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THE DESIGN AND CONSTRUCTION OF POWER WORKBOATS

By

ARTHUR F. JOHNSON. N. A.

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Tke
Design ana Construction
of

Power WorKDoats
by
Arthur F. Johnson, N. A.

^4
Library

Copyri^Kt in

tlie

United States and Canada

and
Entered at Stationers* Hall, London
1920

By The Penton Publisking Company

Cleveland, Oliio, U. S. A.

All Rights

Reserved

Tjl/^

ti

Naval
is

architecture as applied to

power worJi-

boats lacks literature; perhaps because bigger

game
the

more absorbing.

When

it

is

realized that

future inland waterways of

this

country must be

developed and utilized; also that power boats will

provide the means of avoiding the repetition of

lamentable inefficiency in conveying the products

of our

interior to the principal ports or centers

of

distribution, proper design will be

in the solution

no small factor

of

the problem.

4G5333

Table of Contents

Advantages and Chapter II Analyzing Operating Conditions Chapter III Buoyancy, Draft and Displacement Lines Chapter IV Laying Down and Fairing
Chapter
I

Classifications

5 9
15 19

the

Chapter

V Stem, Keel and Stern

Design

Chapter VI

Application

of Steel Construction
Steel

25
29

Wood and Transverse Framing Chapter VIII Design of Longitudinal Framing Chapter IX Bulkheads Demand Careful Planning Chapter X Hull Planks Fenders^Bilge Keels Boats Chapter XI Decks for Wood and Deck House Chapter XII Constructing Chapter XIII Companions Hatches Awnings Chapter XIV Mats Davits Winches Windlasses Chapter XV Anchors Towing Deck Drainage Chapter XVI Auxiliary Machinery and Quarters Chapter XVII Food Storage, Heating and Lighting Chapter XVIII Painting Structure and Sheathing Chapter XIX How Concrete Power Boats Are Built
Chapter VII
Steel
the

33 37

43 47
53

59

65
71

75

79
83

87

Appendix

Appendix

II

Designs

Tables of Scantlings for

Power Workboats

93
101

and Details of Typical Power Workboats

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List of Illustrations
Page
Fig.

Cost Chart of Power Vessels Under Normai. Building Conditions (Commercial) Fig. 2 Cost Chart of Large Power Vessels (Commercial) Under Normal Building Conditions Fig. 3 Character Curves Sternwheel Power Boats (Wood) Less Than 100 Feet Long Fig. 4 Hull Proportions Sternwheel Power Vessels Over 100 Feet Long Fig. 5 Hull Proportions Power Tugs Over 60 Feet Long
1

|
| |
|

6
6

7
7

Fig. 6 Fig. Fig.

Fig.

Character Curves Power Lighters 7 Hull Proportions Small Screw Vessels (Wood) 8 Shows Water Pressure Acting on a Floating Vessel 9 Illustrates Relation Between Draft and Displacement
1 1

j |

8 8
10
11
11

|
|

Fig. 10

Fig. Fig. Fig.

Indicates the Utility of Reserve Buoyancy How External Force Causes Heei.ed-Over Position 12 Path of Water Around a Box-Shaped Hull 13 Gradual Stream-Line of a Properly Formed Vessel

| | j
| | | | |

12
12 12 14
IS

Various Forms of Fig. 16 Various Types of Sterns Fig. 17Sterns for Shallow Draft Vessels Fig. 18 Paddle Wheel Stern Fig. 19 Illustrating a Typical Body Section Fig. 20 Stem of a Wooden Tug Fig. 21 Stem of a Small Power Workboat Fig. 22 Stem of a Large Vessel 2S0 Feet Long Fig. 23 Stem of a Large Wooden Vessel
Fig. is

Fig. 14

Lines of a SO-Foot

Power Tug Stems

16
17 17

| |
| | | |

18 19 19 19

20
20

Fig. 24

Construction
Clipper

| j
| j j |

of

Spoon

Bow

for

Shallow Draft Boats

Stem of Auxiliary Sailing Vessel Fig. 26 Construction ok Bottom Girder of Large Wooden Ship Fig. 26a How Keel Bolts are Countersunk Fig. 27 Keel of a Wooden Schooner Fig. 28 Keel of a Wooden Tug Fig. 29 Keel of a SO-Foot Workboat Shallow Draft Vessel Fig. 30 Keel of Overhung Transom Stern of Auxiliary Schooner Fig. 31 Fig. 32 Stern of Tug or Lighter With Single Deck and Guard Timber Transom Stern for Small Boat With Metal Rudder Fig. 33 Fig. 34 Compromise Sterns Seldom Used on Workboats Shallow Draft Stern With Stern Wheel Fig. 35 Fig. 36 Longitudinal Section of Wooden Tunnel Stern Boat Fig. 37 Cross Sections Showing Different Tunnel Construction Fig. 38 Bar Stems and Method of Scarphing Fig. 39 Three Types of Keels of Steel Vessels Fig. 40 Methods of Fitting Keelsons Center Keelson with Innercostal Plate F"ig. 41 Fig. 42 ^Transverse Section of Double Bottom Fig. 43 Construction of Overhung Transom Stern Attaching Guards and Rails Fig. 44 Fig. 45 Construction of Rudders and Strut Bearings Elevation and Plan of Sternwheel Vessel Fig. 46 Fig. 47 How the Bottom Plating is Dished for Tunnel Stern Fig. 48 Stern (Or Bow) of Double Ended Steel Ferry Boat Fig. 49 Construction for Tugs and Power Lighters Fig. 50 Transverse Framing of Large Wooden Vessels Frames for Shallow Draft Vessels Fig. 51 Midship Section of Steel Tug or Lighter Fig. 52 Fig. 53 Where the Main Deck Overhangs the Hull Shallow Draft Vessels Have Straight Frames P"iG. 54 Steel Stanchions and Stanchion Heads Fig. 55 Fig. 56 Longitudinal Stringers and Shelves For Wooden Tugs; Frames for Shallow Steel Vessels Sections Showing Fra.vie Construction Fig. 57 Cross
Fig. 25

20

20
21 21 21

|
|

21
21

22
22 22 22 23 23
23

1 i | | I
| |

I | | I I

25 25 25 26 26 26 26

I
| |
|

27 27 27 27 29 30
30
30
31 31

1 I
|

| | | |
|

32
33

|
| |

34

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List of Illustrations
Page
Fig. 58 Fig.

Fig.

Steel Side Keelsons with Transverse Framing 59 Hatch and Cockpit Coaming Construction 60 Cross Section of a Tug with Longitudinal Framing

35 35

36 38
|

Fig. 61

Fig.

What Happens When the Bow or Stern Compartment is Flooded 62 Transverse Watertight Bulkhead of Wooden Vessel Longer Than 125

Fig. 63
Fig. 64
Fig. 65

Transverse

Feet

38 39 39

| |
|

Fig. 66 Fig. 67
Fig. 68

Cross

Fig.

How Stealer 68-a Methods of

Watertight Bulkhead for Small Wooden Vessel Minor Bulkheads for Cabins, Etc .Steel Bulkheads and Fastenings for Wooden Vessels Shows Method of Fitting "Shoes" at Bulkheads Where Keelsons and Stringers are Cut Construction of Tank Bulkheads for Oil and Water; Also Metal Bulkheads for Minor Compartments
Sections of Various

40 40
41

| |
I I |

Fig. 69
Fig. 70 Fig. Fig. Fig. Fig.

How Decks are Classified 71 Drawings Showing Contour of Decks and Sheer 72 Methods of Laying Deck Planks Cross-Section of Wooden Deck Construction 74 Construction of Decks of Steel Vessels
17i

Plates are Ln'troduced Fitting Hull Plating to Frames Construction of Fenders and Bilge Keels

43
;

44
45 45

| | j | | | | |

4g
48 49
50
50

Fig. 75 Fig. Fig. Fig.

Fig.

Fig. Fig. Fig.

Fig. Fig. Fig.

Fig.
Fig.

Fig.
Fig.

Fig.

Fig.
Fig. Fig.

and Double Bottoms 76 Contour and Construction of Wooden Deck Houses n Construction Details of Steel Houses 78 Watertight Doors, Air Ports and Dead Ligh f s 79 Construction of Hinged Windows and Skylights 80 Wood and Steel Companions 81 Detail Construction of Companion Slides and Hatches 82 Watertight Hatches and Manholes 83 Construction Details of Ladders and Rails 84 Awning Stanchions and Fittings 85 How Pole Mast and Boom is Fitted 86 Construction and Install.\tion of Steel Masts, Also Boom Crotch 87 Davits and How They are Installed 88 Winches, Windlasses and Ground Tackle 89 Anchors, Chocks and Hawse Pipes 90 Towing Bitts and Knees 91 Chocks and Cleats 92 ^Fuel or Water Tanks, Flat Side Type 93 Installation and Equipment of Fuel Tanks
of

Construction

Ceilings

54
55

1 | | | |

56
57 59

60
61

I I
I i | I
I I

62

63 65 66
67 68 72
"j-x,

| | | |
|

"ji

75 76 76

Detail of Inlet Connection for Pipe Suctions from Sea Detail of Soil
Fig. 95
Fig. Fig.

1
1 |

Pipe Discharge Connection

of 50 to 75-Foot

77

I I
I I I

Built-in Refrigerator in Cabin Trunk 96 Construction of Refrigerator Door 97 Interior of Stack with Tanks
98 Ventilating

Detail of Scupper from Tiled Toilet Space

77

Power Boat

7g
79

| |
j

80 80

Fig.

Fig. 99 Fig.

Ventilating
and

Equipme.mt

|
I I

I I I
I

Fig. 101
Fig. Fig.

102 103

100 Pipe

I I I

Fig. 104

Fig. 105

Fig.

106

Equipment 80 Transom Berths 81 Bilge Keels and Sheathing 84 How Wood Sheathing is Fitted on Wooden Hulls 85 Typical Section of a Concrete Hull Under Construction 88 Metal Clips Used to Support Longitudinal Rods 89 Method Used in Holding Rods in Place for Pourinc; Forms 89 Molded Guide Bar Punched to Receive Rods. This is a Very Satisfactory Method Used with
Excellent Results
of 89
90

I
I I |
I

| I | |
|

I I I
I
Fig. 107

Stanchions and Girders Figs. 108 and 109 Bow and Stern Construction for a Concrete Workbjat Fig. 110 Details for Attaching Miscellaneous Fittings

Construction

90
91

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sign

Arthur F. Ji.hnson, N. A., aulhcr cf Deand Construction oj Power Wcrkhoats,

appears here in the uniform oj Assistant Marine

Superintendent of the U. S.
Service.
architect

Army

Transport
a

Besides being educated as

naval

and marine

engineer, h: has

had wide

experience in th:

S. Engineer's Department

and

in shipbuilding yards

and

as Designing

Engineer for the Fabricated Ship Corporation,

Milwaukee, Wis., so that ht has a practical as

well as a theoretical knowledge of the subject.

Mr. Johnson,
tion
tion,

at th: present writing is

Produc-

Manager
Chicago,

of Nelson Purchasing OrganizaIII.

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CHAPTER

Advantages ana Classincations

^ ^^^^
vessels,
utilization of vessels, propelled by internal combustion engines, for commercial transportaJ tion by water is no longer in the experimental stage; nor has there been a dearth of literature

HE

points

should

be

understood

by

owners,

operators

and

builders.

three

setting forth the general characteristics of the numerous uses to which this type of craft has been adapted. From the very first, good engineering portended success of this class of

general power workboats may be classified under main headings: First, service in which engaged; second, material of which constructed; and third, type
In
of propelling machinery. respect to service, the first consideration whether the waters navigated are to be "open"

and

arrangement

With

is

can be no sounder logic than that chemical energy as contained in fuel will produce maxisince

there

or
sea

mum
the
tion

power
nearest
of the

when converted
practicable

into
to

mechanical
the

energy
of

at

"sheltered;" that is, whether the vessel or to operate in rivers and harbors.
riers

is

to

go

to

location

point

applica-

Seagoing vessels to date have been mainly cargo car-

power. Whereas, in steam-propelled craft, the latent energy in fuel was first converted into heat of gases due to
combustion, these gases then transmitting their
heat
boiler,

(wooden or
in

construction

has

been

The steel) or auxiliary sailing craft. these being identical with that of steamers, thoroughly treated in other works of ship
design.

e s s e Is

to

water

in

a
;

coastwise,

harbor

traversing or

this

generating steam turn passing to the engine, losing considerable heat content
in

inland waters are those here to be discussed and embraced'

(1)

Ferries:

en route; in a combustion

(a) (b)

Fast

passenger.

ergy
place

engine conversion
in

all

the

en-

Passenger
freight.

and

takes
(c)
(2)

the

cylinders.

Car.

only results in saving of weight by omission of boilers and

This

not

Tugs.

(3)
(4)

Power

lighters.

Tank

boats:

increased space for car-

(a)

Water.
Petroleum products.

go storage due to lesser space occupied per horsepower, but also the
abolition of heat
losses

(b)
(5) (6)

Trawlers.

Shop boats:
Repair boats: (Machine shops) (Welding plants) Pumping and

and the carriage of water

(a)

for

boiler

feed.

These were at
bustion

advantages
first

offset

by

(7)

practical defects in

com-

design, lack of skill on the part

engine

wrecking boats. Passenger ferries vary

from
ly

fine-lined

relative-

of the operators and the customary conservative

fast

vessels

of
to

from
200

50

or

60

feet,

frame of mind on the part of vessel owners which is inevitable to

all

feet in length.

Dependin

KUMTUX, LUMBER TOW BOAT

She
is

ing

upon the length of

they

65 feet x 16 feet

engine.

She

is

radical

innovations

and is powered with a 110-horsepower Standard-Corliss owned hy the Puget Sound Tow Boat Co. and has given her owners great service

run

may vary
10 to

speed

from

20

The tendency to let others pay for the experiindustry. ments incidental to practical perfection delayed progress in
in

miles (statute).

maximum

development.

Power Boats Have Replaced Small Steamers

Since
fuels,

Their characteristic arrangement is to afford Sleeping, mess accommodations and sanitation for the large craft on long runs and maximum seating, (seldom more than for one night)
passenger accommodation
: ;

power

boats,

particularly

those

using

the

lighter

short sanitary and sometimes messing provisions for relatively runs not exceeding one day (sunrise to sunset)

have practically replaced the small steamers of foregone days, and the ones requiring considerable power and cheap fuel have long since shown the desirability of
effort should be engines valuable experience of operators diesel
;

Jitney

Boat
in

for
this

Commuters
connection has been
the

recent

innovation

made to co-ordinate the and record the features

an hour's "jitney boat", making runs from points within run of a city or railroad depot, and used for transporting

in power boats. This is particularly desirable with respect to the smaller vessels, where ordinary powerboat construction would prove fragile and the essential

of design

commuters. Passenger and freight

12

ferries lines

of

miles),

relatively

full

moderate speed (8 to and ranging in length

The Design and Construction of Power Work Boats

from 50
to

200

feet

are

becoming

in-

welding.
at

With

the

prevailing

prices

the
is

past
this

as

well

as

that

deterioration

creasingly popular as sources of profit, The holds and main deck are employed
for
ture
freight

storage and
the
facilitates

the

superstruc-

and as long as steel excecds $0.03 per pound, this would not be desirable, however,
present,

negligible, point to extensive utilization

of
for

desirable

material,

inland

waterways.

particularly rich very

houses

passengers.

cargo

Composite

vessels

arc

those
steel

with
this

heavy weights, the hoisting winch being geared from the main engine or being an indelifting

boom forward

wooden
For
is

hull planking

and

framing,

boats
scarcely
in

under
a

100

feet

long,

desirable

construction,
is

(l-l-}^-3) of concrete, with passing Y^-'mch mesh, is used for the hull. This is molded or "shot" onto galvanized wire mesh supported

mixture

gravel

There is a singlependent machine. ended type for voyages of more than one-half hour or so the ones for short
;

though

larger

ones

it

being
the

e.x-

tensively employed.

by ordinary reinforcing rods, the total hull thickness varying from 2 to

5

Wooden

construction

is

most

inches.

Internal hull structure

em-

and

frequent

trips

as

well

as

the

car

ferries

being

double-ended.

They may

universally employed and desirable for vessels less than 100 feet long. This
is

be propelled by screws or paddle wheels, Tugs comprise probably the most nu-

due

to

the

facility

in

working the

material,
in

simplicity of equipment needed

steel skeleton reinforcing work with a leaner concrete (1-2-4) or The (1-3-5) again using fine gravel. determines its density of concrete
life,

bodies

merous
boats.

class of the commercial power Their lengths are from 35 to 150 feet and speeds (when not towing)

that

building yards and also to the fact vessels up to this size are amply

strength
as
its

well
crete,

strong
light,

when

built of

wood.

Steel,

if

too

as
If

watertightness as Ordinary concommonly used ashore,

elasticity.

and

from 8

to

12 miles.
in

Many

of the con-

ventionalities

design could be or dispensed with to the ultiimproved This mate betterment of the whole.

tug

has not the requisite stiffness and If the steel corrodes through quickly.
is

would not prove satisfactory

sels.

made
the

heavier,
vessel
is

care

must
of

be

taken
disin

ard
are

for vesthe ships are molded, standmetal molds may serve for nuhulls,

that

will

be

elaborated
to

upon
tug's

The
is

essential

subsequently, success

greater placement than would be the case

not

merous
to

but

if

be

built,
is

the "gunning"
the fact
that

one or two only metha

od
in

more

desirable, particularly

great

pulling

power
a

at

slow

view of

more

heavy-duty, slow-turning engine coupled to a propeller of large diameter and

speeds,

requiring

nearly ship-shape form can be

built
in

this

manner.
resulted
in

Molded
crudeis

hulls

have

low pitch ratio

lighters

(0.9 to 1).

Power

ness of lines and while this

or
finer

are modified types with large decks and hold space for cargo and a boom for loading. Tank boats, as their name implies,

immaterial at low speeds, tugs

craft

would
unless

require

excessive

power

carry

water
aft

or

refined in form.

in bulk, the

form being
(at

petroleum full and

stern).

more The type and

the

engines

the

Trawlers are of tug design, fitwith hoisting booms and ted

fish

arrangement of the propelling machinery together with the means of converting the power
generated into propulsive thrust will not be elaborated upon except wherein they affect hull construction or arrangement.

tanks.
in
utility

They
the
in

attained

no-

toriety

recent

war

by

their

mine

sweeping.

machine shop tools, welding plants and apparatus are becoming numer-

Shop

boats,

carrying

The power

plant

itself

may
any
:

be

HALIBUT SCHOONER COXSTANCE

One
of the

combustion
of
(a)

engines

of

one

measures

87

finest feet

boats ever built

for

halibut

ous.

They
to

are constructed with

on deck, 18 feet beam and carries horsepower Standard-Frisco engine

service- -She 140

the

following types

Diesel

view

equipment

bringing the repair to the disabled plant,

operating on two-stroke or
cycle
oil

or

oil

engines,

in-

wooden one of corresponding

strength.

size

and

four-stroke
heavy
14

stead of requiring the cripple to visit the shipyard. Workboats used for salving and wrecking purposes carry a miscellaneous equipment, such as pumping

fuel

using (between
defuel

Power workboats of wood are much more substantially built than are pleasure craft and it is to establish standards and details
sels
in

grees
is
i

23 and degrees Baume), wherein

n
j

e c ted

as

spray

into

apparatus
divers.

and

machines

for

handling

these
is

practical

ves-

the
air

cylinders

with

With

the value of vessel prop-

that

this

work

undertaken.

and

ignition

compressed results from

erty going up sky high these boats are

becotning
Steel

profitable.

promises to become extensively used in boat construc-

Reinforced

concrete

high compression of the charge. Revolution ISO to 300.

(b)

Too High for Small Boats

of

By
that

material
of

construction

is

meant

which the prmcipal strength members and hull are composed. Steel
is

where a considerable same form and size of vessels are produced. It is no longer an experimental construction, barges and
tion,

particularly

"Semidiesel"
engines,
tillate

or

heavy

distillate

number

of

the

tion

using kerosene or disfuel with hot bulb ignior spark. These engines
to

most universally employed

seagoing vessels now building being the result of observing, for years, those
already in service.

are

similar

machines,
ily

but

ordinary gasoline operate at slow

in

vessels

speed and are

constructed.

much more heavRevolutions from

over 100 feet long, though it has been used in pressed form for small power

Concrete

Boats for Inland

Watcrivays
(c)

200 to 600.

and

In the writer's opinion powerboats as small as SO feet long, prolife

boats.

Gasoline
stroke

engines
cycle)

(usually

four-

viding they are full lined, could -be built of light galvanized steel shapes and
plates,

Steel and concrete having nearly the same coefficients of expansion and the
fact that painting, copper

troleum
ignition,

using light pedistillate, with electrical

sheathing and

low

compression

and

riveting

being

replaced

by

spot

fouling of bottoms will

be troubles

of

operating (in heavy marine work)

Advantages and
between 350 and 800 revolutions
per minute,
(d)
ular
if

Classifications

light

fuels

do

not

attain

pro-

hibitive

prices.

Gas

producer
oil

plants

using

coal,

Gas producer plants have never been

extensively employed, though
erly

with engine shafts, with attendant reduction in space occupied by machinery of a given power.

wood or
Diesel or

other

gaseous

fuel.

when prop-

Paddle
vessels)

wheels
are
of

(at

side
in

or

stern

of

high

powered, commercial power boats. An interesting departure from this generality is the government tug Manteo which has a 100-horscpower, 2-cycle, dicsel engine and which is only 50 feet long. "Semidiesel" engines, a rather vague and incorrect term, arc excellent for
small

engines being relatively are not much used in

and operated they have They proved practical and economical. consist of a producer proper, where fuel
designed
is

desirable
efficient

shoal

because
of

propulsion
buckets

water under
fa-

limited depth of immersion

cility

and also

caused

to

give

off

its

combustible

repairing

damaged

gases through distillation, partial combustion and sometimes chemical combina-

with water vapor. fuels used may be wood, coal of a low grade or residue combustible
tion

through striking submerged ol)stacles. The practical range of revolutions in paddle wheels is between 20 and 40,
rendering necessary a reduction in speed from engine to wheel. This is accomplished through belts, gears, a combination of these.
chains,

The

heavy duty service providing the operSuch engines ator understands them.
should be more extensively utilized than they now are, noi only because of the
saving
if

material.

The gases generally pass through where foreign matter is removed by spray or other means and
"scrubber"

or

thence to an internal combustion engine.

Propellers

in

Tunnel

Boats

in

fuel,

but

their

rugged

con-

The arguments
arc
:

struction and ability to run continuously

some

There have been properly attended. sad experiences, however, when inexpertly handled.
Gasoline,

by

against producer plants Excess weight and space occupied the plant, and skill necessary to
operation.

ter

Propellers in tunnels, so that the wasurface at rest is not more than of

the

one-third
the

wheel diameter below

proper

engines, of heavy duty design, are usually direct connected to the propeller and are the
light

or

distillate

The propulsive mechanism of commercial power boats may be propellers or paddle wheels.
Propellers

upper tip of blades, are frequently employed for shallow draft propulsion. Though the wheel diameter is restricted

are

most

commonly

em-

most generally
in

Sometimes, employed. order to conserve space and weight, small, high-speed engines (900 to 1200 revolutions per minute) are installed with a reduction gear to the propeller
shaft.

ployed where light draft is not a factor This is because of their proin design.
tected location

and revolutions comparatively high, excellent results have been obtained in In these, this way, even in tow boats.
the

out-of-the-way

propellers

present

which

with respect to the hull, minimizes damage by striking

This system

is

comparatively re-

against docks, towed vessels or by rough seas. Another reason is that higher
revolutions with efficient propulsion render them adaptable to direct coupling

an advantage over the projecting paddle wheels, and the lightened and less roomy machinery afford lighter draft on a
given
crease
size
in

of

vessel

cent in ships, though long used in autoIt mobiles. promises to become pop-

vessel

or permit of dedimensions for given

draft and power.

The Design cud Construction of Pozvcr Work Boats

CHAPTER
essential in selecting ^^^^^HE m C\ a design of power boat a require^^ J careful study of the ^^^^ the service
first
is

II

Analyzing Operating Conditions

many water
terminal
collection

routes are

shorter between
the

points

and

question

of

inents

in

imposed by which it will be engaged.

and delivery may aflfect total time in transit and portage charges. Fast water freight would work well in
conjunction with passenger traffic. It is not very many years gone that travelers preferred canals to stage coach and the

sections of this country and a greater proportion in many foreign lands than It consists of is generally supposed. sizes from in items variegated many large pieces of machinery to small boxes,
cases, castings, etc.

