Improvements in or relating to the Hulls of Vessels.
Year: 1891

page_text: Date of Application, 29th Sept., 1891
Complete Specification Left, 11th Dec., 1891-Accepted, 30th Jan., 1892
PROVISIONAL SPECIFICATION,
Improvements in or relating to the Hulls of Vessels.
I, CHARLES DAVID DOXFORD, Pallion, Ship Yard, Sunderland, in the County
of Durham, Ship-builder, do hereby declare the nature of this invention to be as
follows:-
This invention relates to the construction and arrangement of the hulls of vessels,
particularly steam vessels, adapted for cargo purposes. These vessels could be used
for various kinds of cargoes but it is particularly applicable to cargoes such as
grain, coal, oil and the like, which are more or less liable to shift and which are
carried in bulk. The following description will serve to indicate the invention
although it will be understood that the details may be varied without departing
from the spirit of the invention.
In carrying this invention into practice the ordinary deck is dispensed with and
the sides curved inwards with a convex curve for a suitable distance for
say
example one third of the total width to each side and then upwards with a
concave curve the top of these last curves reaching to the hatchway combings or
the platform deck in which the hatches would be formed. The above would
represent the shape of the plates and framings amidships (the latter being carried
continuously up as far as the plates) and these would be carried fore and aft without
material variation for the greater part of the length of the vessel merging at each
end into a bow and stern of substantially ordinary construction. The hatch-way
extends over practically the whole length of the holds or cargo space and may be
closed by entirely independent covers or these may be hinged or otherwise
suitably connected and provided with permanent fastenings or arranged to be bolted
down after each removal. The sides of the hatch-way may be stayed across in
any suitable manner as by simple stays or by portions of fixed plating between
some of the covers.
The engine and boiler rooms, coal bunkers, cabins and offices may be located at
the stern end of the vessel behind the cargo space or amidships, and the quarters
for the officers and crew either at the bow or stern according to circumstances.
The bows need not be carried up much higher than the before mentioned hatchway
combings or platform deck and would be left for the most part clear of
encumbrances beyond possibly the anchor raising capstan, the wind shafts, the
entrance to the forecastle or men's quarters to protect which and generally to
raise the height of the bows the forward plates may be carried up to a suitable
level.
At or near the stern the plates and frames may be carried up considerably higher
than the before mentioned hatchway combings or platform deck so as to form the
cabins etc. which may be of ordinary construction and arrangement.
Where required, bulwarks or protective rails may be provided as well as the
captain's bridge which may be extended at the sides beyond the limits of the deck
structure and suitably stayed and supported from the hull of the vessel. The boats
may be carried where required, for example one at the stern hung on davits in the
usual way and one or more at each side of the upper structure carried preferably at
the free ends of hinged or jointed wooden or metal spars or tubes at the outer ends
of which may be provided the usual boat-supporting tackles the spars themselves
being adapted to be raised up more or less vertically or extended more or less
horizontally by suitable blocks and ropes or chains according to requirements. An
ornamental or other moulding or fending beam or whaling may be carried long-
tudinally along the sides and stern of the vessel and as far forward as may be

