, Lincoln's Inn Fields, London, W.C., Chartered Patent Agent.