This will determine the general arrangeof power, equipment, ment, degree

amount of
terial
It
is

fuel,

stores

and water, ma-

and construction, etc. assumed that one undertaking the construction of a commercial vessel
will

analogy

still

applies
in

insofar as comfort
in

and

restful

conditions

water travel
car.
It
is

Bulk freight lends itself most agreeto storage and terminal loading of coal, It consists and discharge. brick, petroleum, ore, grain, etc., and
ably

surpass

those

sleeping

renders
specially

possible
fitted

the
to

design
the

of

vessels

familiarize

himself

with

these

re-

quirements by careful study of the local conditions at the terminals and through
the trade route
ply.

merely a question of providing every and shortening time in convenience are not insurmountable transit which
difficulties

carry

particular
in

commodity.
class
is

Maritime
profitable
in

traffic

this

also

and

constantly
affects

which the vessel

is

to

in

many overnight

runs.

increasing
hull

volume.

Freight

Conditions are so varied and the

combinations of these so numerous that exhaustive discussion would scarcely be

warranted. In general the factors encountered are Character of service. (1)
(2)
:

Kinds of freight Handled

Perishable kinds
to
:

design in conjunction with the route of travel, necessitating large closed

freight

is

of

That which
in

will deteriorate

two general due

;

holds or being most expeditiously stowed on deck in the open or under cover.

delay

shipment

(mainly edibles)
of
these

and that which must be protected from

the

The amount to be carried per voyage is dependent upon length of the trip (in
distance as well as duration).
If the dis-

(3)
(4)

Character of materials ported. Conditions of water traversed.

weather.

The

first

will

Terminal adaptation to the trade

contemplated.
as affected by character has already been considered,
traffic.

require refrigeration or ventilation, and the second merely storage in holds or

tance

is

ber

of

considerable, the decreased numtrips will necessitate a larger

under cover.
readily

The design
of
as
in

Both of these classes are adaptable to economical water

On a short ship that profit may result. run the assumption that gross expense
of
to

service

have the general features called for

passenger
Freight
:

conveyence, delay at terminals being the most adverse condition to be remedied.

Aliscellaneous
constitutes

may

be

roughly

subdivided

into

the

total

slow freight already considerable percentage of transport material in some

a

conveyance is inversely proportional tonnage conveyed, does not necessarily hold, since the increased time for loading and discharging may be excessive

when

considering

the

loss

in

vessel's

(a) Fast package. (b) Perishable.

(c) Miscellaneous

earning power while

idle

and the greatoriginal

invest-

er

slow.

ment.
depth,

(d) Bulk.

Again, width

the

and

The
most
ocean
1

first

of these

has heretofore been

extensive
or

contour of channel, dimensions of locks,

on

wharves
euvering terminals

and manspace
at

a n d or

large insea trade

in

may
size,

be
af-

routes,

services

considerations
fecting

which natural ditions have

hibited

conprotransis

pro-

portions

and

even

land

portation.

There

propelling mechanism of the vessel.

reason
that

to

suppose
reliable

Thus
tively

with
well

comparanarrow and
river

and

adminis-

shallow
sharp

with
locks,

trated inland water-

bends,

way
this

runs,

much

of

revenue

earn-

and sometimes rapwould necessiids,

tate radically differ-

ing cargo could be diverted from the

ent

design

from

none
rail

punctual routes of this

too

that
with

permissible

a wide, deep

This docs country. not infer competition,

and open stream. Paddle wheel or

tunnel-sterned boats

but rather co-

operation
railroads,

with

the

with shallow beamy

hulls

since

have

arisen

Tlie

Design and Construction of Poiver

Work Boats
times,

contracts

having

been

awarded

not necessarily to the lowest, but rather to the most responsible bidder, as deter-

mined by
boat yard.

capital

and equipment of the

is

If a certain

fund
a

available for the

boats,

construction

of

power
:

the

vari-

ous

sizes

of

derived

as
at

given type could be follows Assume that the

is

amount
Fig.
1,

hand
to

an

82-foot

Then in $40,000. wooden screw tug

equipment

could be

built

maximum

standards and two 87-footers of simplest character in normal times. At present the costs would be higher the above

about 70 feet long, with all refinements and two 40footers which would be little beyond
vessel
hull,

sum affording

engine and steering gear.

the

On
given

other
is.

range
In

length could
1,

hand, to be
60-foot

if

vessel
its

of
cost
at.

built,

be
a

similarly

arrived

(wooden) would range between $7500 and $23,750. The maximum figures are most nearly
Fig.

tug

in

accord with present

mean

rates

for

ordinary boats.

Beam
from the first mentioned natural limilawhereas the normally formed tions, screw vessel is desirable where these obstacles

Varies on

Given Length

is

The excess first cost of more than offset by

this

material

the

gain

in

For a given length of vessel, the beam (width) and the depth may vary
This variation is limited considerably. in the case of beam, by its effect upon
stability

are

absent or
to

negligible.

and carrying castrength, durability pacity, for contrary to general supposiweight of a wood vessel is greater than that of a steel one having equal strength, while the interior volume of the wooden one, representing cargo capacity on given dimensions, is also less than that in the steel hull. The costs here plotted represent retion, the

total

How
When

Determine First

Cost

Also to
increased
to
in

and speed for a given power. complicate matters, where the

beam heightens the tendency

appropriate type and its lengths have been decided upon, it becomes necessary to determine the probthe

resist

capsizing force, it will result greater resistance to propulsion.

The degree
sacrificed

to

which

stability

able

first

cost

and also

may

be

the

other

dimensions properly applicable. The ideal condition with respect to funds would
be that in which these were ample for the most desirable type of vessel. Very often this is not the case, and modifications in design must be resorted to. If the total costs of numerous vessels
in a class are plotted as ordinates

sults

of competitive bids during normal

been

minimizing resistance has determined within minimum and

to

upon

abscissa
it

will
lie

representing be found that

vessels'
all

lengths,

the

resulting

spots

curves,
this

within an area enclosed by two which are the maximum and

minimum amounts

requisite for building type of vessel for any length. Figs. 1 and 2 are "cost charts" of

this

nature,

the

smaller

vessels

having

cost

ordinates to large scale in Fig. 1, while the larger vessels' prices are

modified to suit the limits of Fig. 2. It will be observed that the screw
vessels

the
is

in Fig. 1 are more costly than shallow draft paddle vessels. This because of the more complex form

and

rugged

structure

of

the

former,
carefu!
strain?

more workmanship to
requiring
of

elaborate

and
the

withstand

rougher waters which are navigated

this
class.

by

The same reasoning

where
it

plies to Fig. 2,

will be

apfurther

noted

that

steel

vessels

are

most

ex-

pensive in either class.

Analysing Operating Conditions

maximum
rarely

limits, beyond which it is and with questionable gain, that

rmmiT

proportions are assigned

in

design.

These proportions are graphically depicted in Figs. 3 to 7, and dimensions for any length selected from these cannot
in
fail

to

strength,

stability

produce vessels of ample and reasonably speedy

proportion to the power installed.

hull at mid-length is an index to strength, just as the depth of a girder determines ability to resist
deflection.

The depth of

deeper

vessel

on

length is relatively shallow one.

stronger

given than a

the engine to drive the hull dimensions have been selected, is the next consideration. Too many vessels, particularly in the "small boat" class, have either too much or too little energy in the machines driving them, for a vessel may be over as well as

Power of

whose

under-powered. It is fallacious to presume corresponding increase in speed for additional horsepower.

Further, the exact
it

is

resistance
direct

impossible of a

to

calculate

boat

by
is

given sized mathematical analysis.

This
the

because,
like

even with two vessels

result

having

dimensions and diplacement,

forms may vary considerably. There is at present no precise mathematical formula for that peculiarly warped surface of a hull, and until this is established (which will only be after
hull

through
first

the

"method

of

com-

foretell

the

energy

dissipated

between

parison".

The
most
sign
ate
;

of

these
in

feasible

power

methods is that workboat dein

engine and the point of expenditure of Adding to this the propulsive thrust.
cost of a series of models, also the ex-

the

second,

though
does
it

years
to

of

investigation)

the

only

ways
are
:

sels usually

more

reliable, is

large vestoo elabor-

pense

of

conducting

the

tests

at

and

properly

predetermine

occasionally
anticipated,

not

engines,

results

particularly
is

produce in un-

equipped model testing basin, the method does not at present justify its adoption for small commercial boats.
properly

(a) By comparison of results in other similar vessels.

usual
install

forms.

Since

impossible to
in the model,

In

these,

allaround

working
so that

qualities
resist-

machinery to scale
fit

are often superlative to

minimum

(b) By actually towing a model of the vessel, to scale, and deriving the

or

to

miniature

propellers,
is

thereto,
to

considerable

experience

necessary

given predecessors of

ance

at

speed,
like

unless

proportions have proven uneconomical, the result of observing their features (favorable or not)
will
sults.

ordinarily

produce
Figs. 3
to

excellent

re-

To

this

end.

have been

elaborated, embracing powers, displacements, drafts and speeds of various

types.

These
boats
in

are

characteristics
class

of

many

each

and may be

considered representative.

Working Out

the vessel

Details
is

Assume
80-foot

that

the

to

be an

stern
3,

wheel

towboat of
of

wood.
hull

In Fig.
ing

we would
for

derive the followthe

limits

particulars

by reading up to the various curves as ordinate on the abscissa labeled 80:

Length, 80

feet.

Beam,
Depth
Draft

between
of

16

feet

and 20
and

feet

6 inches.
hull,

SZyi

inches

51

inches.
in

running condition, 17 inches

and 2SJ4 inches.

Displacement (fresh water), 31 tons and 73 tons.

between

The Design and Construction of Poivcr Work Boats

'

1 1

1 1
1

1 1

: 1
:

1 1

M i
l

the lowest horsepower

will

is

the one which

hull
at

drive

the
speed,

narrowest
the

the
in

minimum

higher

power

the narrower boat will probably produce the maximum speed figure, while in the beamier boat this
in

power

will

result

speed

intermediate between maxi-

mum

and minimum.
consideration
is

The next
mined
facility

that of fuel

capacity, the kind

having been predeterof

by
of

considerations

economy,

in the etc., replenishing, Gasoline locality of the vessels' route.

and
per
fuel

light

distillate

engines will require

fuel

about

pint

of

per
is

horsepower
high
the

hour.

This

figure
test

for

consumption

with

engine

on the blocks at the factory, but it must be understood the ordinary working
conditions
sional
lect.

in

the

boat

will

prove

less

economical, due to wear, leakage, occa-

overheating
these

and

perhaps

neg-

It is therefore imperative to anticidifficulties

pate

by providing fuel
conditions.
will

ample under worst

Fuel
safely
oil

for

diesel
at
0.7

engines
lb.

be

estimated

per

horse-

power per hour.

Brake-horsepower of engine, 37 to 62. Speed (per hour) 6 to 10 miles. These preliminary figures may be
remaining charts if other types of vessels are under consideration. It should be understood that
derived

from

the

In

our

chosen

vessel,

at

62

horse-

power,
that

burning

gasoline

or

distillate,

many pints or 7^ gallons would carry the wider boat eight miles and From this the the narrower one ten. tank capacity could be determined, depending upon facility of re-fueling. If
the

home dock were

capable of re-filling

tanks

(a desirable feature) less fuel need be carried with increase in amount

of freight.
to

It

should not be necessary

re-fuel oftener than once per working day, and, of course, if the voyage

required more time than

trip,
if

this,

once per

feasible.

The
erned
not
in

general arrangement will be govAccommodations for by type.

fitted
if

crew need only be

return to their

these cannightly,

home

port

which case necessary plumbing, lockA study ers, etc., must also be installed.
of

arrangement
sufficient

will

later

be

made,

it

being a somewhat

for any type to assume other similar layout to

boats in the same class, many of which have been ably described by current

magazine contributions.

The preliminary study of and

sions

deci-

design have now been gone over, bringing us to the stage at which details must be understood

with

respect to

and perfected.

CHAPTER

III

Buoyancy, Draft ana Displacement

^^^^^^HE
} ^ ^^^

C^\

first requirement which commercial vessels must have

is

of

wood which weighs from

will
1

30 to 60
If

vessel

will
in

pounds

float

in

water.

than

carry more fresh water.

cargo

in

salt

the

ability

to

float.

By

cubical box,

foot on each side, were

this

we mean

that they should

made

Experiment

on

Flotation

of

steel

sheets

54

inch

thick

be suspended on the water's surface

and that a certain portion of the hull Now should be above that surface. if the total weight of a boat be divided by its total watertight volume in
resulting figure is the pounds per cubic foot or the "density" If this weight per unit of the vessel.

the six plates forming the sides would weigh 10 pounds each, making a total

Take
in

shallow

tray

carefully.

Then

weight for the box of 60 pounds.

60 pounds and since
of
is
it

This

the density of the box

is

cubic

feet,

the

less

than the
either

weight
salt

cubic

foot

of

or

tray water, taking care that it is just on the point of overflowing into the tray but that none of the water gets into the tray. Now weigh a
full

the

place a and fill the

and weigh it deep bowl bowl brim

of

of

volume
foot

is

cubic
sink.

greater of water,

than that of a
the
vessel
will

water, the steel box will float. In fresh water we could put a load of 2 pounds in the 60-pound steel box
fresh

wood which is about wide as the bowl. Place the block carefully on the water in the
square block of
half as

and
has a weight of 62.5 cubic foot, while salt wa64 pounds for an equal cubic foot of solid iron pounds and would sink A cubic foot salt water.
this

it

would

still

float.

In salt water

bowl.
flow

The block
into

will

float

in

the

Fresh water

load could be 3^2 pounds. thus see that the difference be-

bowl and some

the

of the water will overtray.

pounds per ter weighs

volume.

We

Take the block

A
490

weighs
in

fresh or

tween the total weight of a floating body and the weight of an equal volume of water represents the cargo carrying capacity and that the same

carefully out of the bowl and lift the bowl from the tray, being sure that

no

more

water

the tray again

Then weigh spills. with the water which

SCANDIA, SEA-GOING

POWER HALIBUT BOAT OF THE TACIFIC COAST

10

The Design and Construction of Power Work Boats

First
diflferent

was displaced from the bowl by the

floating

the

block.

drawn and
the
level
keel.

Deducting the original weight of the dry tray from the final weight of the water tray with displaced will give the actual weight of the water. It will develop that the water displaced will weigh exactly what
the

form of hull is carefully volume is calculated to heights above the bottom of When the volume to each
its

X 10

X
144

75

41.67 cubic

feet

"water plane" has been determine the weight of an equal volume of the water in which
or

formed,
the

vessel

is

to

block did. We therefore

ing the
see

number

float by multiplyof cubic feet in the

that

the

weight

hull to each

water level by the weight

is

of a floating body is exactly equal to the weight of water it sets aside or displaces.

of a cubic foot of water.

In general the ton

used for

dis^

imagine that while the block in the bowl, we had frozen the water in the bowl. Then if the block were removed a cavity would remain in the ice and this cavity would have exactly the shape and volume of that part of the block below the water level. The shape of this cavity is called the "underwater surface" of the floating body. If the water which overflowed into the tray were poured back into the cavity in the ice it would be filled and no water would remain in the
floated
tray.

Now

placement weights in preference to the pound, that the figures employed may not be too large. To convert
cubic
feet

of

hull

volume

to

the

(2240 pounds) of water displaced by that volume, divide by 35 for salt or 36 for fresh water. This is based on the fact that one ton of fresh water equals 35 and

number

of

long

tons

of salt water equals 36 cubic feet. Suppose that a chart is made where-

on heights above a given base line represent draft to scale. On the base line we can represent displacement in tons or in cubic feet by a horizontal scale measuring from left to
right. 2 feet

This proves that: "The volume of water displaced by a ship is exactly

Then
draft

if

our

calculations
the

at

had shown

vessel's

Buoyancy, Draft and Displacement

Fig.

11

illustrates

the

relation

be-

tween draft and displacement with and without cargo. When the vessel is the is light, "d" draft, "D C" the water line and the rectangle "D C E F" a cross section of the hull below wa-

"C B" is the center of gravity of the displaced volume and is called the "center of buoyancy". The upward
ter.

force of the water

is

assumed

to

be

FIG.

9 ILLUSTRATES RELATION' BETWEEN DRAFT AND DISPLACEMF.NT

sinkage has ceased, the volheights

concentrated at this point.

cargo is placed aboard, the vessel's weight increases and the force of buoyancy acting in the light condition is not sufficient to support
it.

When

When

L.\

are

not

known.

The

vessel,

therefore,
level

sinks

to

the

new

water

"A B"

where

buoyancy
creased

as represented by the inweight of displaced water

to

ume L M G H plus the volume N P F E equals the original volume A D E 11, and since by taking B C F G from A D E H we get the same volumes as by taking L M B A and N P D C from the sum of L M G H and N P E F, we see that the added
end displacements

= 40 X 30 X Volume 40 (LA) feet; volume NPDC X 30 X (LA) feet. = 1200 X (LA) Volume feet; volume N P D C = 1200 X (L A)

LMBA

LMBA
-f

feet.

equal weight of the vessel,

draft

becomes

the
"d'
"

is

augmented the new

center of

LMBA
original
to

plus

NP

LMBA
X LA
feet

NPDC =
2400

X LA'

1200 3000

DC

must equal B

CFG.
freeboard
Th's,

cubic feet.

and

"C

B'

"

the

new
the

Figuring Reduced Freeboard

buoyancy.

LA ^
the

300O

=
2400
is

1J4

feet

which

is

The height
the

Notice
"f"
is

that

the

of

deck above
the
"free-

"f"

has

been

reduced
is

"{'".

water

line

called

amount the
draft
5

vessel will sink.

reduced freeboard
in

measure of the weight which can be added to completely submerge the vessel by increasing the displacement by the volume "H K A B". This volume is called the "reserve buoyancy" and is necessary for stability and safety against sinkage.
board".
It is a

easy to calculate For example the case of a box.

in

new

plus

154

=
the

The
feet.

6j4

assume that the vessel

100
feet

Fig.

10

is

The Value of Transverse Bulkheads

feet

long,

30

feet

40

What
In
the

is

Meant by Reserve Buoyancy

10
is

and FN to be at a distance of from each end, or that the distance between them (B C) is 20 If feet. the draft (A H) is 5 feet before the bottom is punctured, what

deep.

Suppose

wide and 10 bulkheads the

The foregoing shows

transverse

value

of

feet

bulkheads and also makes clear that the volume above the it L and outside original water line

of

damaged compartment (B C G F) must be greater than the lost

the

Fig.

the

utility

of

reserve
that walls

will

be the new draft after the accito

buoyancy
can
be

(BCGF),

for

unless

this

buoyancy

indicated.

Assume

dent
inal

the

central

compartment?
of the orig-

box-shaped vessel has two or "bulkheads" (G M and FN) dividing it into three compartments, and that the vessel floats at the water

First calculate the

volume

displacement

ADEH
Then

100

feet

30

cubic

15,000.

Suppose that a hole is made in the bottom of the central compartment so that sea water enters between the bulkheads. Before this occurred the volume of the hull (B CFG) between these bulkheads displaced a certain amount of water and
line

W L.

15,000

428 4/7 tons of salt

regained in the undamaged ends, the sinkage (LA) will be greater than the freeboard and the vessel will not float after the accident. When some external force inclines a boat the conditions which exist in the heeled-over position are shown in The water line when upFig. 11.
right

35

water
15,000

or

416 2/3 tons of

fresh

water.

35

helped to float the vessel or rather to support as much of the total vessel's weight as would equal the water When water endisplaced.
tered
the

thus

Then when
lost

GF

the rectangular cross section R A S T. Point B is the center of buoyancy when upright and point G the center of gravity
of the vessel and
is its

ment

was at volume

WL

and the displace-

had

is

punctured

the

contents.

W'

L'

volume
20

of

30

displacement is B C F 5 3000 cubic feet.

the
at

new water
it

line

when heeled

over and
line

Therefore

the

amount

of

original

point

crosses the original water O.

of
the
Stability

compartment

the

section

between the bulkheads no longer afforded buoyancy since the volume of sea water originally displaced rushed back into the cavity. Meanwhile the vessel's weight has not changed and since this weight exceeds the net

= ABGH plus CDEF.

The
lost

displacement remaining is 3000 15,000 12,000 cubic feet

3000 cubic

=
ND
zoid,
B'.

An
Observe
S

Analysis
that

cross

section

replaced by volumes

LMBA

feet

must be
plus

of the underwater

bedy has

N P D C
long

been changed to the form of a trape-

which
30
feet

are

and

each 40 feet wide but whose

whose center
This point
is

of gravity is at therefore the center

amount
plus
until

of intact buoyancy represented by the displaced volumes A B G H

^jy'l

CDE

F,

the

vessel

will

sink

the weight of water displaced again equals the original amount. This sinkage is assumed to the water

W' L'. During the sinkage the water rose freely inside the damaged compartment to the level M N and no buoyancy could therefore be regained
line
in

that

compartment.

12

The Design cud

Coiistnicfion of

Power Work Boats

(3)
is

the

Wave-making resistance which power expended in generating

familiar bow and stern waves. This is affected by the form of hull and speed.

the

Sometimes wave
resistances
are

and

grouped

eddy-making under the

This
is
is

name

"residual

resistance".

because

frictional

resistance

the

only portion which can be fairly approximated by calculations and if this is subtracted from the total resistance
the
result
is

the

sum

of

wave and

eddy resistances.
FIG.
of

11 HOW

EXTERNAL lOKCE CAUSES HEELED-OVER POSITION

tive.
is

The power
would

buoyancy when heeled over and see that a change in the form of a vessel's underwater body causes a

When

M
in

is

below

a vessel at various speeds,

actually required to pull thus over-

the couple

we

reverse

direction

and

shift

of

the

center

of

buoyancy.

is then called upset the vessel. G negative. This unstable condition can

Now
equal

the
to

vertically

force of buoyancy acts upward through B' and is

vessel's

exist

if

the point

as with very

G is high up such heavy deck loads.

of calculating
stability

coming the resistances encountered, is the Effective Horsepower (EHP). Between the machinery which generates the power and the propeller or paddle wheel which converts the power
into
is

weight acting downward through G, which point is The two not changed in position.
parallel

the

The method
is

thrust driving the vessel, there loss due to friction mechanical

forces are a distance of G Z apart and are called a "couple". They tend to rotate the vessel in a direction opposite to the motion of a clock's

complicated for discussion in but can be obtained by consulting Attwood's work on "Theotoo
this
article,

in

the

machinery

parts,

etc.

There-

fore,

the

power
than
this

at

be

greater
of

the engines must the E II P by the

retical

Naval
far

Architecture".
vessels

amount

loss.

The box-shaped
thus

we

have
Indicated

hands, or
in

Fig. to the
this

11

"counter clockwise", which tends to return the vessel

maximum
limiting

carry a amount of cargo with given

considered

would

Vs. Brake Horscpoiver

at

upright.

The

magnitude

of

couple equals one of the forces times the lever arm "G Z". Let equal the vessel's weight (also the buoyancy or displacement in pounds in feet so when is or tons). multiplies it we have:

dimensions of length, beam and draft. Ease of propulsion plays, however, an important part in contributing toward earning capacity.
Resistance
Figs. 12
hull

When power
rived

the engines

is

de-

from indicator cards which show the work done by the gases in the
cylinders,
it

is

the
If

indicated

horsein

of

the

Moving Hull

power (I H P). measured by is

the crank shaft

the

engine power
torsion

the
it

actual

GZ

is

called the

Brake

1^
(E<
l'i(J.

12 PATH OF

WAIEK AKOUNU A BOX-SHAPED HULL

and 13 illustrate the efifect form upon the resistance set up by the water when a vessel moves through it. Looking down on a box-shaped moving boat, the arrows in iMg. 12 are the paths taken by particles of water which are deflected when the boat
of

Horsepower (B

P).

Clearly the less

power

lost

between

engine and propeller, the greater the efficiency and a measure of this can
be expressed by the ratio of P. This ratio I H P or B

EHP
is

to

called
is

the

"Propulsive
to

Coefficient"

and

W
ing
of
It

X GZ
to

Notice the sharp right passes them. angle turn or sudden changes in
direction of the particles' flow. These paths of flow are called "streamlines". The sharp changes in direction cause eddies at the

per cent in ordinary vessels. Of course it will be higher when B H P is used than with I H P
70

from 50

the foot

pounds tend-

because there are losses

itself
in

in

the engine

turn

the
is

vessel

This product
"statical
will

upright. called the moment

stability".

be noticed that the force of buoyancy intersects the vessel's cenwhich is called ter line at the point the "metacenter". The distance G a is is the "metacentric height" and

two forward corners of the box form and also at

the
after

between the power developed cylinders and that delivered at the

shaft.

crank

This

engine

efficiency

B
(a ratio of
I

P
)

portion.

should be from 80

direct

measure of the distance

shown that all Experience has changes in direction of streamlines should be gradual as in Fig. 13 and
that
offset

H P

to

The
is

Z.

GZ
(

vessel
the
loss

properly formed will in carrying capacity

of

per cent. surface to which a ship's hull formed or molded is known as the

92

sine of

angle

GM

GMZ)

"molded surface".
tion
is

It

is

parabolic
in

in

by the

facility

propulsion.

nature so that a section

is

any direc-

Resistance up of three
(1)

to

propulsion
friction

made

between a plane and the surface

parabolic curve.
the
in

distinct

components:
or
"frictional

a
If

Surface

hull

is

cut

by

number
the

of
re-

which depends upon the area of submerged or "wetted" surface and the smoothness and the roughresistance"

planes

various

directions,

sulting curves of intersection between the planes and hull surface show the

ness of this surface.