page_text: required and side extensions or platforms may be placed upon or formed by any
portion of the plating or sides of the vessels according to requirements.
It will thus be seen that while the vessel constructed according to this invention
has the advantages of the usual bow and stern it has also the advantage of having
none of the usual decks upon which water would lodge while its general construction
is simplified with an increase in strength and a saving in the quantity of material
while the buoyancy is increased and more evenly distributed than usual. The
loading and discharging of cargo is expedited by there being practically but a
single hatchway extending to the whole of the cargo space.
The vessel as above described is intended as a cargo vessel only but it
will be understood that it may be constructed as a passenger vessel either
exclusive of cargo or in addition to cargo by modifying the fittings and arrange-
ments accordingly.
Dated this 29th day of September 1891.
W. P. THOMPSON & BOULT,
Agents for the Applicant.
COMPLETE SPECIFICATION.
Improvements in or relating to the Hulls of Vessels.
I, CHARLES DAVID DOXFORD, of Pallion Yard, Sunderland, in the County of
Durham, Ship Builder, 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 the construction and arrangements of the hulls of vessels,
particularly steam vessels, adapted for cargo purposes. These vessels could be
used for various kinds of cargoes but are particularly applicable to cargoes such as
grain, coal, oil and the like, which are more or less liable to shift and which are
carried in bulk. The following description will serve to indicate the invention
although it will be understood that the details may be varied without departing
from the spirit of the invention.
In carrying this invention into practice the ordinary deck is dispensed with and
the sides curved inwards with a convex curve for a suitable distance say for
example one third of the total width at each side and then upwards with a concave
curve the top of these last curves reaching to the hatchway combings or the plat-
form deck in which the hatches would be formed. The above would represent the
shape of the plates and framings amidships (the latter being carried continuously
up as far as the plates) and these would be carried fore and aft without material
variation for the greater part of the length of the vessel merging at each end into
a bow and stern of substantially ordinary construction. The hatchway extends
over practically the whole length of the holds or cargo space and may be closed
by entirely independent covers or these may be hinged or otherwise suitably con-
nected and provided with permanent fastenings or arranged to be bolted down after
each removal. The sides of the hatchway may be stayed across in any suitable
manner as by simple stays or by portions of fixed plating between some of the
covers.
The engine and boiler rooms, coal bunkers, cabins and offices may be located at
the stern end of the vessel behind the cargo space or amidships, and the quarters
for the officers and crew either at the bow or stern according to circumstances.
The bows need not be carried up much higher than the before mentioned hatchway
combings or platform deck and would be left for the most part clear of
encumbrances beyond possibly the warping capstan, the windlass, the entrance
to the forecastle or men's quarters to protect which and generally to raise
the height of the bows the forward plates may be carried up to a suitable
level.

page_text: In the accompanying drawings
Figure 1 is a perspective view of a vessel constructed according to this invention,
taken from in front of the starboard bow.
Figure 2 is a similar view taken from the stern, and Figure 3 is a vertical midships
cross section showing the arrangement of the frames and plates.
Figures 4 and 5 are cross sections upon the lines 4-4 of Figure 2 and 5-5 of
Figure 1, and they serve respectively to indicate the arrangement of the frames at
those parts.
Figure 6 is a section similar to Figure 3 and indicates the closed platform deck
and hinged hatches suitable for a vessel to carry oil, in bulk.
Like letters represent like parts throughout the drawings.
Describing first Figure 3, A represents the framings which are carried con-
tinuously from the hatchway combings B or platform deck with a concave curve
at A¹ and a convex curve A³, then practically straight down to the point A³ where
they are interrupted by the keelson A', are then carried along the bottom to a
similar point upon the opposite side where another break occurs, and they are then
continued up to the hatchway combings B on the opposite side, the curves A¹
and A' being repeated. Upon this framing the plates are secured in the usual
manner and partake of the same outline; the framings may be supported by any
suitable arrangement of vertical, horizontal and longitudinal ties or supports such
for example as indicated in the drawing Figure 3. Handrails C may be secured
where required to enable the horizontal portion of the skin of the vessel to be
traversed, those rails C nearest to the hatchway combings B being preferably
carried upon angle brackets C¹ or the brackets C¹ may be replaced by a
"continuous" platform C to facilitate passage along it.
The above described arrangement with the concave and convex curves is to be
preferred but it will be seen that the same general effect could to a large extent
be obtained by forming the portions which are described and illustrated
herein as curves A' and A' in straight lines as shown in dotted lines in
Figure 3.
The general external appearance of this vessel will be understood by reference
to the views Figures 1 and 2 from the former of which it will be seen that the
special shape illustrated in Figure 3 is carried forward to nearly the end of the
vessel where it merges into a bow of ordinary construction the plates of which
may be carried up at D to a level above that of what we may term the fore-
castle deck E so as to protect the latter as much as possible. This deck would
carry very few fittings or encumbrances which would be generally confined to
the warping capstan F, the windlass G, the forecastle entrance H and the
wind-shafts I.
As will be seen by reference to Figure 1 the main deck is composed of the
hatches J which cover in the cargo there being practically or absolutely one long
hatch extending from the superstructure K at the stern to the forecastle deck at
the bows although it will be possible in fine weather to walk along inside the outer
railings C upon the horizontal plates between the two curves A and A² Figure 3
as well as along the platforms C³.
Figure 2 illustrates the above described special construction of the vessel merging
into an ordinary stern a superstructure K being provided at this end of the vessel
in which the cabins, officers' quarters, stores and offices may be located. The
engines and boilers would be located beneath the superstructure K but might extend
up into it or a portion of it, a deck-light L being provided to admit light and air to
the engine-room. The top or roof of the superstructure K forms a deck which may
be used for observation and promenade purposes and bridges M may extend on
either side and carry at their outer ends the usual side-lights. The decks may also
be provided with a conning-tower or chart-house N, wind-shafts I and the usual
fittings and appurtenances. The funnel O would be carried up through the super-
structure K and although the vessel is intended to be dependent upon steam for its
propelling power it may be provided with small masts P for signalling purposes or