FIG.

character of surface and

resistance, set

13 GRADUAL STREAM-LINE OF A

PROPERLY FORMED VESSEL

If

(2)

Eddy making

up

as a guide

in

may be used constructing the vessel.

so or

by

is

to right itself

above and

G G

the

vessel

tends

is

called posi-

abrupt changes of surface conformation and is most serious at the after end of vessels.

The drawing
draft" "sheer "Lines."

made is more

called

the

often

the

Buoyancy, Draft and Displacement

13

1^'

MAT AMEK- OWNED BY COPLEY AMORY, OF CAMBRIDGE,

Used
in

MASS.
4-cycIe

I.abradore

36

feet

long

by

feet

inches beam;

driven

by

Lawley

2-cylinder,

engine

14

The Design and

Constrtiction of Poiver

Work

Boats

o D H W
St
CM

o
o

O
tn

U Z
13

X
II
t4

CHAPTER

IV

Laying Down-Fairing tne Lines

chapter we explained as simply as an intricate question
plan view and are "water lines."

They

cular

to

the

base

plane

and

the

HAST
will
hull.

permit,

the

principles

in-

are labeled in conformity to the watei plane, which cuts them from the hull
surface.

longitudinal
tional hull

center

volved in designing a workboat

planes surface in

The secplane. intersect the molded

curves
are
called

"cross
in

There are certain fundamental feaof

The
called

upper
the

hull

limiting

line

is

sections"

which
of

shown

the

tures

every successful power-driven boat which must be molded into a homogeneous model, otherwise a boat ma}' be satisfactory in some respects and
entirely lacking in other requisites of

"sheer line"

and may be

"body plan" or end view.

performance. Now having mastered the principles of displacement, buoyancy, stability, etc., we will endeavor to apply them to the job in hand, of creating a design from which construction of the hull may be accurately carried out. Fig. 14 is the "Lines" for a SO-foot

or straight in elevation. It usually higher at the bow than at the stern and if curved, its lowest point is at about one-third of the length from the stern, the line rising
is

curved

The
usually

fullest

these

sections

is

half-way between the end perpendiculars and is called the midship

section.
to Fig.
Its
19,

characteristics

are

similar

where

the

section

from this low point and after ends.

to

the

forward
line

intersects the
at

half

the

"rabbet line."

siding of the keel From this lower

The
in

plan
half

view

of

the

sheer

power

tug

and

consists

of

three

plan is widest and parallel to the longitudinal center line at about mid-length. From this it curves inward to the bow and stern
respectively.

the

breadth

point and depending upon the type of vessel, a "line of bottom" extends to the "lower turn of bilge". If the
line

of

bottom
line

is

produced
to

to

the

vertical

tangent

the

widest

views; a longitudinal elevation, a plan view or "half breadth" and an end The relative view or "body plan". location of these views is conventionally arranged as in the figure with the forward part of the boat or the "bow" toward the right hand. In the elevation and body plans a horizontal base line is drawn at the lowest point and all vertical measurements or "heights" are measured from
this.
is

At the extreme ends in the elevation two vertical lines are drawn
and are the "forward" or "after perpendicular" respectively. The distance between these is divided into ten or

point of the section, the height of the point where the two lines intersect above the lowest point of secContion, is called the "deadrise". tinuing from the lower turn of bilge,
the section rounds sharply upward to the point where it is tangent at the
vertical
line

more equal lengths and perpendiculars

erected at the points of division. vertical profile lines are the edges of cross sectional planes which
are

showing

the

maximum

These

are passed through the hull perpendi-

This vertical line is the "line of half breadth" and the maximum width of section to this line is the
width.

This base line

the

really

edge

"m o From
turn

beam."

the

of a

horizontal

upper
bilge

of
to
it

the

plane and numerous other horizontal

section
tical

may
the

be ver-

point
the
a

at
it.

planes are shown distances above

where deck
vessel

cuts

side,

and

These latter

with
of

this
is

planes are as nearthe ly parallel to

type
called
If

section

"wallsided."

load water

line

as

the

can
and

be
are

estimated

of
in

the

upper part section falls

bilge
at

called
labeled
L,"
"3'

"water plan es."

They
"2'

from the upper

of
to

turn
the
the
in

are

6"

W
St r

deck

side,

6"W

L," "Designed
etc.,

L,"

and apa
i

amount of fall from the line of half breadth is

called

pear as
the

g h

the

horizontal

lines

in

home."
ture
tial
is

"tumble This feaessen-

elevation

and
by
a

not

body plans.
the
hull
is

Where
cut

to

efficient

de-

sign, being retained

water
series

planes
of

longitudi-

mainly through the dictates of custom.

nal

horizontal
v
e
s

The height
the

curves result. These

c ur

point

from where

can
only
in

be a
FIG. 15 VARIOUS

shown

FORMS OF STEMS

the midship section intersects the keel

15

16

Tlic

Design and Construction of PoK'er

fSHtER

Work

Boats
eye, free from sudden bumps or hollows and the volume of the underwater body should afford the proper and location of the displacement center of buoyancy under the center

of gravity. Proper stability and trim are dependent on the lines. In genthe location of any point on eral, the hull surface should be the same

height above base line in elevation and body plans, the same width from
the

longitudinal center plane in half breadth and body plan, and the same
longitudinal
location
in

the

elevation

and half breadth plans.

A detailed description of the fairing process will be found in "A Manual of Laying Off", by Watson, while elaborated descriptions of displacement, stability and trim calculations are set forth in "Theoretical Naval
Architecture", by E. L. Attwood.

Forms for Bow or Stem The bow or stem may have one
the forms in Fig.
IS.

of

SHEEP
KNUCKLt
Coc/yrEit

^jr^HEE^
T/TAnson

and (b) are stems" with rounded or "plumb The former type is abrupt forefoot. extensively used on tugs, lighters and other small vessels under 150 feet Its name is derived from the long. fact that the portion above the water
(a)
line
is

"y^STElfN

Posr

vertical.

lfypDEn~-foiT

is a "raked stem", where the part above the water line slopes forward, (e) is the stem of a shal-

Fig.

15-c

'DE/iDWOD <^OTTO/^

Of KCEL

low draft vessel, differing from the ordinary plumb stem by the wide forward deck end which is used to push barges, (d) is a rounded stem, curved from sheer line to keel and used in is the spoon (f) tugs or lighters.

bow
It
is

used in some shallow draft work. has relatively high resistance and less desirable than type (e) though

FIG. 16 VARIOUS
to the upper deck at side ed depth."
is

TYPES OF STERNS
as great as 60 per cent of the length. The hull forward of the parallel middle

simpler in construction. Various types of after vessels' ends or sterns are shown in figures 16 and
17.

the "mold-

Tugs and

lighters

have rounded

When the deck is rounded up or "cambered" the crown of deck at center above deck at side is usually
per foot This curvature may of deck width. be more or less and is often entirely
to

body

is

the

"forebody", that

aft

of the parallel middle

body the

"after

the

amount

of

inch

body". If a

with a vertical surface between sheer and knuckle to which heavy fenders are attached. The rabbet line which was parallel to the
sterns
(Fig. 16-a)

series of planes is passed through the hull at varying distances from and parallel to the vertical

dispensed with.
to

Its

purpose

is

mere-

but since few ly vessels are on an even keel very often, camber can be omitted with attendant gain in simplicity of condrain
the
deck,
struction.

center line plane, the longitudinal intersections of these planes with the

bottom of keel amidships, rises at the after deadwood and merges into the The structural appendages counter. to which propeller and rudder are attached should be as narrow as practicable to reduce eddying. Fig. 16-c is an overhung
stern, the

molded surface are curves shown

the

in

longitudinal elevation as "buttocks" and labeled "1' Butt", "2'

Butt",
etc.

plant

transom transom being a transverse which surface or cylindrical

as
in

The

sections

forward

and

aft

of

Buttock

planes

appear

as

vertical

amidships are finer than the midship section and it is desirable to have the forward ones U-shaped at their lower endings, while the after ones
are V-shaped.

straight lines in the body plan and as horizontal lines in the half breadth.

may

slope

shown or be

vertical.

The spacing be the same

of buttock planes should as for water planes.

auxiliary sailing vessels. Fig. 16-b is the semielliptical stern used in large vessels. Fig. 16-d is

Employed

the compromise stern not

common
to

to

portion of the hull amidships has the same cross section as at the midship section, it is called the "parallel middle body" and it may be
a

When

Fairing the Lines The process of delineating a vessel's molded surface is called "fairing the lines". When "faired", the lines

workboats
struct.
It

because
is

difficult

con-

now

often

popular adopted
full

in in

cruisers

and

large

comis

should

be

smooth,

pleasing

to

the

mercial vessels. Fig. 16-e, the

transom stern

Laying
used
in

Down

and Pairing the Lines

17

transom

small boats of may be flat,

all

types.

The
or

cylindrical

V-shaped. Sterns for shallow-draft vessels are of the tunnel or paddle wheel type.
Fig. 17-a
half

shows
section

the
of a

elevation

plan
stern.

tLEVATIOh/i

and

tunnel

It was originated by the necessity for a larger propeller than could be fitted under the hull with the limited draft.

Section A-A

Consequently, a depression was

in

made

the

way

by the

of the propeller, as shown dotted lines in elevation and

cross section of the plan views. tunnel at any point in its length is the arc of a circle.
Fig.
tion,

FIG.

17 STERNS FOR

SHALLOW

UR.AFT VESSELS

18

is

the

outline

in

eleva-

plan
stern.

and

section
hull

of

edge
paddle
at this

is

indicated

by a

line

at

half

wheel

The

terminates

the transom, as shown, while the paddle wheel is overhung on two or more
girders.

the proper stem, stern, midship section and sheer line have been decided upon, they are drawn in on
the rectangular layout of water planes, buttock and cross sectional planes in
the line drawing.

When

width parallel to the center line at the forward end of the half breadth This surface on fore edge of plan. stem varies from one-half "to three inches and serves as a backing for half round iron bar which is tlie screwed to it and protects the stem All water lines end at this timber. line forward and on the half siding
of

which is bent through the points through which the line should pass. If this cannot be done, the batten should pass through a majority of the points and spring fair between them.

The corrected
in

line

may

then be drawn

section and the width of through whose spot the batten would

not
the

spring,
fair

should

be
that

made

that

of

line

on

section

and

deadwood and

keel

aft.

A
joining
the
is

trial

Drazving in the Rabbet Line

drawn
lower

The rabbet
drawn
in

line

end of stem with the stern

the
elevation.
Its

now

width with forward

load water line is now in the half breadth of proper at the midship section and

transferred to the proper water plane in the body plan. The section curve should then be corrected to pass through this new point and the other
fixed points.

height

above the bottom of keel amidships equals the depth of keel timber minus the thickness of garboard plank. The forward and after endings of the rabbet line depend upon the cross sections, but may be roughed in for
final

and after ends fixed from the points where fore edge of stem and rabbet line are cut by the load water plane in the elevation.

buttock

line

half

way between

Then two

sections

located

midway

fairing
line

later

on.

between amidships and the ends can be derived from the half breadth by trial their widths on the taking water line and the sheer line. These
widths are placed at the proper levels in the body plan, care being taken tliat the forward section is on the
right and the after section on the left The center line. vertical of the

A
keel,

center line arid molded beam line can now be drawn in the elevation, taking the heights from intersection of the chosen plane with the sections of the body plan and transferring these heights to their proper sections in the elevation. By squaring up from the
the half breadth to the elevation, longitudinal locations of points where the water lines and sheer line cut the chosen buttock plane, it is possible to

showing the half width of stem and deadwood is drawn

parallel to the longitudinal center line in the half breadth and body plans.

Then

the

width

of

forward

stem

height of sheer and of rabbet on these sections is measured from the eleva^WALhlVKY
tion.

obtain the abrupt curvature ends of the buttock line.

of

the

water lines are then breadth plan by taking widths from the three sections already shown in body plan, and by finding the forward and after endings
Intermediate
in

drawn

the

half

Continuing this fairing process for remaining water lines, buttocks and sections, correcting all unfair
the

points as the
will finally

work proceeds, the lines be "faired".

in the elevation.

These

water

lines

should

always

spring to a fair curve when using a slender wooden "spline" or "batten"

W/vtn.

Next the volume of displacement should be calculated as heretofore described and if the ship's weight is such as to result in proper draft and If this trim, the lines are complete. is not the case, the proper volumetric correction must be made before making the "offset table" which gives the molded surface dimensions of all the
lines.

"^^

final

check

on

the

fairness

is

FIG.

18PADDLE WHEEL

STEliX

diagonal planes, shown in the body plan of Fig. 14. The slope of these planes is such as to be at nearly right angles to most of the sections and to cut the bilge of the midship section. Such a plane cuts a curve called a "diagonal" from

obtained by passing

18
the
hull

The Design and Construction of Pozver Work Boats

surface.

Dimensions

of

the
at

Sometimes more than one diagonal

is

Tl//^0Le

Hone
LiriB

different

lines
i

3HECR

the va
tions

o u

sec-

true

employed. The shape of a

cambch

are

record-

"diagonal" is obtained by "expanding"

the
inclined
into

in three ed groups: those

showing heights of sheer, buttock and rabbet lines above
the base in the ele-

plane
this,

the

horizontal.

To do

plane is assumed to revolve

the

vation

those giving widths of sheer,

;

about its intersection with the longitudinal

line

water
keel
ter

line and from the cen-

center
is

line

in

the

plane, so that

half
and

breadth
those
giving

the curve as
it

shown
apdi-

pears agonal plane.

really on the

true distances
along the diagonal

The

exact
from the
line

<eorro/^ OF HBlFIG.

distances

plane from the center line to each

center
plane
to

19 ILLUSTR.\TING \ TYPIC.M.
lines,

BODY SECTION
the exoffsets

section

in

the
All
fig-

are measured along the diagonal

section
in

body
each

plan.

and
to

the

body plan and are then laid off below the center line in the corresponding sections on the
the
half breadth
plan.

diagonal

distances along these two can be

are

recorded

in

three

ures

panded

at the points

so found in the

representing eighths of inches.

the
table right

feet,

inches

and
in

For example,
14,

half breadth.

on
of

Fig.

The
guide

offset

table

is

used
lines

as
in

the

the

the figure to word "sheer" and

9-1-0.
is

heights at which the inclined plane cuts the transom and the half siding of stem are transferred to the
elevation
half

The

for

drawing the

the

boatyard to the full size of the vessel. This is done on a smooth floor
called the

directly indicates

and

breadth

plan.

squared down to This gives

inch stem.
1

below "stem", is that the stem above the base

This
9
at

feet

line

the

the

mold

loft

and ensures elimi-

The
stern
lish

the

profile

nation of the inaccuracies which would

result
if

should

be

and plan of stem and dimensioned in the

longitudinal

location of the diagonal endings at the transom and the rabbet

molds were made from the

small scale line drawing.

original

elevation and half breadths, to estabtheir true outline.

CHAPTER V
Stem, Keel and Stern Design
^>^^^^HE
C*^ i ^ ^^^
called

fore end

of a vessel

is

stumps,
in

ridge formed by the

tion of

intersec-

the

the side

structure

surfaces, the consisting of a bar

the

stem.

wood or
material
to

of steel

This bar may be of in conformation to the

hull.

composing the

Attached

and main roots diverging therefrom. The single knee forefoot is applicable to ..mail vessels only, being limited in use by the maximum size of knees
available.
It is

one arm of the knee being lower extremity of the trunk the other in one of the large

frames

are
as
in

notched
section

into
at

the

dead(1),

wood
Fig. 23.

frame

The construction
ed
in

of a

"spoon bow"
is

for shallow draft vessels

as indicatforto

Fig.

24.

One

or

more heavy

the stem are the side planking or plating, the longitudinal framing of

unusual to obtain these with arms longer than 6 feet.

are
in

"bow timbers" extend across the ward hull end, being scarphed
receive

the

the hull, the forward end of the keel and keelsons, and some of the ex-

(A-A), (B-B) and (C-C) in Fig. 20 cross sections at various points

the stem structure.

treme

forward

frames.

The

hull plank-

planking. into the shallow hull for longitudinal strength, terminate against the bow

deck, bottom and side The trusses ordinarily built

Stem construction for wooden vessels is shown in Figs. 20, 21 and 22. Fig. 20 is the stem of a wooden tug
between 90 and 150 feet long. The stem log is backed by an "apron",
both timbers being fastened together with through bolts having countersunk heads riveted over ring washWhere the longitudinals end and ers. at the deck, these bolts extend through heavy knees called "breasthooks". The lower ends of stem and apron are scarphed to the stem knee and its backing timbers (called the forward deadwood) as shown. In Fig. 22 the
vessel, the deadwood heavier; while in Fig. 23, the stem of a large vessel (2S0 to 325 feet long), the forefoot is formed by two

;f,j,/--ia8" ffobfae/

Line,

/\-iA

stem of a larger

FIG.

20 STEM OF A
keel
at

WOODEN TUG
the while space between timbers; these timbers and the first beam and
floor,
filler

is

knees
keel,

scarphed to keelsons and

being
is

the

stem,

filling

apron, piece, the

"rabbet", the intersection between outside of plank and side of

keel or
el"

ing joins recess or

the

stem

and

are
is

fitted

with

filler

stem being the "rabbet

line".

also

fitted

at

the

pieces. intersec-

whole

backed

by

deadwood

timbers. Fig. 21
sel

In large wooden vessels with or ship-shaped forms, the

at

"modstem

tion
(if

the dimension "d"

between upper and lower chords is small enough

the stem of a small ves-

one with model bow. The stem and keel are connected by a natural crook knee, meaning one in which the grain follows a curve. These knees (formerly of
or shallow draft

is arranged somewhat as in Apron and stem terminate

Fig. 23. their

to bring this about).

scarphs bolted to knees The keelsons and and deadwood. keel scarph into the after knee, while

lower ends

in

the

space

hackmatack but now frequently of locust, oak or fir), are cut from tree

these
filling

between end portions of and the knee is fitted with a The extreme forward piece.

Auxiliary sailing vessels are fitted a stems" with afifording "clipper maximum outreach for the forestays with increased jib areas. Fig. 25 indicates construction of the upper part in wooden clipper (or overhang)
stems.

Keels form the strong center line girder connecting lower extremities of Since their stem and stern post. function is contribution of longitudinal
strength, structure
vessels
it

is

essential

be continuous.
this

that their In wooden

particularly

feature

is

top waftr

necessary but is prohibited by limited lengths in which timber is obtainable. This in turn varies with kind
of timber.

.Sfopwotar

Oak
used

in

formerly was almost altogether keels. Oregon fir now has

popular,
large
principally

Srop^o^^''
FIG.

become
of
its

because
lengths,

21 STEM OF A SMALL POWIIR

FJG.

22 STEM OF A LARGE VESSEL

250

sizes,

long

WORKBOAT

FEET LONG
19

strength

and durability.

20

The Design and Construction of Poiver Work Boats

the vessel is of such size continuous keel timber is unFig. 27.

When
that
a

An

intercostal

filler

is

lilted

obtainable,

two or more lengths are

in

"scarphed" together as shown

longitudinal
section
of
Fig.
is

the

26.

The

between keel and keelsons while the frames have no joint in the center line. The lower keelson is shown notched over the frames.
Fig. 28
is

types

Figs. 31 to 36 inclusive are various of sterns in wooden vessels,

An

auxiliary schooner or large cargo carrier (ISO to 300 feet long) may

have
(^"'S''^^

an
31).

overhung

transom
extends
a

stern

"hook scarph" here shown

securely
a

the

keel

and keelson of
trans-

The

keel

beyond
lower

wooden tug with continuous

rudder

post,

forming

verse

frames; while Fig. 29 is a similar detail of boats 50 to SO feet The keelson in the latter is long.
directly

on

the

keel,

forming there-

Both step-bearing for the rudder. ^'^rn and rudder posts mortice into '^e keel, the "shoe" between their lower ends being reinforced by natural crook knees

with a rabbet and having the frames butted on the center line. Additional longitudinal strength is contributed by the engine keelsons which are notched over the deep transverse floor timbers and extend as far fore

which form the lower

arch of the propeller aperture.

line of counter is formed by heavy "horn timber", morticed to take the upper end of the stern post and to permit passage of rudder post and stock. The forward end of horn timber extends into the hull and is securely bolted to the deadwood and shaft log, against which it terminates.

The

and
FIG.

aft

as

practicable.

23 STEM OF A LARGE

WOODEN

Shallow draft vessels

Fig.

VESSEL

30 or

the keel

may may be

be as
of

in

same

Notice the way the beveled ends of timbers are cut to prevent feather At its upper and after end edges. the horn timber is let into the knuckle timber (Fig. 31), or the rim logs
all

(Fig.

32).

shaft passes through hole cut in a "shaft log" which has a stuffing box at its inboard end
a

The propeller

and
FIG.

is

morticed to
in

the

sternpost

at

24 CONSTRUCTION OF SPOON I30W FOR

thickness
planking.
is

SHALLOW DRAFT BOATS

as

its

outer terminus.
particularly
it if
it

Great care must

shaft
result.
is

be observed
log,

boring out the

long,

fastened with countersunk head bolts with ends riveted over ring washers,
the recesses at bolt ends being plugged
in

remainder

of
in

bottom
strengtli

so that

The reduction

alignment with machinery

may

justified
is

white lead.
I'ig.

(Fig.
a

26-a.)

and
ing.

by considerations of draft reimliursed by corresponding

of
interior
hull

Sometimes tion "A-A"

All

is

made
32),

in

halves (secthis.

Fig.

facilitating

25

shows

longitudinal
hull

cross section and section of the center

girder the keel

increase

strengthen-

line

bottom
of

conjugation
line

formed by and center

keelsons
are

"keelsons".
large as 18

The
x

five

(as

18 inches each)

Drainage of bilge water in all these is effected through "limber cut in the frames as shown. Galvanized "limber chains" pass contypes holes"

such joints must be well coated with thick white or red lead and Shaft logs may be securely bolted. lined with a lead sleeve bedded in white lead and flanged at the extremities under flanges of stuffing box and
stern bearings.

together horizontally and vertheir tically, scarphs being spaced well apart to avoid excessive weakenbolted
ing.

used
fittings

here
at

and
its

Ordinary pipe may be threaded into the

end, sufficient clearshaft being provided

Long

vertical

bolts

(b)

from keelson through the frames to the keel. Shorter tlirough Ijolts connect keelsons to frames outboard of the keel. The false keel is spiked to the keel proper over the metal hull sheathing and is readily detachable when worn. heavy planks adjacent and called the "garboards" are sometimes rabbeted into the keel (Figs. 27, 28 and 29) or
to

pass double

ance

about

the

to insure against binding.

The frames whose lower ends converge at acute angles at the stern are let into deadwood timbers and secureAbaft the sternly through bolted.
FIG.

2.5-CLlI.pER

The

STEM OK AUXH.lARY SAILING VESSEL

P^^* 'hey butt against the horn timher, which IS rabbeted to take the

extra

the

keel

they may be fitted closely against the Where garboards keel as in Fig. 26. are of considerable thickness, they may be edge bolted to the keel.

At points where scarph

the

joints cross

rabbet throughout the stem, keel and stern, wooden plugs called "stopwaters" are fitted across the joint (Figs. 17 to 23 and Fig. 26). These

Transverse
FIG.

Sacfign

l^onifudinal

5e,cticn

26 CONSTRUCTION OF liOTTOM GIRDER OF L.\RGE

hull plank

WOODEN

SHIP

prevent entrance of seawater through

the 110

The

joint into the keel of a

to

hull.

tinuously thfough these holes so that when drawn back and forth the holes will be cleared of clogging matter. The "limber strakes" fitted in the
ceiling to the

wooden
is

schooner,

of

large

vessels

afiford

access

160

feet

long,

shown

in

limber holes.

ends as indicated in Fig. 31. of rudder post is securely bolted to the deck beams and forms the forward side of a watertight box or "rudder trunk" through which the rudder stock passes to the quad-

The upper end

Stem, Keel and Stern Design

21
observed that the plank ends fit and are not too narrow. The flat iron shoe shown in Fig. 34 is
be

A stuffing box emor tiller. braces the stock at top of trunk unthe "rudder der bearing" support which carries the weight of the rudder
rant

The trunk

is

large

enough

to

permit

unshipping the rudder.

through the deck and is covered by a hawsers are upon which Sometimes the quadrant is Sterns of this type below decks. are common to tugs and lighters between 50 and 150 feet long Full transom sterns (Fig. 33) are
grating stowed.
.

properly
not

recommended

but

is

indicated

merely as common in pleasure boats. Such a shoe affords little protection

the propeller since it is liable to distortion on contact with submerged obstacles, in which case the rudder may be thrown out of alignment or
to

common
tions

to small craft of all to 80

descrip-

~hrouc\W'&o\f'-

FIG. 26a

HOW KEEL BOLTS ARE COUNTERSUNK

be variously formed as previously described but the same general construction applies for all of them. Keel, deadwood, shaft log and horn timber have already been considered, except that where a metal rudder is fitted the shoe is formed by a casting as shown.

up transoms

or 90 feet long.

The

may

twisted and jammed. Shallow draft sterns with sternwheels are as indicated in Fig. 2iz.

The
a

bottom planking flat transom whose lower edge

line.

rises
is

to

at or
is

near the water

pierced sidered
as
in

The

hull

not

The rudder blade is formed by heavy timbers fitted as shown and Metal straps edge bolted together. assist in tying them together and are formed into sockets at their forward ends. Hinge bolts or "pintles" fit into these sockets or "gudgeons" and corresponding ones on the rudder post, the gudgeons sometimes having mebushings. Notice that the rudstock extends in one piece to the keel. Where this is impracticable the two lengths should be securely scarphed. Lugs called "stops" on the rudder post should bear against similar ones on the rudder stock, preventing a rotation of more than 45 degrees on each side of center line. Rudder chains, shackled to an eye on the rudder blade are led to pad eyes on each side of the stern and serve as emergency stops in event of
tallic

Hecho/i

Rabbtf
FIG.

formerly conextend but rudder stocks up to the house deck as shown. Bearings at the transom and house decks support these stocks and f^e tiller arms are linked together over the house or "texas". Multiple rudders are necessary because of the limited draft and unvessels

wieldiness

of

the

boxlike

hull.

The

28 KEEL OF A

WOODEN TUG
a

forward upper edges of these rudders

are

der

The rudder stock passes through

so

that

very close to the bottom planks obstructions cannot wedge

l*X^

lead-lined opening in horn timber and natural crook knee bearing log.

russ

connects
stringer

horn ends

timber
to

keelson

or

Cheek
over

are plates the junction

transom framing. sometimes fitted of shaft log and

for
vari-

deadwood with sternpost. The proper rudder areas

ous
small

boats
to
this

will

be

under

steering

gear.

considered In event of
tiller

breakdown. Between the knuckle and upper deck, transom frames are fitted as in Fig. 31, the transom planks extending athwartships being fastened there The outline of transom forms a to.

breakdown

gear a spare

may be inserted through the deck plate shown in Fig. 33 and fitted over the square rudder head.

Gorboara FIG. 30 KEEL OF SHALLOW DRAFT VESSEL

themselves

between rudder and

hull.

Details of construction will be consid-

knuckle and a heavy timber conforms with it, being scarphed to take the ends of the hull and transom planks. The knuckle timber and rim logs
(Fig.

/fe/5on5

31)

form parts

of this

transom

ered under steering gear. The stern wheels, whose details of construction will be later taken up, are supported upon two or more overhung girders whose inboard ends through the main securely bolted

margin

log.

deck
FIG.

to

the
If

lighters have usually but one deck and a semi-elliptical

Tugs and power

C6,/m^^

29 KEEL OF A 50-FOOT

the

hold.

longitudinal trusses in the continuous trusses

WORKBOAT
Transom
are
desirable

/Tee/sons

sterns
for

properly
the

formed
hold

additional

space, the wider deck, the tendency to prevent squatting when under way and the facility of con-

storage

do not end under these girders it is necessary to provide auxiliary trusses The extreme or other reinforcing. outboard ends of wheel girders are connected by a heavy transverse timber and walkways are provided outside of the

struction.

They
to

do

not

Tfobbe,f
FIG.

vessel

difficult

steer

render a nor make

inspection and

outer girders to facilitate repairs to the wheels.

27 KEEL OF A

WOODEN

SCHOONER
Stern

her uncomfortable in quartering seas unless they are extremely broad and flat underneath.

and

Vibration is minimized by hog posts tie rods as shown which form part

of the longitudinal strengthening truss above the hull necessary in these

Compromise
general construction is as heretofore described. In Fig. 32 the main point of difference is at the

sterns
to

(Fig.

34)

are

shallow

hulled

boats.

whose

seldom
boats.
to

fitted

commercial

power

deck where heavy rim logs are shown and a guard timber is securely bolted to these. The rudder stock passes

are similar in structure stem, having a central ridge formed by the horn timber, a knee and the stern log. The planking scarphs to these timbers and care must

They

the

paddle wheels revolve in a clockwise direction, dip of the buckets being fixed by vessel's draft, but seldom exceeding 27 inches. The after deckhouse bulkhead is termed the "splash bulkhead" and is watertight.

The

22

The Design and

Constrnct'ion of Pozver

Work

Boats
Fig. 37 ("a" and "b") are two cross sections at "A-A" of Fig. 36 for different tunnel constructions. Two or

more propellers are

the
limited
draft

cuts

necessary since down permis-

sible diameter and the total thrust area must therefore be distributed. The tunnel should be a smoothly scooped out recess in the vessel's bottom and the propeller tips should fit into this with minimum practicable clearance (yi-inch if possible). The

highest point of tunnel should not be more than one-third the propeller diameter above the water line and
the
after
line

end should just touch the

at

water
not

the
a

stern.

If

this

is

vertically hinged flap should cover the after tunnel end,

practicable,

'i

ho c

^tal

3e

fceel

FIG.

31-

-OVERHUNG TRANSOM STERN OF AUXILIARY SCHOONER

opening with the stream flow when going ahead. This is to insure good backing qualities, the water tilling

shaft bearings fitted on each girder are bolted to timber pads. Wheel girders are designed as cantilevers to take the wheel weight but a high factor of safety must be employed to allow for the vibrational stresses. At the same time these overhung weights are not directly supported by buoyancy so that care must be taken not to trim the vessel by the stern. In most cases it is necessary to locate the engine and fuel tanks well forward to oflfset the stern

The wheel

Full Transom 3rrRN

^Sparc
TiHc-r

weights.
Propeller-driven, shallow-draft boats are very successful if properly de-

Their advantages over sternwheel vessels are reduced machinery

signed.

FIG.

33 TRANSOM STERN FOR SM.M.I. r.OAT WITH METAL RUDDER

weights,

less

difficulty

in

obtaining

improved maneuvering qualities, greater free deck space and of hull compactness appendages. Higher speed of the propeller permits of lighter and better balanced machinery for the same power.
proper
trim,
Fig.

36

is

longitudinal

section
FIG.

through a wooden tunnel-stern vessel;

fcalojart tail

^~F/af Iron Shoe 34 COMPROMISE STERNS

SELDOM USED ON WORKBOATS

the tunnel

when

flap

is

forced closed

by astern motion.
Cross sections along the tunnel should be circles with varying diameters

and

their

longitudinal
sterns

profile

upper points curve of

in

in

the

tunnel.

Workmanship
must be
likely

wooden

tunnel

of highest class, since smooth water flow is essential and leak-

age
ture.

is

due

>

complex

struc-

In Fig. 37-a the tunnel is merely a watertight box with arch beams to
whici!
top;
is

fastened
has

a
the

metal
tunnel

fairwater

37-b

formed

by bottom planks which are cut and

FIG

STERN OF TUG OR LIGHTER WITH SINGLE DECK AND GUARD TIMBER

bent into place, calked and fastened to arch beams inside the hull.

Stem, Keel and Stern Design

23

T"

I I

Stern
:

^[,g^^:li3^l^ ^
'

FIG.

35 SHALLOW DRAFT STERN

WITH STERN WHEEL

A'

/UN hi EL Stern
FIG.

36 LON'CITUniNAL SECTION OF

WOODEN TUNNEL STERN BOAT

.3he,lf

Fromt

Bcyom

Log

JECTION ThHOUGH TuNNLL 5 TERNS

FIG.

37 CROSS SECTIONS

SHOWING DIFFERENT TUNNEL CONSTRUCTION

24

The Design and Consintction of Power Work Boats

KAMCHATKAA SAILING VESSEL RECENTLY CONVERTED INTO AK AUXILIARY FOR USE ARCTIC OCEAN AND BERING SEA
144
feet

AS A

WHALER

IN

THE

long
r^^

by

31

feet

beam by

15-foot

at

knots loaded.

Two

au.xiliary

Fitted with a 300-horsepower MacIiUosh & Seymour diesel depth. and a 20 horsepower gasoline engines, one 25 horsepower Burn-Oil,

engine,

which drives her

installed.

engine

CHAPTER

VI

Application of Steel Construction

^TEEL
practice
sels

construction
will

as

here
to

considered

be

limited

according as they are on the vessel's bottom or sides), join at the stem, they
are
plates

after edges stiffened by an angle.

Large

in commercial vesbetween SO and 250 feet

connected

by

horizontal

bracket

breasthook and floor plates are pierced with "lightening holes" cut from the
least affected part to

or "breasthooks" which are con-

reduce the weight.

2).

long.

Bar stems are ordinarily fitted in these and are scarphed to the plate keel or bar keel as in Fig. 38-a and b.

nected to the hull plating between frames by short "shell clips" and have their

Limber holes drain the spaces between

floors

(Section

Frame

The

length of these scarphs is nine times the thickness of bar stem and keel and the scarph faces are machined to
fit

FloorPIc;^^,?^'iPlatcX

Keelson Ro*6

closely

together
is

shell plating
is

connected

The (Fig. 38-6). flanged to the stem and thereto by through rivets
In

Gorboard StroKc
"iSide

a^boord
plote. Kee.1

Strode.

with countersunk heads.

sels

small ves-

BorKeel

Plo+c-

in

a single row of rivets is used but vessels more than 75 feet long two
of

(b)

Co.)

FIG.

39 THREE TYPES OF KEELS OF STEEL VESSELS

zig-zag rivets are employed. bar stems join a plate keel (Fig 38-a) their lower ends are flattened out

rows

When

and riveted thereto (Section Frame 2).

Keelson Or\

At one-twentieth of the

vessel's length

Floors

,KcHon

IS

from the stem a transverse watertight bulkhead extends from side to side and from keel to upper deck. This is the "forepeak" or "collision" bulkhead and the space between it and the stem is the
"forepeak". Deep transverse
floor

FowMd<rt'idn "Plate

2^/

Frame
lonTlate
Thrc' Keels

f\ooK

CUpi

To

F\oor.

plates

whose

Limber Hole

upper edges are stiffened by the reverse frames, connect the lower ends of frames

To

Floors.

and are cut to permit passage of the center keelson plate and angles (Section

FIG.

40 METHODS OF FITTING

KEELSONS

Frame

der angles

longitudinal gir(called keelsons or stringers,

2).

Where

Keels

of

steel

vessels

are

of

three

types: plate, bar and side bar (Fig. 39a-b-c). Plate keels are common to large
steel

vessels

and
are
in

to

those
in

of

shallow

draft.

Bar
lighters

keels

used
general

and
feet

for

tugs, power vessels up

to 150

long.

Side bar keels are not extensively employed due chiefly to the difficulty of
obtaining good rivet connections through the five thicknesses of metal (two gar-

board
center

plates,

two

keel

bars

and

the

keelson

plate).

The Center Keelsons Center keelsons form a girder

the keel and their construction
is

with
affect-

Section Fra me Z
^'a+e. Ke.e>l

ed by the size of vessel together with the method of making connection with transverse "floor plates" which are a
part of the discussed.

^Baf Ste-m
FIG.

framing and

will

be later
to

38 BAR STEMS

AND METHOD OF SCARPHING

25

With

respect

these

26

The Design avd Construction of Poiver Work Boats

connection, but double intercostal angles are fitted with plate keels.
FIG.
43

keel

S+ringfrr

AvT^le^

CONSTRUCTION

Tanks
space
fresh

built

in

the

OF OVERHUNG TRANSOM STERN

Knuckh

below
water,
floor

floor

fuel

ordinarily wasted tops are used for oil or ballast water.

plated

The

tops

are

over

"innerbottom"'

or

"tank

top".

by an Center

f?udd&rTrunK
R'ljdde'f'Cou

keelsons in these "double bottom" com-

partments

are

composed of continuous

Rudd&rFi-arn<
fc'Ast&i- Fi^aK

BulKhcad

girder or keelson plates with double keelson angles and top angles to the inner bottom plating. Fig. 42 is a trans-

verse section through a keelson ble bottoms. Generally double

in

dou-

bottom
they
the

tanks e.\tend the

keelson

full

vessel's length be-

tween
are
3l SoorphJ Sten Rar From} to R

peak bulkheads,
to

but
this

often
so

limited

spaces

under machinery
is

/^ Onh 1 C
*~Rote.Ke*l

compartments.

When

keelsons outside of tank are of the constructions in Figs. 39 to 41.

above them and extend continuously fore and aft; the floors may be cut at the center line to admit a continuous plate
"floors",

keelsons

may be

built

power

commercial applied to are ordinarily limited to those in Figs. 43 to 48 inclusive.

Steel

sterns

craft

keelson extending the keelson plate

down to the keel may be intercostal

continuous

or
be-

Passenger and cargo or au.xiliary sailvessels may be fitted with semior overhung transom sterns elliptica!
ing
(Fig. 43),

tween
angles

floors,

with

keelson

extends

aft

where the transverse framing to the "transom floor",

rudder

on top of floors. Fig 40 a is a continuous keelson on floors, attachment to upper edge of floor
being by rivets through the reverse frames on one side and a clip on
other
side

which

is

a deep vertical transverse plate

against which the upper end of

plates

plate keel this

is

the

of plates.

son

plate

by

connected to the keelcontinuous double keel

Bui wo.

TBulwark Rail
Bulwark BracKct
'*^J-

The
angles,

keelson

may

consist

of

two

angles
Fig.

as shown; of two bulb angles, four angles with a rider plate over the upper ones, whose long flange is horizontal, or four angles with a "foundation plate" under the lower angles and on top of
floors, a rider plate

(Fig. 39-c). 41 shows a

plate

Ugr-wa

kili

center keelson with

Pla+e' 11

wi wr^ Hdwser Sraiin^

BJ

intercostal

and

continuous

upper

Inner "Bott-oi"

'iitvtrie finable

being

fitted

over the

upper angles. When through keelson plates of floor depth are fitted (Fig. 40-6), the upper keelson angles may be above the floor tops, or (in small vessels) below this
level.

Fioar
FIG.

Frame
FIG.

44 ATTACHING GUARDS AND RAILS

clipped with double angles. The and stern posts, connected at

42 TRANSVERSE SECTION OF

post

is

part of keelson girder may vary in structure as did the type Double clips are entirely above floors.

The upper

DOUBLE BOTTOM
angles. tions of

rudder
ends

their tops as

shown and

at their

lower

The

intercostal

plate

is

in

sec-

always fitted connecting the keelson and foundation plates to the floors. When a bar keel is employed the lower edge of keelson plate butts against it without
angle
connections.
In

the

case

of

frame space length which are the frames and heel pieces at keel and the reverse frames and reverse frame clips at floor top. With bar keels there is no lower keelson plate
cut
to pass

by a "shoe", form the "stern frame" forging. This is scarphed at its forward end to the plate or bar keel,

tapering down to the horizontal plate connection in the former case and being connected as for stems in the latter
instance.

This keel scarph should begin

Keelson
-e\a.te.

Intsrcos'+al
Atii)lei
,T

at least

two and one-half frame spaces

Foondation

forward of the stern post which is "bossed" to permit passage of the center line propeller shaft, which passes through a cast steel stern tube to the
after

peak
is

bulkhead,

where
fitted

stuffing

box

fitted.

When
aperture
peller

twin screws are

is

no screw

^
FIG.

the prooverlap at or ccjme close to the center line. Fig. 45 is a twin screw frame and indicates the forged strut

necessary

unless

tips

Keel ^. 41 CKNTER KEELSON WITH INNERCOSTAL PLATE

lK-el

-piate

which supports each wing shaft. The shoe under the propeller aperture section and exis of flattened elliptical

Application of Steel Coiistntctio)i

tends

27

beyond the rudder post to form

eyes or

a step bearing for the rudder. Forged to the sternpost are

"gudgeons" which receive the pintles about which the rudder hinges and which may le bushed with metal or At the upper end lignum vitx wood. of the rudder post, heavy lugs are forged to form "rudder stops" which prevent greater angular swing than 45
degrees.

Bo++otTi Plafin^

Large vessels have

their

rudder stock

coupled to the blade, as in Fig. 43, this connection being a horizontally or vertically transverse flanged or a scarphed
joint.

Rudder Construction
Double plate rudders
sist

of

forged

or

(Fig. 43) cast frame

con-

with
in-

plates riveted

on each side and the

tervening space filled with pine well coated with pitch or other preservative.
Single plate rudders (Fig. 45) are composed of one plate riveted to forged arms on the rudder stock.

FIG.

46 ELEVATION

AND PLAN OF STERN WHEEL VESSEL

filled

or serve as a trimming tank when with or emptied of sea water.

the vertical

distance between
just
sufficient

deck and
attach

knuckle

is

to

the

Fantail sterns are similar in construc-

heavy guard shown in Fig. 44. Being common to tugs and lighters and consequently

constructed
rail

for

towing,

bulwark
forged

supported by strongly stanchions or brackets is fitted.

tiller or quadrant cannot usually be installed below deck due to lack of space, and is therefore covered by an

The

floddef

grating upon which hawsers be coiled when not in use.

ash

may

Shallow draft sternwheel vessels have

the

same

characteristic

construction

as

(-Single;
Plo\Te;

was
this

pointed and Fig. 46

type.

out
is

under

wooden

hulls,

an elevation and plan of

A
tom
tour

tunnel stern (Fig. 47) has the botplating dished to the tunnel con-

and the bottom angles

It
is

forged

in

conformity.
FIG.

much more
stern

readily

45 CONSTRUCTION OF RUDDERS

AND STRUT BEARINGS

overhung type but
marginal
differ
at

and simply
en
vessels.

fitted

in steel

than in wood-

All rudder heads must pierce the hull through some form of watertight bo.x or "trunk", at the top of which is a stuffing box and the rudder support bearing, surmounted by the steering arm or This trunk is connected to quadrant. the afterside of transom floor and

tion to the

the

deck

connection,

where

casting shown flanges to the outside of tunnel and has a bearing at the after end with the

The

shaped to permit unshipping the rudder. side and top trunk plates are connected by forged angles caulked water-

The

FIG.

47 HOW

THE BOTTOM PLATING

IS

DISHED FOR TUNNEL STERN

tight.

Aft of the transom floor ordinary transverse framing is supplanted by ra"cant frames" and diating beams,
strongly bracketed together and at their forward ends to the transom beam and

Cant frames are spaced around the knuckle at intervals equaling the ordinary frame spacing amidships.
floor.

LU+-111

watertight "flat" or short deck usually extends from after the peak bulkhead to sternpost, the space beneath
is too fine and congested for cargo stowage and is termed the "after It may store fresh water peak tank."

which

FIG.

48 STERN (OR BOW) OF

DOUBLE ENDED STEEL FERRY BOAT

28
usual
stuffing

The Design and Construction of Power Work Boats

box inboard. bow) of a double-ended
48,

The
screw
is

stern (or
steel

frames need not be fitted though they sometimes are, particularly in wooden
vessels.

der.

In such a case the rudder

to fair into the
this
is

may be

formed
face,

normal

hull sur-

vessel,

shown by
1

Fig.

such as ferry boats, the peculiar con-

Heavy

longitudinals

should,

but

an unnecessary elabrudder
,.
.

tour of stern frame being the only radJ ^ r J1 ical departure from ordmary stern con.

struction.

Because of wide ending of deck in

the
this

relatively

type,

cant

however, be introduced to absorb the end thrust in docking. When side padA\ u j u die wheels are i employed the screw aperture is dispensed with and the sternpost is located close to inboard edge of rudI

^^^^-^^

^^^

forward

is
,

al,
'

locked on the center Ime either by ways ' a through pin from the deck or by locking the rudder stock.

CHAPTER

VII

Wooci and Steel Transverse Framing

^^^^^HE

C\ made m^ J stand ^^^^ or

watertight

hull

cannot be

in the vessel's

transverse planes)

may

sufficiently thick to with-

local

longitudinal, transverse stresses, for the light

be constant or gradually decreasing from keel to frame head at upper deck. The two sections of each frame

Limber holes must be cut at the lowest point of frame heels providing longitudinal drainage for bilge water In wooden to the pump suctions.
ships limber holes.

displacement would be thereby increased to an uneconomical degree; even assuming that the required strength could be brought about by
such
inner

chains

are

fitted

in

these

^ittrer Plank

Tuys and Power Lighters

cumbersome

construction.

An

Tugs and power

ship
sections

lighters
to

have
49.

mid-

system of framing accordingly has been introduced to suitably reinforce the skin and is called the
framing.
It

similar

Fig.

The
the

frames center
cept
in

cross
line,

or

are

butted
to

at

tapering
at

reduced
deck.

molded dimensions
be
readily

the

Ex-

can

framework must run

nally

seen both

that

this

longitudi-

and transversely, and that one system must be predominant because

of structural
limitations.

Now

the
FIG.
49

most

severe

strains

are

ordinarily

CONSTRUCTION

FOR

TITGS

longitudinal in character, which would make it desirable to run the principal framing in fore and aft directions. This is practicable in steel and small

AND POWER LIGHTERS

are bolted together. Sided dimensions of frames (measured in fore and aft direction) are usually the same from

extremely light construction, frames are sawn in sections with double timbers and staggered butts, through bolted longitudinally. Light frames may sometimes be bent to shape but this is not practicable with
large timbers which tend to split and are stiff. Bending is preceded by steaming the timber in a box and

then forming

wooden
is

though the construction complicated by the warped and

ships,
hull

keel to head.

Frames
straight

in

it to the proper crook. shallow draft vessels are

refined

surface

at

the

vessel's

extremities.
(a)

Wood

Framing
vessels

Large wooden long and above)

(100

feet

Except at the vessel's extreme end, frames are perpendicular to the At the ends where the inward keel. curvature of water line would entail extreme bevel with accompanying loss of frame thickness, the frames are
all

on

the
a

bottoms
timber

and

sides,

butting

against

called

the

"bilge log" at

Where

each bilge. (See Fig. 5L) considerable deadrise exists

cannot

be

rigidly

constructed with longitudinal frames because the framing timbers are relatively short, the end connections between timber lengths weak, the timbers cannot be suitably bent and
beveled

placed nearly at right angles to most These radiating of the water lines. frames, called "futtocks", are shown
ir

Fig.

of the
ceiling

50 (a), vessel's

which is a plan view end framing with the

without

serious

loss

of

strength by cutting across grain, and finally the planking which is in narrow strips could not be properly fastened.

To run this hull planking transversely would seriously increase the of loss in result and resistance strength by the already comparatively
weak
structure.

and longitudinals omitted. bulwarks are fitted, one of the double frame heads passes through the deck margin planks to form a bulwark stanchion. Every alternate or third frame is thus ex-

When wooden

and always in the machinery space, heavy transverse floor timbers should be fitted at the lower point of frames These floors are on center line. sometimes introduced all fore and aft. Wooden deck beams extend in one length from side to side except where hatches or other deck openings necessitate cutting them (Figs. 49 and SO). In this case the resultant "half beams"
are

butted

against

or

mortised

into

heavy

bound

longitudinal the opening.

"carlins"

which

tended.

The weather deck beams

are

are some-

Framing of Wooden Vessels

The

transverse

framing

of

large

wooden vessels is similar to Fig. SO. Here the frames, relatively heavy timbers, are sawn to shape and fitted in two thicknesses (doubler), with butts
of

connected to the Frame heads deck beams by continuous longitudinal clamp and shelf timbers, as shown. In wooden construction the deck beam ends do not always butt against nor lap on the frame heads, though At this should be so if practicable.
every third or fourth beam should be directly connected to frame heads by heavy natural crook timber
least

times sawn to a camber on their upper edges, the lower edge being flat and the ends reduced in depth. When beams are light enough to permit, they may be steamed and bent to camThe outer ends of beams should ber. be notched over clamp timbers and

kneed

sections

in

each

thickness

stag-

gered with those of the adjacent member of that frame. Butt joints at the center line are avoided and the molded dimensions of timbers (that measured

knees the intermediate beams landing on the clamp and shelf which are through bolted to these and the frame
heads.

frames, as previously deInner ends of half beams where the stanchions are fitted should have a natural knee. Hold beams consisting of heavy double timbers widely spaced, are introduced in larger vessels. The beam ends bear on hold stringers or shelf
to

scribed.

29

30

The Design and Constniciion of Pozver Work Boats

center
ffati

keelson,

and

were

shown

in

Leg
u^trfi

diagram of the
stanchion
Filhnj Block
Oftu^eett

latter.

Oul

When

floors

Frame

HttJs

are not cut at center lines the frame heels butt at this point and a heel

bar 3 feet long

site

is

fitted

on the oppoEssential

FiavftE

A-9-(k)

side of floor.

Good Riveting
Reverse
Plank

is

Hull

FieonE 49

(i)

KIG.