page_text: to carry some sail in case of accident to the machinery. Masts and sails may be
fitted when required as with an ordinary steamer.
The boats may be stowed or carried wherever found most convenient, in Figure 2
one boat is shown carried upon the davits Q at the extreme end of the vessel, while
others are carried upon the spars R hinged or jointed at R' to the skin of the
vessel and carrying at their outer end the usual falls or tackle by which the boat is
suspended. The spars R may be connected by suitable blocks and tackle with a
convenient portion of the superstructure deck or other portion of the vessel so that
when the boats are not required for use the spars may be raised up into an approxi-
mately vertical position as shown on the left-hand side of the vessel in Figure 2
or lowered to an approximately horizontal position when the boats are to be lowered
as shown on the right-hand side of the vessel in the same figure. Whalings or
fending beams S may be provided where necessary.
It will thus be seen that while the vessel constructed according to this invention
has the advantages of the usual bow and stern it has also the advantage of having
none of the usual decks upon which water would lodge while its general con-
struction is simplified with an increase in strength and a saving in the quantity of
material while the buoyancy is increased and more evenly distributed than usual.
The loading and discharging of cargo is expedited by there being practically but a
single hatchway extending to the whole of the cargo space.
The vessel as above described is intended as a cargo vessel only but it will be
understood that it may be constructed as a passenger vessel either exclusive
of cargo or in addition to cargo by modifying the fittings and arrangements
accordingly.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed 1 declare that what 1
claim is :-
1. The combination in a steam vessel with a deck such as J of the sloping walls
which excepting at the bow and stern slope with concave and convex curves from
the hatchway combings or platform deck down to the vertical sides which they join
at or about the water line substantially as set forth.
2. In the framing of a steam vessel the combination with a straight vertical
portion rising to about the water line of the upper portion of said frame formed with
reverse curves and extending without interruption from the said straight portion to
the hatchway combings or platform deck substantially as described and illustrated
in the accompanying drawings.
3. In a frame for a steam vessel the combination with a straight vertical
portion rising to about the water line of two straight portions parallel to
ench other but set at an angle to the said vertical portion and connected
by an approximately horizontal portion and the latter of the two straight
portions extending to the hatchway combings or platform deck substantially as
described and illustrated in dotted lines in one of the figures of the accompanying
drawings.
4. In a steam vessel the combination with a bow and stern of ordinary construction
of curved walls extending from the hatchway combings or platform deck to the
vertical walls at or about the water line substantially as described and illustrated
in the accompanying drawings.
5. In a steam vessel the combination with curved walls as described of rail-
protected platforms C² secured to the concave curve of the said walls substantially
as described and illustrated in the accompanying drawings.
6. In a steam vessel the combination with the central deck J formed of the
hatchway covers or a platform deck and with curved walls extending from the
hatchway combings or platform deck to about the water line of a superstructure
such as K located at or near the stern substantially as described and illustrated in
the accompanying drawings.
7. In a steam vessel the combination with a deck such as J formed of the hatch-

page_text: way covers or a platform deck of a superstructure such as K located at or
near the centre of the vessel substantially as described and illustrated in the
accompanying drawings.
8. In a steam vessel_the_combination with a central deck such as J sloping
curved walls as described and a forecastle deck of an elevated bow D substantially
as described and illustrated in the accompanying drawings.
9. In a steam vessel the combination with a central deck such as J and
sloping curved walls as described of a poop at or about the same level as the
said deck J substantially as described and illustrated in the accompanying
drawings.
Dated shin 10th 18
CHAS. D. DOXFORD.
W. P. Thompson & Boult,
Agents for the Applicant.