50 TliANSVlCHSH

FliAMI.Xr;

OV

I.AliCIC

\\()l)l)i:.\

VESSELS

and ciamp, to which they may be kneed in vertical and horizontal direcstanchions mortise hold beams, metal cheek straps should be fitted (Fip. SO). Stanchions uccks supporting the
tions.

necting upper end of frames to deck beams, deck beams and stanchions

frames which stiffen the inner edge of frame angles and extend along the floor tops on side opposite to frames, form an inner flange to which keelsons, stringers and other members may be conveniently attached. The overlap of frames and reverse frames should be sufficient to ensure good riveting. When frames are of bulb, channel or zee section, reverse frames are fitted on upper edge of floor plates only, but ordinary angles and reverse bars are used at the ends of the vessel where the channels and "Z" bars would be difiicult to bend and bevel. Reverse frames at floor tops are single e.xcept under machinery foundations where they are
the
vessel's

Where

through

double

supporting these. Frames may be one of the various structural shapes shown by "Sections at A-A" Fig. 52. Angles and channel

doubled.

At
to

ends

it

is

necessary

are

fitted

in

wide vessels and

deep
a

holds.

They should always be on

frame and their lower end or "heel" should bear on a keelson and have

-.1-1,

wooden

P"'""lr,?-:

knees.

metal strap is heel connections or the heel may notch over a keelson and be through
bolted.

Sometimes a forged employed at heads and

keep the athwartship frame flange in a transverse plane and to bevel the shell flange in conformation to the hull form. This bevel (Fig. 52.) should always be "open", that is, the angle between flanges should never be less than 90 degrees. This is essential to good riveting. The lower ends of frames at the vessel's bow and stern are lapped at the keel and
riveted

(Fig.

49.)

together.

Stanchions should always be fitted at each corner of large deck openings and to every third intermediate frame at hatch cabins. The upper ends or "heads" should be strongly kneed to carlins and deck beams.

FIG.

51 FR.\MES FOR .SH.M.I.OW

DRAFT VESSELS
bars are most frequently used. They are spaced from IS to 27 inches apart and are in one length from keel to
deck.

Frame ends
the

at

keel
of

are
keel

de-

bending of steel frames to proper contour and bevel is performed by means of templates as guides which are secured to a heavy cast metal slab. The frame bar is heated, placed on the slab and bent
against
wcirh
I

The

When
should

fitted

in

holds,

stanchions

pendent upon

type

and

this

template,

the

standing

beams adjacent through a longitudinal girder fitted at heads. (Fig. 51.) In shallow draft hulls the hold
support
proportion to beam and length renders it imperative to introduce strengthening "trusses" running In longitudinally and athwartships. these trusses the girders at stanchion heads and keelson at heels are termed the upper and lower "chords". Diagonal tie timbers serve as compression

Rail

An^lt,

^"i

We.6 FVome.

depth

in

members against racking. (Fig. 51.) The longitudinals are from one to four in number depending on the
beam.
"transverses" are twelfth frame.
(b)

Transverse trusses or simply at every tenth or

Fro ma
Cc')

Steel

Framing

Floor And

Bil^t,

K
C^^orn

Fig. 52 is the midship section of a steel tug or lighter. The transverse framing is composed of frames exat keel,

Reve-rst

Frame

tending from keel to deck, floor plates knees or beam brackets con-

FIG.

52 MIDSHIP SECTION OF STEEL TUG OR LIGHTER

Wood
same
being properly beveled at the Spring "clogs" of round bar iron clamp the horizontal frame
flange
time.
to

and Steel Transverse Franung

31

Dtfe

House [TexasJ

flange

the

"bending

slab"

being

driven into square holes closely spaced Bevel templates of light in the slab. wood or metal, cut to the proper slope which has been obtained from
the lines, are used as guides in properly beveling the standing flange.
structural shapes have been

Machines for bending and beveling employed

successfully in many shipyards. The shell flange of frames must bear directly against the hull plating and since the longitudinal strakes of
this are usually lap jointed, it is clear that either the frames or plates must be joggled (Figs. 52 and 53).

The
a
fair

practice

of bending frames to
fitting liner pieces flange and outside hull

curve
shell

and

between

plates is still used but should be avoided because of the excess weight

structure and generally unsatisfactory structural fitting resulting thereof

KZ
LflJ

Jj
FIG.

from.

(W 54 SHALLOW DRAFT VESSELS

(c)

HAVE STRAIGHT FRAMES

bridges
inches

Where

the

Main Deck Overhangs

the side frames are bent to the bilge radius and overlapped on the bottom

castles,

and

poop
plate

erections.

Passenger and ferry boats for inland waters usually have the main This overdeck overhang the hull. hang may be supported on brackets or be formed by a sudden hull protuberance
53a).

frames
it

(Fig.

54a).

In

small vessels

be possible to obtain the frame shapes in sufficient lengths to extend

may

in

one piece from gunwale to gunbut this

is

above
the

the
first

waterline

wale,
ible.

not ordinarily feas-

In

construction

(Fig. the

transverse framing resembles that for tugs or lighters, while in the second

angles

frames are knuckled to conform with the deformed hull surface. This
the

Square bilges with heavy bilge connecting the side and bottom plating may be employed and if the hull ends are properly modeled
will to

from 14 wide connected to the hull by single or double angles and faced with half round or angle "face bars". The outline of a web frame is indicated by the broken line in the midship section (Fig. 52). The lower ends of web frames fair into floors and are connected thereto by lapped

They
to

consist of a

web

42

joints.

The
to

upper edge of floor plates

face angles continue along in similar

manner
plates
in

reverse

frames.

overhang is to afford a maximum of deck space with minimum permissible

this

not
are

prove
in

serious

Web

detri-

ment
ployed.

efficient

may have

lightening holes cut

beam

of actual hull, so that the speed

brackets

this

propulsion. Bilge case also em-

may

not be seriously reduced.

(Fig. 54b.)

Shallow draft vessels (Fig. 54) have straight frames on their bottoms and sides. The bilges are usually rounded

ally

late the bilges have occasionbeen cut at an angle and a flanged bilge plate fitted to forged frames.

Of

SJ/^ to 36 inches center line form transverse brackets at the lower ends of side framing. The depth at a distance from center line of J4 the half

them. Floor plates from

at

deep

the

and a bracket may be introduced to This join side and bottom lengths. avoids furnacing the frames and is as
satisfactory
a

(Fig. 54c.)

beam must be
is

at

least

half

what

it

construction

as

when

frames (Fig. 52) are fitted on every sixth to tenth frame and at the ends of the large hatches or fore-

Web

on the center line for large vessels. With a flat bottom this sometimes permits of sloping the upper edge of floor plates downward and outward to save structural weight and gain hold
space.
It
is

upper

floor

usually preferable to have the edge horizontal and in

this
is

small boats
in

usually

done

re-

gardless of the

consequent reduction
side

overall width of floors.

Where

the

frames

join

the

floor plates the reverse angles diverge

from the frames crossing the bottom of vessel at the upper edge of floors.
frames are of channels, zee bars, bulb angles, these may be run along the lower edge of the floors to the keel and a reverse angle bar be
If

or

FIG.
-Double
I2ft/f6e FrAfnelt

53 WHERE THE MAIN DECK

OVERHANGS THE HULL

fitted to upper edge of floors on the Such opposite side to the frames. reverse bars overlap the frames at

the

outboard floor ends.

(Fig.

S2d.)

32

The

Desi'jn and Construction of Po'wcr

Work

Boats
portion to their sectional depth renders it necessary to support them at intervals stanchions by extending to the vessel's bottom. The unsuplength should not exceed construction and must be less than this if heavy deck loads are carried,

Sometimes the channels, bulbs or zee bars are split at their junction with the floor ends and the upper portion forged to join the reverse bar on floor tops, while the lower half joins a
frame angle
(Fig. S2c).
at

The saving

in furnace work and fitting expense of the attached members of

the ships' structure is considerable. Where hatches or trunks necessitate

lower edge of floors

In the Machinery Space

cutting deck beams the severed beam ends are connected by angle clips to a strong longitudinal coaming plate which forms a girder supporting the deck sides between the hatch ends.

ported
15

beam

feet

for ordinary

Floor plates in machinery space should be thickened by 0.04 inches and the reverse bars be doubled at
their
tops.

Heavy
these

girder

beams

at

the

ends

of

Stanchions may be disposed longitudinally on alternate frames or they

forward
floors

and
:.t

are
of

brackets
tion

peak tanks at the ends of vessel, deepened to form strong the acute lower intersecthe
after
hull
sides.

In

openings take the abutlongitudinal coamings and are built up of a plate with upper and

deck
of

may
under
heads. the

be

ments
lower

widely spaced with girders deck beams connecting their

Closely spaced stanchions, as

angles.

These

heavy

beams

are usually bracketed

In forming
it

to web frames. beam brackets to frames

the

The

reverse

angles are also fitted at their tops, ana floors in after peak tanks some-

times

support

the
be

shaft

tube

which

was formerly common to split the section, bend the lower portion downward and weld a piece of plate into the forked opening at beam

former are termed, may be of solid round bars or of extra heavy wrought iron pipe welded to forged heads and heels. This type should
be
fitted at the

beam

corners of

all

hatches

and large deck openings. Fig. 5Sa shows a closely spaced pipe
stanchion with head having a vertical palm connected to a bulb angle beam. The heel is forged to a flat palm in this case, but if the stanchion steps

pi?rces them. All floors may

cular

ends
lightened by cirholes cut at their

thus

formed.

This

expensive
.

or

elliptical

neutral
that

axes.

Care should

be

takr:
does,

method has been replaced by rivetmg beam and frame ends to a bracket plate (Fig. 52) whose inner edge may
be flanged
(Fig.
S3),

depth of lightening not exceed one-half

the
plate.

holes

and into which

on

steel

flat

the

heel
to

is connected an angle clip by

depth

of

the

flrtUI4+sVll^

Deck beams

g'A^^J'A

Lon^ft<^^ind1 Elavrftion

A+'Huiar"fhiy>

vertical

palm
head
is

p.

similar to the

are of angles, bulb angles, channels or

bulb Tees, fitted in one length across
the deck
eted
side.-

fo|,_^_

r'

here shown.

If the

deck

beam

of
the

channel

section

stanchion head

may
the

and brackthe
ihe

have
tal

horizonin

at to

deck

palm as
here

frame

heel

shown.
to

Angles, bulb angles or channels face in opposite dir e c t i o n to the

heads.

The
degree

objection

closely
stanchions
of

spaced
is

the

obstruc-

may
the

frames so that they be connected back to back at

tion to cargo stowage which they in-

troduce.

Widely
(Fig.

beam
the

brackets.

When
of

deck

is

stanchions spaced of tubular or other sections

steel

plating,

beams are fitted on SS-b-c-d-e) are now FIG. 55 STEEL STANCHIONS AND STANCHION HEADS each fitted to most vesframe while hold cargoes. sels with a wooden deck the steel beams Longitucarryin lightening holes may be cut. The depth ("d" Fig. S3) at the in- dinal and transverse bracket plates are on alternate frames. ner bracket end on deck beam should It is common to bend or "crown" connect the heads to the beam girders not be less than six times the diamedeck beams upward in a circular arc beams (Fig. 55b) while and deck ter of rivets connecting the bracket so that the heiglit at center above the heels are bracketed to foundations to the beam; while the depth "h" sides is ^-inch per foot of deck width on the inner bottom plating or the floor and length "w" of bracket sides on the particular beam considered. at tops (Fig. 55). In the latter case, brackframe and beam respectively, should This camber was formerly claimed to ets clipped to the reverse frames afford be three times the beam depth. contribute transverse deck strength double angle connection to tlie floors it In holds of considerable depth The faldue to the arching eff'ect. and the foundation channels extend introduce to all arch becomes of this is tliat widely necessary theory lacy thrusts are taken at the ends which It is at least three frame spaces. spaced "hold beams" which tie the sides <n this case are tne relatively flexible together and end on ship's desirable to fit all stanchions above
;

.<!hip's

sides.

Camber
drainage
ship
:'

is

now

em-

ployed
but

for
a

since

is

purposes only, very seldom on

this
is

"stringers" or heavy longitudinal side girders. Strong vertical and hori-

the

longitudinal

girders

in

ship's

zontal

brackets

are

fitted

at

hold

bottom known as "keelsons".

Shallow draft hulls have the stanchions

an

even

keel.

en

warranted, since the water cumulates on the high side of deck houses and coamings amidships. Flat deck beams or those with straight ridged sides rounded at the
center
line,

sc:ircely often ac-

beam ends to these stringers and to web frames which should coincide in Hold spacing with the hold beams. beams are usually built up of a plate
with double upper and lower angles or of two channels back to back,

on

frames
Bracket
to

in

the

longitudinal

trusses.

plates

connect

the

stanchions

the

upper
to

and

lower

chord
angle

shapes
braces.

and

the

diagonal

are

becoming widely used.

The long length

of

beams

in

pro-

CHAPTER
Design
^^^^^HE principal strains set up in m C^\ ordinary vessels are longitu^^ J dinal in character and can be

VIII

of Longitudinal
the keel.
sel
is

Framing
treme deck and keel structure could be calculated from the well known formula
:

The

cross section of the ves-

^^^^
its

best

understood

if

it

is

as-

of an equivalent girder and the longitudinal bending strains can be taken only by the hull planking or platthat

M
where

SI
equals
c

sumed
has
this

that a

of the vessel's length or crests at the bow and stern

;

wave

ing

and
be

such
fitted.

longitudinal

framing
is

as

may
the

M
6"

is

same wave has

a crest amidships

and

When
deck
in

the bending moment in foot pounds or tons.

the

wave
to
sag.

crest

amidships,

is

a trough at the bow and stern. The length of a wave is measured behighest points of two successive crests or the low points of two

tends
to

and stern
up
is

and the bow Tension is here set

the stress in pounds or tons

hog

is

tween the
successive

keel.

the deck and compression at the In either case the midship section

per square inch. the rectangular moment of inertia of the midship section.

wave
the

is

troughs. the vertical

The

height of a distance between

that

lowest point of a trough and the This height highest point of a crest. is taken as one-twentieth of the wave
length,

change compression
versa,
is

most greatly strained and the from tension at the top to

the at bottom, or vice gradually reduced from maxi-

is

the

vertical

distance
to

from

neutral

of

upper edge deck or lower edge f

axis

keel.

so

that

be 5 feet high. is a curve called

ated

wave would The profile of a wave

100-foot
a

mum intensity at the extreme top and bottom to zero at a point about halfway The between the keel and the deck.
plane of zero stress
axis. If
is

Strength
Ordinarily
it

of
is

Framing Defined
not necessary to perand extensive
since

by a

point
circle.

on

"trochoid," generthe circuinference

called the neutral

form

this

complicated
for

calculation

strength,

the

exthe

of a rolling

the

moment
section

of

inertia

of

the

periences of years have

established

Wave

Action
vessel's

Causes
water

Strain
line

When
wavy

the

has

contour, the maximum longitudinal strains are set up in the vessel by a wave of its length. Where the crests

were calculated about the neutral axis and the greatest bending moment for hogging and for sagging were derived from curves showing the
midship
longitudinal
distribution

proper sizes and disposition of the hull structure. For steel vessels this has

been

particularly

well

accomplished

by

of

hull
in

and

buoyancy,

the

stress

the

weight ex-

the large marine insurance societies such as the American Bureau of Shipping, The of Lloyd's Register Shipping,

are at the

bow and
and
is

Bureau Veritas,

etc.

stern

the

trough
ships
it

amidbe will
displace-

8+ern
,Holl

Stem
Plank

Here
are

the

various

structural

members
acdi-

tabulated
to

seen

that
is

cording

the

ment
ed

concentrat-

at the

ends and

lacking amidships. Since the vessel's

mensions of the vessel and if these are known it is a

simple
select

process
the

to

weight
the

is

greater at

proper

midlength

due

to

scantlings.

Large
vessels

machinery and cargo, the tendency would be for the unsupported middle

wooden
JTmnsverie Frames

have been similarly

tabulated but not so

body to
hull
in

sag.
this

The
case

3^
Boffoin \,oneii'tud\na\6
Coniitvoofiort.
FIG. 56-

thoroughly,

since
marso

wood
terial

as a ship

has

been

resembles

beam

supported at the ends and with a

broadly replaced by steel. In smaller

vessels
is

the

reverse

downward load midway between

the
sets

true

and

wood
con-

will

doubtless
the

supports.

This

tinue

materia!
hulls less

up

compres-

composing

sive strains tending to crumple the deck

than 100 feet long. At the conclusion

of
a
these

and

tensile

strains
stretch

tending

to

LONGITUDINAL STRINGERS AND SHELVES FOR WOODEN TUGS AND FRAMES FOR SHALLOW STEEL VESSELS
33

chapters
scantling

tabular

34
table for

The Design and

Coiistriirtion

of Pozver

Work

Boats
to receive the engine, or should rest

commercial power boats will be appended and duly explained, with a view to facilitating the construction of commercial power boats. If the above theory held in practice, the be longitudinal framing would strongest on the vessel's bottom and at the deck and little or none would be needed at the sides. This is not quite
true in practice because the
vessel

are covered by the false keel. The keelson timbers are also bolted together by
vertical bolts between the frames and by horizontal bolts uniformly spaced to

the

tops

of

transverse

on framing immekeelsons, be-

alongside the side ing side bolted thereto.

diately

clear the vertical

fastenings.

Engine Keelsons Should be Long

Notched Keelsons Not Necessary

Sometimes the keelson timbers are notched over the inner frame edges with a view to reducing the tendency
to
in trip in

When

it

is

not

practicable

to

incor-

porate the side keelsons with the engine keelsons, the latter should be of considerable length. The timbers to which the engine is bolted are usually too close together to pass the large flywheel

may

be

subjected

stresses

angle.

sagging over at an The sides would here contribute

to

hogging
is

and

the

latter.

The added

labor

whole

it

rolled

the

constructing notched keelsons and weakened cross section caused by

of

most
this

internal

combustion

engines.

toward resisting the longitudinal strains and even disregarding this condition it
necessary to reinforce the ordinary transverse frames by side longitudinals to withstand the local bending introis

cutting

away

material

at

the

notches

For

together with the difficulty of obtaining accurate render it doubtful joints,

reason these local timbers are bolted to and inboard of a keelson on each side and the difficulty of passing the flywheel is obviated by the thickness of the foundation timbers.
If
it

whether
In
all

this

elaborated

construction

is

justifiable.

duced when striking or rubbing against docks or other vessels.

Keelsons
Longitudinal girders on the vessel's bottom are termed keelsons and should

where wooden longicomposed of more than a single timber and it is impracticable to extend these in one length from
cases
tudinals

is

not

feasible
all

to

extend
angle

the

are

engine

keelsons

fore

and aft they

collars

may

butt

against

forged
if

on the forward and after engine room

bulkheads,
steel.

stem to stern, the butt scarphs in the various timbers should be carefully dis-

particularly

these

are

of

It is not customary to fit more than than one side keelson in large wooden since the ceiling timbers on vessels,

the the

inside

of
line

transverse
to

frames
are

from

center

the

bilge

made

extra heavy. Care should be taken to stagger the end joints of adjacent and neighboring ceiling timbers in the same

way
in

as

for

center

and

side

keelsons,

order that no serious local weakening

result.

may

Steel

side

keelsons,

number, are
consist

fitted in transversely

one or more in framed

to (c).

vessels as in Fig. 58

(a)

They
steel

of

continuous

longitudinal

shapes on the floor tops, with or without

Holl

'?\ank6eami,
Lon<(i"ti/is(iti<i

Centered On

Is.

floors to the

intercostal plates extending sheel plating.

between the

(b)

and (c) are

fitted

Types (a), in large vessels.

They
FIG.

consist of continuous angles, bulb

57 CROSS SECTIONS LONGITUDINAL

far

SHOWING FRAME CONSTRUCTION

angles or a built up girder connected to the floor tops by a reverse bar clip having at least three rivets. The inter-

extend as

for and

aft

as

possible.

They
8
in

are

feet
is

ordinarily apart at the

not

more

than

posed so that no two joints are at or near the same point. By this means
the
loss in

midship

section.

There
the

usually a center keelson fitted

butt joints

is

longitudinal strength at the not such as to materially

have their upper edges between the continuous keelson angles and are notched to permit passage of the frame, reverse frame and
costal

plates

riveted

conjunction with and directly above keel. Side or "sister" keelsons are

weaken the girder. Other forms of

center

reverse

slip.

vertical

clip

joins
to

the

wooden
vessels

and
with

steel

intercostal

plates

to

each
be

floor

while
save
of
in

between the center keelson and the lower turn of bilge. "Bilge keelsons"
are at the turn of bilge. "Engine keelsons" are fitted under the main engines and should carry the machinery vibrational

keelsons

in

trans-

lightening

holes

may

cut

framing were discussed in junction with keels in Chapter V.

verse

conin
49.

weight.
Bilge keelsons are usually part the heavy bottom ceiling timbers

Side or
large

sister

keelsons
as

are
in

fitted

wooden
there
is

vessels

Fig.

large

strains to the other

framing.
of

Fig.

49

indicates

the

disposition

keelsons in a large wooden vessel (from 100 to 300 feet long). The center keel-

one on each side hold stanchions should step on it and be connected thereto with natural crook timber knees
but
of
the

Where

center

line

the

wooden vessels (Fig. SO). Small wooden vessels usually have two or more square bilge keelsons sprung into
frames
of
(Fig. 49). Steel bilge

place and through bolted to the

son
side

is

by

composed of two or more limbers side and superposed in pyra-

or forged metal brackets. ticable the side keelsons

part of the
particularly

Where
should

prac-

keelsons

consist

two

form

angles

or

bulb

midal fashion. Long vertical bolts pass through each keelson timber and each transverse frame, the bolt ends being riveted over countersunk ring washers. Those timbers directly above the keel
are vertically bolted to it at each frame and the countersunk lower bolt head?

engine foundation framing, in small vessels. If the

back on the

angles fitted back to inner edges of transverse

(Fig. 52
(c)

framing
(d). Steel

at the bilges.

and

alignment of the engine bed casting does not conform with the top of the continuous side keelsons, auxiliary timbers of proper shape and dimensions should be bolted on top of the keelsons

engine

keelsons

longitudinal plate the floor plates,

(Fig. S3) are girders on tops of with angles at the

to

lower

edges

riveted

the

reverse

Design of Longitudinal Framing

frames.

35
frame edges, to which they are securely joined, with short angle clips in addiAn tion to the reverse frame angles.
fit between the stringer angles and between the frames to the shell plating where an intercostal
.

The engine

base

is

bolted

to

lengths with scarphs in adjacent timliers

continuous

angles on the upper edges

possible,

widely separated.

of the engine keelsons.

Where
wooden
sons

Clamps
in

^,

as

the

case

of

mtercostal

plate

may

r.

.i_

vessels, one of the engine keelshould merge into a side keelson, the keelson plate being deepened locally

Clamps
inner
ings

arc heavy timbers on the edges of frames under the endof beams. They may be of a

clip

secures

its

outer edge.
6i<'a Keelsons ii Ooublffi Bo'tt<jm.

proper height for receiving the engine base. Transverse brackets clipped to the keelson plates and the reverse
to

the

Continuous

R.aerTk-ts

^Keelson

'Bari.

frames should support the engine girders

at each
frame'.

Keelsons in shallow draft vessels conchords previsist of the lower truss

ously described
the bilge (Fig. 51 and 54) log or the bilge angle.

.n\erc06Ta\

and
(.)

Keelson Tlore
-

lA/aTerti<iVit

or/ ^bmc<<eX^lc>oi^

Stringers
All
sel's

CW
FIG.

CCJ

(d)

58~STEEL SIDE KEELSONS WITH TRANSVERSE FRAMING

its

are covered term "stringers". The location by determines the nomenclature of each
the
stringer, so that
:

longitudinal girders side above the bilge

on the vessingle
eral

plank with
timbers

long side vertical

used.

Good
at least

practice

calls

for

side

stringers
this

and notched under the beam.

may

be

Or sevThrough

every

feet

and

may

require

additional
sterns,

short

Hold stringers are those between (a) the bilge and the lowest deck.
(b)

on
deck
etc.

tiers

Stringers at sides of decks or of beams in the hold are

called

"uper

deck

stringers",

"lower

stringers",

"hold

beam

stringers",

used should be bolts transversely through clamps and frames or vertically through clamps and beams. One or more timbers under beam ends may be fitted inboard of clamps and are called the "shelf". These assist in tying the beams to the frames and
are through bolted to both. The forward and after endings of stringers, clamps and shelves should be
as
in

overhung

where

in stringers the extreme

slope of the ship's sides creates excessive length of unsupported side framing between decks.

(c) midway between two decks are "between deck stringers".

Stringers located

Panting stringers are fitted at the bow between the endings of continuous side stringers. Heavy breast hooks or bracket plates connect the ends of these at the stem. These panting stringers serve to reinforce the fine forward hull against
the

(d)

Short

stringers

at

the

vessel's

Fig.

56,

ends are called "panting stringers".

tions to breast

with overlapped terminahooks or to filling blocks

heavy

local

strains

set

up

by

en-

countering waves.
Carliitgs

Large
side

wooden

vessels

usually

have

heavy ceiling on the inner edges of the

necessary only to fit stringers on top of the deck beams at their endings on the frames.
framing,
it

between the stem logs. Steel deck

zontal

deck

beams

and

to

the

rendering

plates riveted to ends

stringers are at the sides

of
to

heavy horiand securely deck beams. A

connects
shell

Wherever
or

it

is

necessary to cut hatches

continuous
stringer

outer

angle
the

these

large openings in the decks so that the beams must be cut, a serious loss of deck strength results. It
is

other

Upper deck
called
to

stringers

are

sometimes

plates

plating.

necessary
so cut

to

compensate
by

for

the the

"margin planks" and are fitted wooden vessels. If the frames extend

through the stringer to form bulwark stanchions, a continuous stringer timber is fitted inboard of a notched margin
plank
plank
filling

usually pass up through slots in the outer edge of the stringer plate and the continuous
stringer

In

lower

decks

the

frames

weakness
sliort

caused

butting

which
at

beams on longitudinal girders span between the intact beams

ends
of

angle
edges,

is

fitted

along the inner

riveted
to

the

the

hatch
these

or

opening.

frame

being

the

In

wooden

vessels

longitudinal

fitting

closely

around
This

and

be-

stringer plate

and to the reverse frame.

girders are called "carlings".

tween the

frame heads.

notched
,

may
the

be dispensed with by fitting blocks between the frame heads

Hatch

and
the

continuous

stringers

inboard

of these.

When

the frames do not pierce the

rail
is

weather

deck,

on

top

of the continuous margin plank.

Lower deck
struction

stringers in wooden conconsist of one or more con-

tinuous

timbers, side l)y side or one above the other such as the hold beam
stringer.

Side with
l)()Its

stringers

may

lie

fitted

in

line

the

lower

fender

with

through
be
se-

thereto.

All curely

wooden
through
the
to

stringers

should
to

bolted

every

frame
lie.

and

beams on
bolts
if

which
pass

they

The
shelf

vertical

timbers

through these are fitted under

in

should

the

1)eams.

Timbers should he

long

36
knees
their
to

The Design mid Construction of Power Work Boats

the
carling and The short
to

the

beam

at

heads.

deck

beams

should
their

be

morticed
ends.

the

inboard

Heavy

carlings at horizontal

timber

knees

should

connect

the

ends

of carlings to the

beam

at ends of the

employed in smaller fishing boats, the coaming may be a continuous heavy oak plank extending above the deck as in Fig. 59c. This is securely bolted to a carling which fits between the coaming and the inner edges of the heavy cap rail may be let upper edge of the coaming round molding is fitted plank and a at the junction of coaming with deck
over
the

trusses

may

be

wooden Frames

or

of

steel

angles and bracket plates.

Longitudinal

Wood

The
hull
is

opening against which they butt. Naturthese knees should not ordinarily obstruct the hatch opening but should
ally

frames.

fitting of most of the internal framing in a fore and aft direction becoming very popular and properly

be

fitted

lings

on the outboard side of carunder the deck planking. All

In light pleasure boats these longiare peculiarly desirable with "V" bottom hulls. This is because the
so.

tudinals

connections

where

possible,

should

be

through bolted.

Coamings and

Sills

Wood

coamings are shown in cross section by Fig. 59 (a and b). The upper edges are fitted with angles or a special steel molding in which the

planking. Steel hatch

relatively

slight

curvature of any cross

section

and

permits the use of wide planks light longitudinals are fitted over

The edges of all deck openings should have heavy coaming timbers fitted above the carlings and deck beams at ends.
These coamings reinforce the carlings and prevent wash of considerable moisture
into

wooden hatch covers rest. Steel hatch covers will be later taken up. The ends of cut deck beams are clipped to the
shown, and a margin plate is fitted on deck all around the hatch opening. This margin plate is

each longitudinal plank seam. In power workboats with shipshaped hulls it is impracticable to fit planks wide enough to allow for sufficiently

coaming

plate,

as

heavy longitudinal frames at each seam. To lighten the frames in keeping with the plank width should not be attempted
without

the

hatches.

They are

rab-

shows
tudinal

study. Fig. 57 (a) and (b) the application of heavy longi-

verse

Transframing to workboats. frames at intervals of from 4 to

are fitted inside the longitudinal
apart.
It
is

forTank
iKtiX Sui-Vablf

Vessels. For Ofdina.ru R^WrC

Cariit,

Holrfs
\.on<tituci\nal Fi'aniri<^ WiT>i

feet

Doutie Bottom

frames which are spaced from 12 to 18

inches

For O^i^t^ay-i^Cav-qO VefcSefi.

necessary

to

fit

filling pieces

between the hull plank and

the widely spaced transverses, so that the plank seams between longitudinals are

properly supported. It would be simpler to

run the hull

or planking transversely diagonally across the longitudinal frames as is

This which are self-propelled unless the bottom is sheathed with metal, because the roughin

done
is

not

some barge recommended

construction.

for

vessels

ness

of

the
to

surface
lost

is

increased of
skin
travel

with

respect

the
is

direction
in

and

more power
resistance.
{BolbfliUlCia.-Cd.inocii,)

frictional

FIG, 60--CKOSS

SECTION OF A TUG WITH LONGITUDINAL FRAMING

inner

beted

at

their

upper
the

edges

to

connected to the coaming plate by the

riveted

Longitudinal steel framing is not used vessels of smaller sizes, but has been considerably employed in barges and box-shaped hulls. In steel shipin

receive hatch covers and are fitted with

coaming angle.
lower
be
fitted

building

this

is

known

as

the

"Isher-

lugs

to

support
girders

hatch
the

ends of under these

portable covers.
to

The
should
nels to

edge with
stiff

of

coaming
angles

plates

wood"
under
built

system,
that
is

or

chan-

having name.

been

patented

Coamings should be through bolted

carlings.

form a
hatch.

girder at the sides

this

Fig. 60

of

the

Sometimes
is

lower
over,

on

the

the cross section of a tug longitudinal system of

When carlings are fitted below the lower edges of deck beams, heavy filling pieces should be fitted between the ends of deck beams which extend over the carling. This provides solid timber between the carling and the coaming or lower deck house sill which rests on top of the inboard beam ends.
through bolts in wood construction should pass through solid timber, for if there were a space between the timbers in which the bolt heads are
All

edge of coaming plate

as in Fig. S9b.

flanged

Deck girders over the heads of stanchions and supporting the deck beams are fitted of wood or steel if the
stanchions
draft hulls
to
in

framing. Continuous bulb angles spaced from 20 to 27 inches apart extend fore and aft on the inside of the shell
plating and under the deck. sel's ends where the girth
is

At the
of

ves-

section

less

are

widely

spaced.

Shallow
stop

than amidships,

it

is

necessary to
at

which are not deep enough be rigid have longitudinal trusses the holds. These consist of a conlower girder or chord on and upper chord under
the
the

some of the longitudinals

It
is

the

peak bulkheads to which they should be

bracketed.

common

to

stop

all

tinuous

longitudinals at these peak and to substitute ordinary

bulkheads
transverse

bottom,

embedded, the two timbers would spring

when

the bolt

was

tightened.

Cockpits in Small Boats

deckbeams and stanchions between these chords at intervals of from 3 to 6 feet. Diagonal braces extend from the foot of one stanchion to the head of the
next
in

framing from these points to the stem and stern, respectively.

Heavy transverses which are merely web frames spaced from 10 to 12 feet
apart,

are fitted as in Fig. 60 to resist

With wide open

cockpits

such as are

zig-zag

manner.

These

hold

transverse and local stresses.

CHAPTER
Bulkheads
'LL
sel

IX

Demand

Careiul Plannmgf
hands of
It

vertical partitions in a ves-

are
are

called

"bulkheads."
to
in

They
nary house.
ing
to

what correspond
walls
classified

the interior

an ordiaccord:

water from flooding the entire hold. Tlie vessel then sank until the volume of water which the damaged compartment had originally displaced, was regained by the intact parts of the hull on each side of the damaged compart-

will

a clock (called also be seen that

when

clockwise). these

They are
strength

their

and purpose as

(a)

Structural:
oil

Non

watertight,

watertight,
(b)

tight.
etc.

The symmetry of the regained buoyant volumes caused the vessel to settle parallel to her original water
ment.
plane.
Fig. vessel
61

act in the same straight there will no longer be a tendency to rotate the vessel and since the forces are equal but opposite, the vessel will then come to rest.

two forces
line

Accordingly

let

V/'L'

be

the

in-

Divisional, partitions,

clined water plane to will incline or "trim" of

which the vessel

when
in

the forces

Bulkheads running across the ship are called "transverse" and those extending fore and aft are "longitudinal
bulkheads." Steel or wood

shows

wliat

occurs
in

to

buoyancy and the

again
line

vessel's

weight

more usual and less favorable manner of having a compartment near the bow

when

damaged

the

are

vertically
(z-z).

the
final

same
under-

straight original

The

water volume

may

head construction. heads are fitted in the holds of most vessels, their object being to minimize
the the

be used in bulkWatertight bulk-

or stern torn open to the sea. water that the Suppose plane (W-L) is that at which the vessel
floated

and
It

(ARTD) will equal the displaced volume (EFVD) of is the final center (B")
possible to calculate the posiof inclined water plane the

buoyancy.
is

before

the

compartment

danger

of

sinkage

by

confining

(RSTV)
(B)
will

was

damaged.
the

The

seawater to any compartment in which the hull may be damaged by collision, grounding or other accident. Transverse bulkheads are most effec-

represent

point of center

tion

buoyancy of the original underwater volume (DEFV) and the point (G)
the center of gravity of the vessel's These two structure and contents.
is

(W'L') and consequently the effect upon the vessel of flooding any compartment. This calculation is involved and of too great length to be considered
here.

Tanks containing fresh water, water ballast or for fish preservation in trawlers are also The fitted with watertight bulkheads.
tive for this purpose.

For

complete
refer
to

dis-

points are located on the axis (X-X) which is perpendicular to the original Now when the water line (W-L).
sea

course

on

this

subject

number
stalled

of

varies

watertight bulkheads inwith the size and type

of vessel.

The
Nearly
verse
all

Collision

Bulkhatd

compartment volume is de(HFTV), and the vessel may be assumed to settle

the displaced creased by the portion

water

enters

wood's text book on "The cal Naval Architecture" or to Biles' "Design and Construction of Ships."
Notice
at the

AttTheoreti-

(RSTV),

that

the

freeboard

is

less

damaged than
the

at the intact

end

of the vessel and that the draft S

is

to

the

water
to

line

(w-1),

which

is

greater at

damaged end than

other end.

vessels

have one

trans-

parallel

watertight bulkhead called the or "forepeak" "collision" bulkhead. This is fitted near the bow and should be on a transverse frame. In large vessels the distance abaft the stem is one-twentieth of the vessel's length, but in vessels less than 125 feet long this distance is greater (from oneeighth to one-sixteenth of the length). There is also a watertight bulkhead at each end of the machinery

(OKPH)
must

The volume (WL). between these water planes

the
lost

the draft

A D

at the

The

quality

equal

displacement

and the new intact underwater volume is (ODRT). The point

(HFTV)
(B')

known

inclining in as "changing trim."

which a vessel has of manner is the above

The

dif-

halfway

RT
of

and

the

between end OD
of
this
is

the
is

the
left

bulkhead center
of

buoyancy volume and

new underwater
the

it

to

the

ference in feet and inches between the draft S V at the low end and A at the high end is called the "change of trim" and is equal to the sum of F S and A E. But F S and A E are

original center floated at (w

space and usually enclosing compart-

damage as assumed, the force of buoyancy would act through the point B' and upward
on the
lar
line

If (B). after 1)

the

vessel

the changes water line

line

in draft

from the
the

original

to

new water

W'
trim"

L'.
is

of

ments

in

which

fuel

is

carried

in

(y-y) which
line

is

perpendicu-

separate tanks.
steel vessels)

When

(in the case of

to

the

(w-1).

of

the

hull,

the fuel tanks are part the bounding bulkheads

tight

weight would act

the center the line
of

The vessel's downward through

(G)
is 1)

changes in after ends of the vessel.

trim

Therefore, the "change equal to the sum of the draft at the forward and

Change

of

gravity

and along
also perso that

must be of especially

construc-

tion to prevent leakage. In a previous article

This line (x-x). pendicular to the line (w

be produced by moving a weight from its position on the vessel, to a point nearer the bow or
stern.

may

The weight which must move

to

the

need

of

we would have two

ing
in

equal forces act-

one

foot

cause

change of one

reserve buoyancy and the purpose of

bulkheads

by assuming that a central compartment of a box shaped hull was punctured and that the bulkheads in this comthe partment prevented inrushing

was

demonstrated

opposite directions as shown and separated from each other by the distance (h) between (x-x) and (y-y).

inch in trim, is called the change trim one inch.

moment

to

These two forces form what is called a couple and would tend to rotate the vessel in the direction taken by the

Large ships are so designed that if two hold compartments adjacent should be flooded, the change of trim will not be excessive and the vessel

37

3S

The Design and Construction of Pozvcr Work Boats

which
fits closely inside of the internal longitudinal hull timbers. Two thicknesses of tongue and groove

planks with a layer of canvas in thick white lead, tar or paint between them, form the bulkhead proper. The seams of these two thicknesses of planking are at right angles to each other, one set running vertically and the other horizontally; or both sets being at complementarj' angles of 45 degrees to the vertical ship's center line.
bolted

FIG.

61 WHAT HAPPENS

WHEN THE BOW OR STERN COMPARTMENT

FLOODED
comwater as
in
it

IS

will

float,

or

if

three

remote

leaks

in.

Steel bulkheads

partments are flooded the vessel will not sink. Small vessels can with difficulty be made to conform to such requirements, since the increased number of bulkheads necessary would make the hold compartments too small to carry
cargo economically. Again, wooden bulkheads or steel bulkheads in wooden hulls cannot be

made waterbut do not necessarily make the vessel "nonsinkable." This term is a fond dream concocted in the fertile
steel

vessels

can

be

tight,

imagination of laymen. In very small vessels such as lifeboats where the holds are not used to carry cargo, watertight metal tanks are sometimes built into the hold

planks are through between two deck beams at their tops and between heavy bulkhead margin timbers all around their Canvas strips thickly coated edges. with thick lead and called stop waters, are fitted between the bulkhead plankIn very ing and the margin timbers. heavy construction all the bulkhead planking and margin seams should be calked, particularly if one of the compartments is to form a permanent water tank.

The

bulkhead

A
to

steel
fit

angle iron properly forged

made

absolutely watertight in case of hull damage. This is because the seams of the hull planks would ordinarily "start" for some distance

compartments and they afford sufficient buoyancy to float the boat if the If these exterior hull is damaged.
tanks are also punctured, their utility ceases and the boat will sink.

around the bulkhead edges may be substituted for the margin timbers and canvas stop waters or calking should also be used in the
closely

seams where the bounding angle fits against the bulkhead planking and the
longitudinal ceiling.

on each side of the point of impact, permitting the water to leak around the margin of the bulkheads to the
other compartments. Bulkheads serve to retard the leakage and to save the vessel if action is quickly taken and the pumps have
sufficient

Heavy
enforce
side.

stiffening timbers shoidd re-

Wooden Bulkheads
Fig.

the

bulkhead plank on each

They should be spaced about

feet

62

is

bulkhead
vessel
ceiling

in

the

transverse watertight hold of a wooden

125
feet.

four

apart

and

should
is

be

logs

longer

than

The

whose square section

times
side

at least four

the

which
not

longitudinal

contributes to the strength of the vessel,

cut
at

stiffeners

bulkhead thickness. extend vertically on

The
one
other

capacity

to

discharge

the

should

be

the

bulkhead

horizontally side of the bulkhead.

and

on

the

Heavy

natural

crook timber knees or forged metal brackets connect the ends of bulkhead stiffeners to the deck and ceiling.

Where

practicable,

stiffeners

should

terminate

on

keelsons

and

stringers.

The
for

the

thickness of bulkhead planking above construction varies

from one-half inch for each layer (one

inch
(30 for
to

thickness) in small boats 50 feet long); to four inches each layer (eight inches total
total
in

thickness)

vessels 325

feet

long.

;i

These larger bulkheads may be constructed of one thickness of six to

planking, calked on botli but the strength and tightness are not equal to those obtained with the double layers at right angles to each other.
eight-inch
sides,

.m]L

Transverse Watertight Bulkheads

i
TrQn6\jeri>e 5ect'lon
FIG.

Lor\ef\fuclinCi[

Elevation.

62 TRANSVERSE WATERTIGHT

BULKHEAD OF WOODEN VESSEL LONGER THAN 125 FEET

transverse watertight bulkheads small vessels in which the ceiling planks are not fitted for strength, may be constructed as in Fig. 63. In this case the only longitudinal framing which passes through the bulkof
l-.ead

The

consists

of

keelsons,

stringers.

Bulkheads Demand Careful Planning

clamps and shelf logs. The bulkhead planks extend out to the hull planking with double frames and beams forming the margin logs. Canvas stop waters are bolted between the bulk-

39

i>HELF

head planking and the marginal framSteel bar staples are ing. angle forged to fit around the longitudinals which pass through the bulkheads. In this connection it may be remarked that watertight bulkheads were not fitted in holds during the period when wooden ships were predominant.

5IOe .STRtN&KR.

BuUKHEftD

PL-ANtriNtr,

Longitudinal
of

wood

are

bulkheads watertight not often fitted. The

construction is identical with that for transverse bulkheads when they are used.

Engine Bulkheads Fireproof

It

resisting and accomplished by covering the side toward the engine room with a layer of asbestos mill board or other insulator. Galvanized sheet iron is tacked over this insulation. Yellow pine or fir planks are used for waterfire

in

is desirable to the engine room

is

render bulkheads
FIG.

this

63-TRANSVERSE WATERTIGHT BULKHEAD FOR SMALL WOODEN VESSEL

widely spaced staving (Fig. These staves are from ^-inch 64-h). to lJ4-inch thick and from 3 to 4
inches wide. A clear space of from two to four inches may be allowed between staves.
Divisional
in the

tight bulkheads.

Divisional

or

minor wooden

bulk-

heads serve to divide the interior of

vessels into the various for berthing, messing,

compartments

They may
verse

and tongue and grooved planks, panels or

composition
wallboard
tacked

storage, etc. longitudinal or transbuilt of vertically staved

be

A quarter round or other molding is neatly fitted around each beam. Galvanized sheet iron, zinc or lead should line the bulkheads in shower or bath compartments to protect the
64-c.

spaces should be completely shut oflf from the other compartments by exthe tending bulkhead longitudinal sheathing between the beams to the deck or cabin top overhead as in Fig.

used with

bulkheads may be fitted deck houses and superstructure

of steel vessels. the same as in

The
the

over

wooden

staves.

extending athwartships it is desirable that they fit against a transverse deck beam (Fig. 64-a). The lower ends of bulkhead stavings are
set

When

into a

grooved
driven
top

sill

as

shown and
blind

the

planks
at

home then

the splash. Tongue and groove bulkheads may be of V chamfered or of beaded planks (Figures 64-d and e respectively) and vary in thickness from ^-inch to IJ^-inch. Bulkheads of composition wallboard in combination with are staving shown in Fig. 64-g and h. The wallboard varies from 3/16inch to S/16inch in thickness and the sheets are

wood from

construction is case of wooden

boats and the object of using wood is to lighten the minor bulkheads, thus reducing the total structural weight

and

gaining

fixed load

carrying capacity displacement.

Steel Bulkheads

on a

really be made watertight or oil tight in steel vessels and

These may

bottom. If the height is more than seven feet (unsupported planks) and the thickness is less than one inch, an intermediate horizontal studding should be fitted

nailed

and

securely

tacked

molding strip is board seams and may be of stained wood, thus affording a paneled affect.

staving. nailed over the wall-

to

the

they are more nearly so than wooden ones in wooden vessels. The common
practice is to make the bulkheads enclosing the machinery space of steel, for fire resisting and to build the bulkheads in holds outside the engine room of wood in wooden vessels.

When
64-g,

between
timber
feet

vertical stiffeners of 2

x 4-inch
four

the

the staving thinner

is

solid as in

Fig.

spaced

not

more

than

ployed,

but

wallboard is emheavy board should be

Where

continuous

inner

wooden

apart.

This same reasoning applies to panels (Fig. 64-f), but the studding should be lighter and the paneling be fitted on both sides thereof (Fig
64-k).
[b]

(d)

g^SS^^^^^^^
Lc)

(e)

Bulkheads In the Cabins

Divisional longitudinal bulkheads in spaces extend to a scantling
is

living

grooved to receive the bulkhead sheathing and is fitted under the transverse deck beams (Fig. 64-b), This leaves an open space for ventilation between the top of the bulkhead and the deck above. This space may be left open or fitted with a grill of

which

i^

r&G-

Bn
mid
^i^m

^^

K%a

fe^aa

ma

(h)

wood

or metal.
pantries,

Galleys,

baths

and

toilet

FIG.

64 CROSS SECTIONS OF VARIOUS MINOR BULKHEADS FOR CABINS, ETC.

40

The Design and Construction of Power Work Boats

head is governed by the maximum width to which the steel mills can roll and varies according to the thickness, width and length of the plate. This
is

(b)

governed by the size from which the plate is

of steel billet rolled

and the

width of the plate

rolls.

Use Standard Plates

The steel companies publish tables stating the standard widths of plates for each thickness and the layout of bulkhead plating should be such that
standard
possible.
terial

plates

may be used where This will reduce wasted ma-

and extra expense involved by sheering and planing the plates.

The seams of bulkhead plating are lapped and single or double riveted. The plate edges of seams in watertight bulkheads should be planed to a slight bevel and should be calked after
Calking of steel plates will be taken up in connection with shell
riveting.

(c)

plating,

as

will

also

scantling

tables

appended

riveting. to

The
this

Web

St.ffener

series of articles, sets forth the proper thickness of steel bulkheads, the size

and spacing of
FIG.
ceiling

rivets

and

stiffeners.

65 STEEL
is

BULKHEADS AND FASTENINGS FOR WOODEN VESSELS

for

fitted

strength

of

recesses
plugs.

filled

with cement or wooden

Rivet holes in seams should always be punched from the "faying" surfaces which are those bearing together at
the seam.
to its

bulkheads fit inside the ceiling (Fig. 6S-a) and steel have double margin angles. Sometimes wooden margin timbers are fitted on both sides of the steel bulkhead plating which is bolted to them. (Fig. 65-b). Canvas stopwaters in white lead are

wooden

vessels,

the

steel

on bolts radiating opposite sides of the bulkhead should be staggered as shown in (Fig. 65-a

These

Bulkhead plating is so thin relative depth and width that structural

consisting
of

stiffeners

angle
or

bars,

and

between the margin angles or timbers and the ceiling. Through bolts spaced between the ones joining the margins to the bulkheads, exinserted

prevent local weakening of the frames due to material cut They should also clear the away. bolts or spikes which fasten the hull planking to the transverse frames. Bulkhead plating in holds varies in
b),

to

bulb
plates

angles,
in

must

be

deep web with angles conjunction and d). 6S-c fitted. (Fig.
channels
fitted

These are usually intervals of from

vertically

at

18

tend to the outside of the transverse

frames,

thickness from 5 pounds per square foot (5^-inch thick), to IS pounds per square foot (5-8-inch thick), the width and depth of bulkhead regulating the
thickness.

Deep
stiffeners

bulkheads

27 inches. horizontal have

to

on the opposite side of platfitted. ing to which vertical ones are about are stiffeners spaced Horizontal
four
feet

where

the

countersunk

over

heads washers and

bolt

are

apart.

the

The number

of

plates

in

bulk-

Bulkheads

In

Steel

Vessels
in

Transverse watertight bulkheads

7^

steel

vessels

are

similar

to

those in

that the marginal angles are riveted to the shell plating and the stiffeners are bracketed at No stop waters are fitted their ends. and all the angles and rivets are

wooden ones except

66 is a transverse and of this type of elevation longitudinal

calked.
Fig.

bulkhead.

Keelsons and stringers may be cut at the bulkhead and secured there-

and angle clips in the pass through openings made be then and bulkhead plating watertight with forged staple angles These or "shoes" as in Fig. 66. alternatives also apply to longitudinal frames where the vessel is so conto with bracket plates

or

may

structed.

FIG

66-SHOWS METHOD OF FITTING "SHOES" AT BULKHEADS WHERE KEELSONS AND STRINGERS ARE CUT

Observe that the vertical stiffening of bulkhead angles are on the side on which the plating away from that

Bulkheads Demand
plating is joggled for seam laps; that the vertical seams of bulkhead plates

Careful

Planning

41
If the surface is rectanguthe depth. the pressure load will be equal to the pressure per square foot times
lar,

are
that

located
in

between
case
of

stiffeners

and

In any fluid the "hydrostatic head." pressure increases with the depth and is equal to the weight of a cubic unit

with wooden decks (Fig. 66) a steel deck plate is fitted under the deck planks for one beam space on each side of the bulkhead so that the upper stiflfener brackets may be riveted to it.
the

vessel

the liquid multiplied by the depth the surface acted upon below the surface. Thus the weight of fresh
of of

the

area

of

a
is

whose center
sidered.
at to

strip one at the

foot

wide
conit

depth

By computing
depths
that
result,

the
a

pressure
series

necessary for piping to pierce watertight bulkheads, a flanged joint is fitted at the bulkhead plating.
it

Where

is

water is 62.5 pounds per cubic foot and the pressure on an area one foot square at a depth of 10 feet below the water surface would be 10x62.5
or 625 pounds.
Center of Pressure
It
is

successive
scale
at will

and plotting

depth,

of

points

curve

may
is

be drawn.

through which a This curve of

line

pressures

a straight

since

the

widths
usual
to

Tank Bulkheads

Steel

assume that

all

the

designed to carry water, oil or other fuels in bulk, require heavier bulkhead construction than was the case in those where

Compartments

against sinkage was the main The severe object of installation, stresses due to washing of the contents from side to side calls for closer
safety

pressure load on a submerged surface is concentrated at a point called the center of pressure. This is located on the surface at the level corresponding to the center of gravity of an area formed by a curve showing the variation of the pressure load with

the center of gravity of the triangular area between the pressure curve and the bulkhead is two-thirds of the subare

constant

and

merged depth below the

is

surface.

It

possible

to

calculate

the

strength

of

bulkheads,
require

made

computations. ness of plating and size of stiffeners

but the assumptions detailed considerable Ordinarily the thick-

subdivision so that longitudinal bulkheads are usually fitted on the vessel's center line and "swash bulkheads" are
fitted
fluid.

to

cut

down

the

surge of the

These swash bulkheads are merely flanged plates, stiflfened vertically and extending between the ends and sides
of

:;0!!OllOiiO
-i-

the

compartment
continuous
cut
in

(Fig.
light

67-a)

or

may

be

plates

with

(Fig. 67-b). large Vertical angles about 24 inches apart stiffen the light swash plates and connect them to the watertight bulkheads
at

holes

them

^iOjiOiiOiiO
:CDi|O0
(ci)

Swash the tank ends and sides. bulkheads are spaced from 8 to 12

feet apart.

Longitudinal watertight or oil tight bulkheads should have their lower

plating formed by deepening the center or side keelson plates and these
plates should always be continuous. All transverse framing on the vessel's bottom should be cut at the longitudinal bulkhead and connected to it

=1!

by

beams
angle

Sometimes deck bracket plates. extend through the top of

bulkheads
is

longitudinal

stapling
to

fitted

and forged around the

beams
to the

prevent

often the

beams are

More leakage. cut and bracketed

expense

bulkhead, resulting in lessened of construction and ample

strength.
centerline bulkheads Longitudinal have double angle bars all around their margins, affording connection to the keel plate, deck plating and transwhich the verse bulkheads against longitudinal bulkhead terminates. bulkheads forming Longitudinal

wing tanks are located on side keelsons and usually have a single large margin angle. The lower plating of watertight and
oiltight

bulkheads is usually heavier than the upper strakes because of the greater pressure imposed on the lower of the bulkhead portion by the

42
is

The Design and Constrnclion of Pozver Work Boats

taken

from

previous

successful

is

riveted

directly

on

top

of

this

practice.

plate.

struction has a paneled appearance on the side where these seam straps are.
stififening angles support bulkheads at intervals of three feet and wooden sheathing or paneling may be fitted on the stififener side by

The vertical stififeners of longitudinal bulkheads are located at each transverse ship's frame and are of the
same
size

The intermediate
for bulkheads

stiffener

support

Vertical

on the

ship's center line

these

as

those

for

transverse

and for deep transverse bulkheads, is provided by a plate shelf as in Fig.

67-a.

bulkheads of the same depth. Web stififeners are on every fourth transverse frame of longitudinal bulkheads and on every keelson at transThese web frames verse bulkheads. are formed of a tapered plate secured to the bulkhead by a vertical angle and having double face angles on
their vertical outer edges. bracket plates connect the
lovifer

Brackets

support

this

shelf

from the bulkhead at every stififener. Bulkheads in vessels with longitudinal framing have horizontal stififeners at
their

nailing it to furring the stififeners.

strips

bolted to

Partitional
steel are

bulkheads
in

of

the

same

level

as

the

hull

shown being composed

metal which
is

Fig. 67-e,

deformed f and g,

side frames

and bracketed

to these at

stififeners

junction. are at

Deep
every

vertical

web
to

deep
8

"trans10

of galvanized sheet corrugated or paneled. The corrugated types (Fig. 67-e and f) require no vertical stififening but

Flanged end
trans-

verse" at
feet

distances of from apart in the tanks.

present
decks.

difificulty

in

fitting

at

the

of

web

stiflfener

plates

to to

the
the

gins

verse

floor

plates

and

deck

Minor

The upper and lower marmay be of wood or steel angles

the are corrugations nailed, spot welded where they these margin moldings. The

Steel Bulkheads

and
be
en-

plating.

Wing Tank Bulkheads

deep tanks it is necessary to support the vertical stififeners midway of their depth. This is done in wing tank bulkheads by angles sprung between the side stringers and the bulkhead on alternate frames (Fig. 67-c). Bracket plates connect these stay angles to the stififeners and to the
side

Minor compartments closed by three types

heads
extending
Steel plate.

may
of

riveted

or

steel

bulk-

touch

transversely

or

In

longitudinally:
(a)

(b)
(c)

Deformed steel. Wire mesh.

steel

space between the margins and the hollows of the bulkhead sheathing may be filled with wood blocks or with light cement. Sheet metal panels may be nailed
to

wooden framework

to

form a very

plate bulkheads consist (Fig. 67-d) of an upper and lower coaming plate connected to the decks

Minor

attractive

bulkhead (Fig. 67-g).

stringers

if

the latter consist of

inside

two shapes on the

as

of

frames.

If the stringer has a

wide shelf plate

angle

shown

in the figure, the stay

by angles. Lighter plating is fitted between these coamings with vertical butt seams which are covered with a wide butt strap as shown. This con-

ventilation and Spaces requiring such as galleys, bakeries, etc., may be fitted with partitions of heavy galvanized wire mesh with a metal frame bolted to angles at the decks.
light

(Fig.

67-h).

CHAPTER X
Hull Planks
J ^ ^^^^
surface.

Fenders Bilge
section.

Keels
of

^^^^^ HE hull planks of wooden vesm C\ sels are usually put on with
the longitudinal seams butted, forming a smooth exterior

at the butt. End or scarphs of garboard planks should be well clear of those on the neighboring planking, keel and other

between the frames

butts

The number of planks is then counted and the girths of several end
sections
the vessel are

divided

into the

same number

of parts.

The

These

are

called

"carvel"

longitudinals.

planked hulls (Figs. 57, 62, 63 and 65). Small boats are sometimes "clinker" built, that is, the longitudinal hull

The uppermost
the
the
line

hull

plank
is

follows

of

sheer
It is

made

of oak.

plank

seams are lapped and riveted

Clinker built boats are not

remaining hull
fit

sometimes usually wider than planks and is cut

and
the

planks are tapered to fit fair at or near these points of division, but should not be too greatly reduced in width at the end frames. A minimum width for the reduced ends of onehalf the
practice.

together.

and bevelled to
It
is

sheer profile.

midship plank width

is

good

caulked

and
to

manship
inside
vel

require construct

careful

worksince
fit

properly
to

called the sheer plank and is of the same thickness as the other hull

the frames
of

must be notched
planking.

the
car-

planking.

so

Where much

less

the girth of end sections is than the midship section

The more commonly employed

system of hull planking has all seams calked with one or more

Hull planking between the garboards and sheer plank is generally of imiform thickness (from J4 inch

that

excessive

reduction
result
if

in

plank

widths

would
of

the

same
at

number
vessel's

planks

were used
the

the

threads of cotton or oakum, the number of threads depending upon the

Calking and fastenplank thickness. ing of planks will be subsequently

discussed.

depending upon size of vessel. Sometimes in large vessels the bottom planking is from J/^ inch to 1 inch thicker than the side plankThe width of these planks ing.
inches)

to

extremeities,

number

of

be reduced by fitting one wide plank at the ends of two narrow planks
ones.
is

may

Such a plank
with

is

a "stealer"

and

fitted

a butt

block covering

the

or more planks immediately next to the keel are made thicker than the rest of the hull planking and are called "garboard planks" or simply
"garboards."

One

two planks which it replaces. The extreme forward ends of hull

fit

planking

into a rabbet
at

on the stem

Small vessels (up to SO feet long) have but one garboard plank from six to eight inches wide and from
1J4

this point should be very accurate. The after ends of planks in transom sterns cover the ends of the transom planks and are fastened to the transom rim log. A sheet metal flashing is tacked over

and

the

workmanship

inch to
to

2^/2

inches thick.
feet

from 50
garboards

100

long

Vessels have two

FIG.

the

after

plank ends at transoms to

protect the ends of

from 2^ to 4i4 inches thick and from 6 inches to 12 inches wide. Larger vessels have two or three garboards up to 6 inches thick. Occasionally, when two or more garboards are
keel
is

wear
68 HOW STEALER PLATES ARE
fantail

and

wood grain against In overhung or decay. sterns where the after plank

INTRODUCED.
varies vessels

from four to eight inches

in

fitted,

of

the plank next the maximum thickness and

the the

second or third garboard has a thickness between this and that of

hull

planking.

The Garboard Planks

can be obtained in long garboards are of this mabut yellow pine and fir are terial, most often employed. Garboard planks are rabbeted to the keel as has been shown and should be edge bolted thereto if practicable. The ends of garboard planks if 2 inches or more thick should be scarphed, the scarph
lengths,
length

Where oak

with curved frames. Greater widths than eight inches are not employed in this case because it is difficult to fit the inner surfaces to the outer edges of the transverse frames. Thin planks may be steamed and bent to this transverse curvature but thick planks are slightly hollowed with an adz, since they tend to split when bent transversely as well as fore and aft. Vessels with curved frames straight or slightly such as barges and shallow draft craft have planking up to 12 inches wide, the objections to transverse bending

ends terminate on the horn timber, the plank ends are notched to a rabbet on that timber, care being taken that the nibbed ends are not too

nearly a feather edge. If the planks cannot bend to the hull form due to the warped nature of the surface, it is necessary to

"steam" them.

This

is

done by build-

ing a box long enough to take the longest planks and closing the ends. The whole is then calked and a steam
pipe introduced at one or both ends with a drain pipe at the center. After the planks or other timbers which are to be bent, have been put into the

being absent.
Tapering
the

plank width. Garboard plank ends less than 2 inches thick are butted between frames, a "butt block" to which the plank ends are riveted, being fitted

being

three

times

the

Planks at

the

Ends

In fitting hull planks they are spaced (girthed) on the midship section and are of maximum width at this
off

through one end, the turned on and permitted to flow until the planks have become This time is less for timbers pliable. of small section than for large timbers. A hot water bath may be used for light planks instead of the steam box.
box,
usually
is

steam

43

44
Hull

The Design and Construction of Power Work Boats

planking

may

be

secured

to

more
three.

than

eight

inches

wide

have

Flush

plating

(e

the framing by:

(a)

commonly
butt joints of hull planks should

employed.

and f) is not Yachts and

Screws
Rivets

The
be

(b)
(c)

(d)

Spikes Bolts

between frames and butt blocks are fitted between the frames at the

other vessels where the appearance of plate seams would be undersirable, are
built

as

in

(e).

Screws and rivets are used in small where the plank thickness is Brass screws not over two inches. best and should have heads are countersunk in the planking, the holes
vessels

The plank ends should plank ends. be through fastened to the butt blocks and butt joints should be widely placed in neighboring planks, to prevent loss of strength in the hull
structure.

The lowest
to the keel,
is

"strake" of plating next the garboard strake and sometimes thicker than the other
is

bottom

It is edge lapped to plating. plate keels and flanged to bar keels.

The uppermost continuous

Hull
Plating
of fitting hull
in

hull plate

wooden plugs in The screws should extend two-thirds of the way through
being
closed

with

against which the upper deck stringer It is fastened, is the "sheer strake."
is

thick white

lead.

The various methods

plating
to

the

frames are shown

and
in

heavier than the lower side plating extends above the deck to a

the framing.

Copper
should

or

have

galvanized iron rivets their outer ends over

Figure 68 (a to f). The "in and out" system of plating (Figure 68 a and b) is perhaps the most common, the

/y

a^e/ Oq-& ?Vq7^^^ C^CyyJ^/v^/,r<eJ

height permitting two rows of rivets the sheer strake butt joints to be above the stringer angle. In large vessels the strake of plating below the sheer strake is made heavier than
to the

\
//7

the remainder of the hull side plating upper turn of bilge. Ordinarily
side plates from sheer strake to bilge are of one weight and the bot-

the

anc/ CPot T^/dTipfif

tom
to

plates from the garboard strake the are of one weight, bilge slightly heavier than the side plating.

Since the greatest tensile and comstresses are amidships, the plating at bow and stern may be
pressive

^^ff /e</ T-^o >^^

<l>B^aaaai|g^

C TajbereU Z/'ners)

lighter than that for a distance of one-fourth the vessel's length on each side of the midship section. Where severe local stresses are encountered due to panting at the bow and around the propeller bossing at the stern, the hull plating is made the same thickness as amidships on the same strake.
is to operate in heavy doubling plates are fitted at the bow near the water plane. Doubling plates are also introduced where

If

the vessel

ice

floes

openings

in

the

hull

entail

loss

of

!^

strength, such as at large ports or sea suction and discharge orifices for

%
FIG.

_
shown
fitted

machinery piping connections. At the points where long bridges, forecastles and poops end, diagonal doubling plates are fitted to prevent weakness arising from the sudden loss of material in the cross section

of the hull.

68-A METHODS

OF FITTING HULL PLATING TO FRAMES

longitudinal seams being lapped necessitate that the plates
in this

Where
hull
is

the

girthed
at

section

of

the

so
that

reduced
the

the

bow and
of

countersunk holes plugged The inner rivet ends extend through the frames and are hammered or clinched over washers.
in

washers

as

stern

number

plating

as for screws.

manner.

The

be frames

Galvanized iron spikes with round heads may be used in very heavy planking in conjunction with through bolts. One or two spikes and one bolt are introduced in each plank at every frame. The spikes should be
driven in holes drilled sliejhtly smaller than the spike and the -ke shank '.o remay be "ragged" or rou^.

joggled so that the shell flanges fit over the staggered shell If the frames are bent to plates (a). a fair curve liners must be fitted

may

be

amidships would become very narrow, stealer plates are introduced to replace two strakes
strakes
fitted

(Figure 68-g).

Laying Out the Hull Plates

between their
outer
hull

shell

flanges

and
avoid
are

the

The
plates

plates
hull

(b).

is

laying out and ordering of hull done by arranging the stock

as

Joggled
use of frames.

plates
liners

(c)

the

widths
tables

obtained
steel

shell

with
(d)
is
it

"faired"

of the of

from the plate company, on the

section.

Clinker

plates

not

girth

the

midship

Care

duce the tendency to w out. Planks up to eight inches wide have

necessary to employ this system at the vessel's ends when "stealers" which will be
extensively

used

but

must be taken to include the width

of

lapped
It

joints
is

strakes.

of in the width undesirable to rivet of

two

fastenings

per

frame.

Those

taken up shortly, are introduced.

more than two thicknesses

metal

Hull Planks
together

Fenders Bilge

Keels

45

because of the
tight
rivet

difficulty

in

making
this

connections.

For

reason the shell angles of keelsons, tank margins, stringers or other longitudinal framing should be located between the longitudinal seams of the hull plating.
If

the vessel has a

flat

bottom and

sides,

from

plating can be ordered a drawing called the "shell ex-

the

pansion."
at

This drawing
the

is

made by

frames "expanding" their proper position on the vessel's length and drawing in all frames (transverse and longitudinal), decks, keelsons, stringers, bulkheads, margin angles of double bottoms, bilge keels,
transverse
side fender angles, etc.

For the length

FIG.

of the

tom

parallel plates are

middle body the botthen drawn in with

69 CONSTRUCTION OF FENDERS
steel

AND BILGE KEELS

their edges parallel to the center of keel and having the width at the midThe side plates are ship section. drawn in parallel to the expanded

moving
diately

the

weakened

imme-

around the punched hole. No holes in curved or furnaced plates at

the
bilge

to the upper fender over that portion of the hull which is vertical or nearly
is not necesor stern where the sides overhang to such a degree as to render it superfluous.

so.

The lower fender

sheer
girthed

line

in

the

frames

The same way. beyond the parallel

or

the

stern

should

be

sary at the

bow

punched.

These holes are

drilled after

body are divided into the of equal parts in which there are plates on the midship section, and fair lines representing the center line
middle

number

the plate has been fitted to the hull. Where two thicknesses of plating are
riveted

Tugs

are

an exception to this rule

together,

the

size

of

rivet

should
plate.

be

governed
Fenders

by

the

thicker

since they have the lower fender running to the bow with sometimes an

longitudinal plate laps are drawn through the points of division. Stealer plates as necessary are introduced
of
at the

additional

bow

fender.

Tugs

also

extreme ends.
shell

expansion cannot be applied in ordinary plates for vessels having the usual shipshaped hull, because such a hull has a "warped surface" which means that it cannot be "expanded" or rolled out onto a

The above

should be fitted harbor with side fenders to protect the hull when rubbing against docks or other These fenders are constructvessels. ed of heavy wood securely bolted to
All

vessels

have the space between the upper and lower fenders filled with wood This minimizes as in Figure (69-a).
the
if

likelihood

of

damaging the

hull

the fender on a vessel alongside is This between those on the tug.

crude

plane.

Plates

for

these

vessels

are

and having a flat or oval facing strip of metal which is spiked to the fender logs with round spikes having countersunk heads. The
the
hull

structure

precaution is improved upon by "swinging" fenders of hard wood which are suspended from pad eyes
as
in

ordered from a model on which the shell has been laid out just as it

would

appear

when

fitted

in

place.

of fenders varies with the freeboard and they are usually from three to six feet apart.

number

use the

(Figure 69-b). these fenders are

When

not

in

swung up on

The
plating
vessels,

seams longitudinal are single riveted

of
in

hull

small

double riveted in medium sized ones and treble riveted in largest ones. Butt joints of hull plates are double, treble or quadruple riveted. At one quarter of the vessel's
length,

The upper fender is at or near the upper deck and follows this deck from stem to stern. The lower fender at the lowest is near the water line point of sheer and is usually parallel

deck to reduce the resistance which would be considerable if their Fenders ends dragged in the water. of steel with hollow half round sec-

may be riveted to the hull (FigThe space between these ure 69-c). steel fenders and the hull may be
tion

empty or

filled

with cement.

from the shearing stresses

bow and
in

the
in

stern, the hull plating

are
sels

maximum,
it

so

that

large

ves-

is

common
row
of

additional

introduce an rivets in the hull

to
rivets
is

seams

at

these localities.

The
given
the

size
in

and spacing of
rules

riveting

published

by

American Bureau of Shipping.

Hull rivets usually have countersunk points on the outside, the rivet filling the hole in the plate and being The countersinking slightly convex. extends nearly through the plate. All rivet holes should be punched from the faying surface and slightly smaller than the rivet diameter. The holes should then be reamed to proper
size

for

the

rivet,

the

reaming

re-

46 The degree and period

in

The Design and Construction of Power Work Boats

of
rolling

the hull rivets will hold the structural

bar.

seaway may be considerably reduced by "bilge keels" which serve

a as a

Wooden

bilge keels

and fenders are

If the vessel's sheer line is continuous from bow to stern, the upper hull deck is made watertight ex-

paddle

surface in

the

direction

of
are

roll.

The
the

located

further these bilge keels from the center about

rolls,

usually through bolted to the vessel's frame and sometimes to clamps, stringers and bilge keelsons. (Fig.
69-a).
Steel

cept inside of deck houses which may be built upon it. This upper deck is

usually the
of

most strongly constructed

which
will

vessel

be their effect. served that they are far enough under the bilge curve not to project beyond the vertical hull sides and thus strike
docks,
etc.

greater Care must be ob-

the

fenders
to

and
single

bilge

keels

are

riveted

the

shell

plating

and
or

(Figure 70-b). When the continuous upper deck is not the main strength deck, the next deck below

them

all

may

be

of

bulb
e

angle
f).

it

constitutes

the

top

of

the

hull

tee angle

(Figure 69

and

They

proper.

Then

the hull sides between the

They must
is

also

be

far

enough up on the
outer edge
the
vessel's

bilge so that their not below the line of

be formed of a bulb plate connected to the hull by single or double angles or a tee bar (Figure 69 b and

may

bottom.

These

consid-

erations limit the width of bilge keels, whose construction is shown in cross

section by Figures 69 a-b-d-e-f and g. These keels are located at the mid-

Sometimes a plane plate is employed, the outer edge of which is re-enforced with a steel half round bar on one or both sides (Figure
d).

length and lie in a diagonal plane. They should coincide with the flow of the stream
dle

of

the vessel's

Large vessels have bilge keels formed of two flanged plates with a stiffening bar at their outer edge and the space between the plates filled
69-d).

second or "main" deck are lightened and merely serve as a shelter to the space between these two decks. Such a lightened upper deck is a "shelter," "shade," or "awning" deck and is found in vessels carrying cargo above the main deck. The freeboard of such vessels is considered from the second or main deck to the water
plane (Figure 70-a). Cargo vessels often have "deck erections" (Figure 70-c) where the hull
are extended above the main deck to produce a "forecastle," "poop" or "bridge." If these erections (sometimes called islands), are short, they do not assume the stresses set up in the hull by hogging or sagging on
sides

lines

so

that
to

they

do not introduce

with

yellow

pine

in

pitch

or

with

propulsion. Usually it is satisfactory to place the bilge keel in the plane of a bilge diagonal.

resistance

cement (Figures 69-g). Decks may be classified according

to their location as those
in

the hull

Their

one-third to of the vessel and the ends should be faired into the hull surface by a curve which gradually reduces their width.

length one-half that

is

from

Sometimes

bilge
in

keels

carry

away

(are torn loose)

heavy weather or

proper and those in the superstructure above the hull. Their number varies from one in small vessels, to eight in the largest. The names of decks vary with their location and the purpose which they serve, there never having been a standardization of the terms
It is becoming popular to number them in order, from the topmost down or the reverse. The confusion in naming decks forming

the

waves,
light

being

therefore
of

of

rela-

tively

construction.

When
the
hull

longer
length,

than

one-tenth
it

by striking a submerged obstacle. For this reason they are attached to

steel

applied.

however, strengthen their

the
hull

letter or

stresses

necessary to construction since are transmitted to

is

hulls with tapped

will

rivets

so that
in

their structure.

The depressed

spaces

no serious leakage
event.
If

occur

this

the bilge keels are formed of a plate attached to angles or tee bars, the rivet connections to the hull
are

part of the hull has not been serious as that concerning those

as
in

the

superstructure. Hull decks contribute

structural

stronger than those between the

keel
plate
if

bilge

and the
the
plate

connecting
is

strength to the vessel, while superstructure decks are merely light plat-

main deck included between the poop, bridge and forecastle, are termed "wells." Poop decks are sometimes only half of the normal deck height of eight feet above the main deck. Such lowered poops (Figure 70-d) are called
on
the

bar so that

torn

off

forms or shelters.

quarter decks.

CHAPTER
Decks
'LL decks exposed
er
to the

XI

for
sels.

Wooci and Steel Boats

The lowest
point of sheer is the midship section
steel

weath-

vessels
either

the

weather deck
in

is

of

should be properly drained and should afford a foothold when wet. The first of these

usually between and the stern.

IIoiv

wood and decks

steel

the

bare

or

hold are of covered with a

suitable material.

Sheer

Is

Determined
is

drainage pipes or "scuppers" in gutters or "waterways" around the deck margin and by the introduction of large openings or "freeing ports" in the bulwarks if the
results
is

obtained

by

fitting

Amount
(a)

of sheer
is

arbitrarily

de-

termined and
(b)

governed by

The type of vessel The appearance

vessel

has these. Rounding decks up athwartships is frequently resorted to for drainage

round up (called purposes. "camber" or "crown" of the deck) is a measure of the deck height at the center line above the level at the ship's side and a customary determination
thereof
is

The

Given a certain depth of hold it is apparent that the raised forward and after deck will result in greater freeboard, so that the decks will be
in water. rough dryer Double ended vessels such as ferry boats have a "reversed sheer," i. e., the deck is higher amidships than at

The thickness of deck planking and method of its installation depend upon the deck where fitted. If the deck is a part of the hull and contributes to the vessel's strength, and if the traffic on the deck is heavy so that excessive wear in the deck planking

may

be expected, the planks are

made

relatively

from two to four inches thick. The width of deck planks varies from 2J^
to

6 inches.

All decking should be laid with the grain of the wood vertical and wher-

one-quarter

the

ends.

inch per foot of deck width at each The deck is point in the length. then arched to the arc of a circle

f)

Straight sheer lines (Fig. 71-e and are becoming very common in
design.
(a)

vessel

which passes

through

the

points

at

tages are
tion,

each side of the deck and the raised center line. point on the vessel's
(Fig.
71-a.)

(b)

The principal advansimplicity of construcincreased depth of hold

a

ever planks rest on beams, plates or other structural members, the bearing surfaces should be painted before the planks are laid. The plank seams may be straightened parallel to the
longitudinal center line of the deck, or they may be curved parallel to the side of the deck. The outer boundary of deck plankis fitted with a wide "margin plank" against which the deck planks are butted with "nibbed" ends at the bow and stern or where curved deck openings cut the plank seams at an acute angle. (Fig. 72-a and b.) Planks laid parallel to the deck side have a wide "kifig plank" on the center line against which the plank ends are nibbed over wooden butt blocks fitted underneath.

amidships
the

for

given

freeboard

at

bow and

the stern.

Naval

vessels,

Instead of this rounded form, the decks may be sloped on each side of the center line where a circle joining the sloped sides eliminates the sharp ridge which would otherwise appear.
(Fig.
71-b.)

power yachts and the famous English "turret deck" ships first employed straight sheers.

ing

There are three methods of adapting this

is

applicable
in

The first design to vessels. to small vessels operchoppy water where more is needed forward than aft.

Since a vessel is very seldom on an "even keel" that is perfectly upright, and because even with cambered decks the water does not drain
well

ating

freeboard

The deck is pitched as in (Fig. 71-e) and the degree of rise varies from one
foot for every 25 feet of length, to one foot in SO feet of leng*h. larger pitch applies to shorter
sels.

when

decks
ships.

may

the vessel be perfectly

71-c.)

is

listed,

the

(Fig.

athwartThis avoids the

flat

down The
ves-

expense of sawing or bending wooden or steel deck beams and affords a deck which is satisfactory for all
practical

Material Used for Decks

If

the

profile

of
is

the

vessel

with

sheer lines the deck

71-f)
at

purposes.

and
18

horizontal (Fig. a forecastle is constructed

"Sheer" is the upward curve of the decks at the bow and stern of a
vessel and
is

the bow.

This forecastle
to

may

be

from

inches

eight

feet

above

common

to

most

vessels.

The lowest

point of the curve showing the deck elevation is called the "lowest point of sheer" and is located amidships or else between the midship section and the stern. (Fig. 71The heights of the forward and d.)
after

the main deck. The low forecastles are used in small boats and the ones
of

maximum
If

height
of

in

the

profile

larger vessela the vessel with

deck

end"

above

the

lowest
"rise

straight sheer appear inferior to that with curved, the bulwark rail may be curved as in (Fig. 71-g) and the deck made straight.

Yellow pine, white pine, teak, mahogany, oak or fir are the woods used for Of these the decking. pines and fir are most general in commercial vessels. Oak is sometimes used for margin or king planks. Teak and mahogany are employed in yacht work. The lumber should be close grained, free from knots, checks and other defects and well seasoned. Planks should be planed smooth on all four
sides, the vertical

edges being slightly

point of sheer are called the of sheer forward" and "rise of

aft,"
is

Wooden Decks
decks are most frequently employed in all types of vessels, mainly because of the good foothold which they afford when wet. In many

sheer sheer
at

respectively. the greater at

The

rise

of

Wooden

bevelled to allow for calking. Planks up to 1^ inch thick blind nailed or screwed to the

may

be

wooden

bow
in

than
of

the
is

stern,

while
in

the

greater

small

degree than

sheer
large

ves-

deck beams, screw heads being countersunk and plugged with wood. Light wooden decks on steel beams or

47

4S

The Design and Construction of Power Work Boats

L
Canttr)

Circular Arc

6fr<itjht

Lint

..

Fhf Deck.

La)

(cj

f?i6* fif

SJifor FhruiarJ

Hue Ofihnr AffAft-

DecJe

tanUr

^X

V Fr0et>card

J/of>td /iff: 2

Lej

Sfrat^h't L/n4

Decks for
up the bulkheads.
ing

Wood

and Steel Boats

to

49
which a cement or bituminous compound is laid as a substitute for wood. Decks planked with wood may have their beams fitted on alternate frames, the timber being stiff enough to support itself over the intervening span Steel plated or with ordinary loads. cemented decks should have beams on

down

the

pers

should

This permits washDrainage scupalways be installed in

deck.
spaces.
(Fig.

beams
plating

and
is

riveted

them.
10.2

The
pounds

7.6

pounds to

cemented or
Cockpit

tiled

inch) per square foot (3/16 inch to in small vessels such as tugs and has

floors
level

73-h)

are

be-

an

overhang

low the

of

the

main deck and

bars as
74-d).
as

are not usually fitted in vessels more feet than 65 They should long. always be at least six inches above the

formed by two angle shown or by a channel (Fig. Sometimes no overhang is

the
Fig.

introduced,
plain
in

house
74- (1)

margin
or

being having the

load

water

line

so

that

the

sea

water can drain freely through scupshould be shipped. pers if waves Such cockpits are termed "self bailSometimes ball or flap check ing."
valves

house side plating extended up to form a waterway. (Fig. 74-m.) The house top plating in large vessels may

every frame. A wide heavy "stringer plate" forms a marginal girder for all decks in steel vessels and is connected to the shell

are

fitted

in

the

scupper

pipes
(<Z;

and these prevent the sea water from flooding the cockpit by washing back A waterthrough the drain pipes.
tight

base

board

is

installed

all

around the edges of cockpit floors to a height of from six to twelve inches, while tongue and groove vertical ceiling sheaths the sides to the main deck. ing
of

cockpits up

deep
the
5i'9^c.)

coamcockpit
fCJ

extends

all

around
(Fig.

at the

main deck.

Decks Steel
Steel vessels' decks

Vessels

m '!:/^i;^m'/^m^^:;=iimfmf^,

M
VlifiW/^yK^??M'^^/^X^A>J'X

may be wooden planking on steel beams, steel plating on steel beams or composition cement material on light steel plating.
In
of
(Fig.

74-a

to

c)

the

construction

top with tongue and groove planks nailed to wooden battens which
are
fitted

on house

superstructure decks and decks is house tops are shown. (a)

(f)

in

the

bosom

of

the

steel

beam

angles. These angles have their at their lower horizontal flanges edges and are riveted to margin

r^
^mss

around the upper deck house and coaming. The wooden beam strips
plates

are

side

bolted

to

the

vertical

steel

beam flange with countersunk bolts. The house top overhangs the side
and end house bulkheads and a continuous
the

molding angle is clipped to overhung beam ends. A margin plank extends around the deck edge and the canvas covering is lead
flashed to
it.

The scuppers

are close

margin plank and their pipes pass through the overhang to the deck below. shows a house top Fig. 74-(b) which overhangs to the vessel's side, forming a shelter to the deck below. The beams of the lower deck house are similar to those in 74-(a) and
against
the

I
FIG.

73 CROSS-SECTION OP WOODEN DECK CONSTRUCTION

plating

terminate

in

steel

which
angle
of
this

is

riveted
a

through
plate.

stringer plate a stringer

covered with wood planking or a composition deck cement (Fig. 74-e). Half round steel molding bars are usually riveted at deck edges for apbe

by

a
(f)

continuous

angle (Fig. 74 decks where

and (g).) the frames

plate,
is

stringer In lower

through the
tinuous
side

stringer

pass up the confitted in-

to

sheer

Stanchions

pipe,

solid

round bars, angles or

steel shapes support deck girder from the Three alternative con-

other

structural

marginal
below.
of

deck

structions

the

margin
a
steel

girder

are

shown.
house with light plating joggled over
Fig.
74- (c)
is

top
steel

pearances as shown in the figures. Hull decks exposed to the weather in steel vessels are more strongly built than the superstructure decks. They may be composed of steel beams partially plated over and covered with wood planking; of steel beams covered with steel plating; or of steel beams covered with light plating on

stringer

angle
a

the

reverse

frames and frame or to

riveted
clip

to

the the

on

these are of bulb angle. Intercostal clips join 74-h.) (Fig. the edge of such stringer plates to

frames

if

the

shell

tween

frames

plating and the space beoutside of the conis

tinuous stringer angle

filled

with a

50

The Design and Construction of Poiver Work Boats

Frame

haffen

'oeJ<:.

'Cunt Beam 6.

T?e.moveD Toihoui

Wood teck-VCpt^^^ 5teeu

Sefims.

^Anchor
Clip.

ie)

ircEL Oeckt-'Fi-OTCD.
FIG. FIG.

I)c/it

T/a^f

Ce/7/'ni:i

75 CONSTRUCTION

OF

CEILINGS

AND

74 CONSTRUCTION OF DECKS OF STEEL VESSELS

used
it

DOUBLE BOTTOMS
specified
in

wood block, cement or a forged or a cast shoe of angle section. Tie plates from six to eight inches
wide are fitted under the deck planking and serve to connect the deck

should

be
in
is

to

the
in

Steel

weather
is

decks

consistency

employed
to

the

street

while

the paint

sanded are wet to provide a

paving of cities which the vessel

will

the

locality

footing.

operate.

This

insure

and ends. Margin plates are around all deck openings to take the planking ends and to re-enforce
sides
fitted

against weather.

good wear and provide undue softening in warm

clips

Watertight lower decks are fitted over deep tank tops and are completely plated over with steel beams Where side deck on every frame.

Bonding
bolted
plating

of

flat

metal
the
the

are

the locally
74-n.)
fit

weakened

structure.

The deck planks

all

are

(Fig. cut to

or

spot welded to before putting on

deck deck

margins butt against the hull plating or steel bulkheads pass through them,
continuous the around frames and the bulkhead stiffeners It may be necessary, (Fig. 74-i). particularly if the hull has a slope as at the stern, to cut the frames or the bulkhead stiffeners and bracket them above and below the deck (Fig. 74In this case a continuous mark). gin angle passes all around the deck and the frame; brackets are cut to These brackets are clear this angle. at least three times the depth of the
it

is

deck plates and are bolted to the deck beams as in the case of
over

wooden

vessels.

The thickness covering (Fig. 74-p). deck of covering ,is composition from one to two and one-half inches.

stapled

necessary margin

to

fit

angle

Covering for Steel Decks

A
n)

is

waterway angle fitted from 9

(Fig.
to

74-f

and
In

12

inches
CeihViq

inboard of the stringer angle against the margin plank or the composition deck covering. The object of fitting planking or other deck covering over steel decks is to afford a secure foothold when the decks are wet.

Veael

Asphalt ous patent compositions

stituted

cement mortar or numer-

may
If

be subis

for

planking.

asphalt

FIG.

75 CONSTRUCTION OF CEILINGS

or stiflfener angles to which they are fastened and have their inner edges flanged. All steel deck beams except those

frame

Decks for
abaft
sterns)

Wood

and Steel Boats

contribute ing

51
timbers are fitted between the frames where the ceiling joins the hull sides and "cargo battens" are installed inside the vertical side framing and on the bulkhead stiffeners in package or miscellaneous cargo holds. These battens may be in built up sections bolted to the reverse frames, in single strips bolted to the reverse

the

transom

(in

overhung

bilges.

The planks do not

in

The extend athwartships. beam at the frame to which the sternpost is connected is called the transom beam. Aft of this the beams radiate (Fig. 74-n and o) to coincide with the cant frames previously described.

strength

steel

vessels

and

are

If dry bulk about two inches thick. cargo such as grain or coal is carried, the ceiling should be "dust tight"

These

"cant

beams"

are

by building it of two thicknesses of one inch planks with the seams staggered. Where keelsoms project above
tops in single bottomed vessels, it is necessary to fit padding timbers to protect the structure and
the
floor

bracketed to the transom beam and to the cant frames. In cargo holds it is necessary to prevent package freight or bulk solids

frames or
battens
in

in

single

strips

supported

by "batten hooks" (Fig.

steel

7S-b).

Cargo

from
floors

vertical the getting between and keelsons of the ship's

cargo from damage. Ceiling on double bottoms is raised some two inches above the inner bot-

ships

longitudinally

framed are

fitted vertically (Fig. 7S-d).

The battens

bottom.
a

This

is

done

by

building

tom

plates

wooden platform called a "ceiling" on the floor tops (Fig. 75-a). Ceiling timbers are framed together in sections which can be removed for inspecting,

timbers

by "sleepers" of 2x4 which extend athwartships

are usually IJ^x 4-inch timbers spaced about 6 inches on centers. Large wooden vessels have perma-

and are spaced about four feet apart. This is to permit moisture on the inner bottom to drain the bilges
without

vessels

nent ceiling inside the frames. have no ceiling, the

Tank
liquid

cleaning

or

painting

the

damaging

the

cargo.

Fill-

occupying all tween the framing.

cargo

the

spaces

be-

52

The Design and Constniction of Po7ver Work Boats

ONE OF THE FAMOUS "AKK MODEL" FISHING BOATS BUILT AND OPERATED BY THE SOUTHWEST FISH COMPANY OF VERMILION, OHIO

CHAPTER
Constructing tne
houses arc usually fitted above the hull proper to prohouse.

XII

Deck House
the
service
in.

OECK
vide
ally

living

or

operating

ac-

commodations.

They are usu-

of wood in wooden vessels and of wood or of steel in steel vessels. The structure is made as light as possible without being too weak to withstand
the

No gain is experienced by rounded house ends particularly in low speed vessels, and it is becoming customary to make the house front straight with rounded corners. This affords more room in the house and simplifies construction.
Deck house
to the

engage
a certain
ley,

which the vessel is to For example, although

of staterooms,
gal-

number

sides

may

be

parallel

rough

seas

or

to

support

other

houses,
in

lifeboats,

etc.,

which

may be
is

tance

upper hull deck side, at a disin from the rail sufficient to

above them.

This light construction

afford a

order not to raise the vessel's center

of gravity by the presence of excessive topside weights, for if made too heavy,
especially
in

passage 24 inches wide

to
five

This

passageway beside the house. is from 18 inches to in small boats and up

or
six feet
in

engine room and toilet spaces could be placed in one deck house on the upper deck, there must be a passage outside the house on each side of the vesor a large hatch may be resel, These quired on the forward deck. factors will limit the width and forward ending of the house.

messroom,

upper

Then perhaps

mast with a heavy

large

boats.

small
the

vessels
vessel

with

large

deck

erections,

would

be

rendered unstable.

The house
sheer
line

of

tops usually the upper

follow the
hull

being

sheered
flat

and
as

cambered
previously
are

deck, or

straight and scribed under

de-

"decks."

The forward
sometimes

Sometimes the house side is straight and parallel to the longitudinal center line, but unless the vessel has a long middle body, care must be taken not to reduce the interior house room too greatly. It may be posforward house sible to build the sides straight and parallel, tapering
the
after sides

hoisting winch may be needed forward, further affecting the forward end of the house. If the vessel is to tow astern, heavy towing bitts must be placed on deck behind the deck house. These bitts should

boom and

be

located
as

as

far

forward

of

the

stern
affect

end

of

deck

houses

perpendicular to the sheer line at that point or else they are at an angle
half

passage at

keep the outside nearly a constant width.

to

steering the

possible to permit of while This towing.

after

easy
will

end

of

the

deck

house.

way between

a vertical

line

and

Height of Deck Houses

Wooden Deck Houses

houses,

one perpendicular to the sheer at the point where their lower edge strikes the deck (Fig. 76-a). The after ends of deck houses are usually vertical.

The

usual

height

of

deck

Figure
elevation

76-d
of

is

cross

sectional

For

structuial

simplicity,

particularly

measured from the top of the planking under foot to the top of the planking overhead, is from seven to feet. Sometimes in shallow eight
draft river vessels the height than this, as much as 10 or
is

typical

wooden deck

house
"sill"

side.
is

with straight sheers, the forward and after deck house ends may be square
to
this

more
feet.

12

curely planking, the bolts the beams of the

The lower coaming or heavy timber and is sebolted on top of the deck
of

passing througli deck below. A

the
will

deck.

Another
discussed

be

reason for under "doors

and windows."

Pilot houses are usually higher than other deck houses which may be abaft them on the same deck. This

Deck Houses Generally Rounded

In plan view the forward and after

permits of placing
in

the

after

above
houses,
astern.

the

transom windows end of the pilot house top of the other deck
the

stopwater of flannel dipped in thick white lead should fit between the sill log and the deck planking to prevent leakage under the house sides into the cabin. In Fig. 76-t the house is a trunk built over a deck opening
to

deck

ends may be straight across the deck and joined to the house sides with a radius of from nine to This is eighteen inches.
nearly always done at the after end, but the forward end, particularly of

house

so

helmsman
floors

can
are

see

and
the

the

sill

is

bolted

directly

Pilot house

raised

above the normal deck level to enable the wheelman to see through these windows and close down over
the bow.

houses is more often rounded. In lower deck houses the rounded forward end is laid in by taking a radius equal to the forward width of the deck house. An arc is drawn with
pilot
this

radius,
is

its

center

being on

the

Small boats may not have sufficient depth of hold to permit the machinery to be entirely below the In this case head upper hull deck. room and ventilation are obtained by building a low deck house or "trunk"

supports the Here the deck planking is fitted close beside the outer edge of the sill and the seam thus formed is calked in the same way as for the other deck seams.
carling cut beam ends.

which

frame work of vertical stanchions erected on the sill. These stanchions are from two to four inches molded and usually four-inch sided,
is

vessel's longitudinal center line.

This

whose
feet

arc

by one equal

then joined to the house sides to one-quarter or onethird of the forward house width. Pilot house fronts may also be drawn

height is from two to four above the upper hull deck.

in

The
house
close

and width of deck length a given boat is determined

it

having their lower ends notched into the sill and their upper ends into the "cap" or upper coaming timber. The vertical stanchions are spaced

from
the
is

two
height

to

by the accommodations
as

must endeck

of

three the
fit

feet

apart.
sills,

At
it

window

in this

way
is

diameter

or by a semi-circle whose the width of the pilot

well

as

the
is

external

common

to

horizontal

strut

arrangement

which

influenced

by

timbers

between

stanchions

and

53

54

The Design and Conslniction of Pinvcr Work Boats

upper
molding,
is

notched
fitted.

beams
quarter
stituted

often

around the Sometimes a

strip
is

molding. Care should be taken that the seams of inner and outer sheathing
planks are parallel to the edges of doors and windows. All sheathing should be blind nailed to the stud'iherr.

round molding for this upper

sub-

dings and

hammer marks

should not

^ Deck

Home iide

show.
in a deck house sometimes panelled but only in saloons of passenger boats. Usually
is
it

TmraJlel it JAeer er i~o Cente r kune-

The deck overhead

/Trunk-

JT

is

sufficient to finish the

under side

(c)

of the house top planking in a

smooth and neat manner. Deck beams are sometimes boxed in with light sheathing to make them appear massive.

Where
render
it

considerations
desirable
to

of

draft

eliminate

un-

necessary structural weight, the inside sheathing is omitted entirely or

is

composed
This

of

board.
terial is

compressed
tfe-inch to

composition pulp
-fV-inch
it

wall

mathick
will

from

Oufer

dMeolfmje

and should be treated so that

Coantjfi^
>fii/iA

Or s;/r

not absorb moisture. It is obtained in sheets from three to five feet wide and should be carefully fitted.

Sfc^ueiir

Molding
inch

strips

of
2

thick

by

to

stained wood, 544 inches wide

ih
.

Coemine r/aTe

Coam/ne'P^'^*

should fit over the joints and the intermediate Wallboard nailings. should be nailed at not more than 6-inch intervals along the edges and intermediate rows of nails should be not over 18 to 20 inches apart so that buckling will not ensue.
Pilot

Oeek-P/tre.

Houses

of

Wood
in

Wooden
fitted
i-lG.

deck houses are sometimes

steel vessels

on

as

the

case

7G CONTOUR AND CONSTRUCTION OF WOODEN DECK HOUSES

mercial
vessels
is

sometimes
built

diagonal brace logs are into the house framing. The cap is above the tops of

usually

pine

al-

houses or of light deck houses in shallow draft steamers. Pilot houses of wood are to minimize
of
pilot

or other hard mahogany woods are still employed in yachts,

though

the

effect

of

window frames and may be under the house top beams with filling
blocks between them, or may be at the ends of the beams. Various wood house tops have been considered under "decks" in Chapter XI.

especially

for

the

inside

sheathing.

the compass needle. in a radius of IS

surrounding steel on All metal withfeet

from

the
to

Formerly the sheathing was panelled,

but
it

compass should be
render
the

non-magnetic
in

is

now

usually of tongue

and
fl-

grooved planks.

The

outside

sheathing

is

from

Long steel holding down bolts are passed from the upper side of the cap to the under side of the beams or cartings on the deck below. These rods are from J^-inch to ^-inch in diameter with nuts over washers on The their upper and lower ends. rod spacing is from six to eight feet and they should be located close to a heavy stanchion so that when tightened up they will not cause a spring in the cap or carling.

inch to J^-inch thick, the planks run horizontally and the whole is usually

less reading marked. Even with this precaution a steel vessel which pursues a fixed course for a considerable period, or

error

A half round painted a light color. molding may be fitted at the level of
the

which lies at a dock, will become polarized by the earth's magnetic lines of force, so that the vessel itself is
one large magnet which
the
will act

window

sills.

Inside sheathing is panelled in passenger vessels but it is becoming more

compass needle
affect

nets

each

just as In other.

upon two magorder to

usual

to

make
The
is

it

of

V"

chamfered

tongue
sheathing and the
stained.

and

groove
from
is

vertically.

planks built in thickness of inside

J^-inch
to

overcome this source of error in the compass reading, compensating magnets

are
fitted

in

^-inch

which
ship
If
is

carries

the

finish

natural

wood

or

"swung
around

How

Sheathing

is

Fastened
is

Deck house sheathing

fastened

outside and also usually inside of the The material used in comframing.

"wash board" or lower molding plank from four to six inches high and ^-inch thick extends around the inside of deck house sheathing and partition bulkheads
as
in

turned
the
are

stand the at her anchorage" or from time to time.

the

binnacle

compass

and

modern gyroscopic compasses

these troubles
are

used,

avoided.

houses are often made of steel regardless of the above discussion,

Pilot
for

Fig.

76-d.

similar

purposes

of

strength

and

be-

Constructing the Deck

cause of the crease in error
ship
is is

House
The upper coaming
7.6

55
plate
is

relatively

slight

in-

between the upper and lower coaming plates and is stiffened by vertical angle bars bracketed at their tops

from
foot

when
and

the rest of the

to

10.2

pounds

steel

when

the

comat-

pass

properly
to.

constructed

and

and
ally

sometimes
j4-inch
to
10.2

at

their

bottoms.

tended
Fig.

The lower coaming

shows the attachment of
ing

76-f

house to a steel pilot Observe the deck plate to which the house sill is bolted and also the firring strips on the steel deck beams to which the light decking inside of the house is nailed. The lower deck house or "texas"
a

wooden

from

plate is usuiV-inch thick (weighto 12.8 pounds per

deck.

Its height above the square foot). deck beams is from 9 \o 12 inches, so that it need not be cut where doors are fitted but the door sills

rest

of

shallow

draft

river

vessel

is

on its upper edge. The lower coaming angle is of the same thickness as the lower coaming plate. The
vertical

sometimes attached to a vertical steel coaming plate as in Fig. 76-g. Here the coaming plate is riveted to a deck plate by a coaming angle and the sill timber is bolted on an inverted angle bar several inches below the The outer top of the coaming plate.
sheathing should cover the top of the

enough

flange of this angle is to project above the

deep deck

from 6 to 9 The upper coaming angle is of the same thickness and has flanges from 2^ inches by 2J/2 inches to 3 inches by 3 inches, single riveted to the coamThe ing plate and the house top. tops of window and door frames fit against the lower edge of the upper coaming plate. The intermediate house side plating weighs from 5.1 to 7.6 pounds per square foot (from i/^-inch to -ft-inch and is cut out where winthick) dows and doors are fitted. Someand
times
this

per square inches high.

planking, being from 2J4 to 3j4 inches high and secured to the coaming
plate

plating

extends

to

the

house
plate
is

top

and

no

upper
exterior

coaming

deck
angle
or
tie

by a single row of rivets. The flange of this lower coaming

is

coaming
be

plate

and

fitted for sightlines as

molding strip shown. The

single riveted to the deck plating and is from 2^/2 to 3 inches wide. The tie plate is from 8 to IS inches wide and weighs

of the be flush with butt straps fitted to the seams on the inside (Fig. 77-c) or it may present a paneled appearance by fitting these butt straps on the outside of the
fitted.

The

house side plating

may

extreme after end of the "texas" is exposed to constant splashing from the stern wheel and is therefore made This can be done either watertight.
with two thicknesses of closely fitted tongue and groove planking running at right angles to each other, or by making the bulkhead of light sheet steel or galvanized corrugated steel.
Steel

from
foot.

7.6

to

10.2

pounds per square

seams between the upper and lower coaming plates (Fig. 77-a and b).

h-^'-lf^

Houses for Tugs

Deckhouses of steel are sometimes on wooden vessels such as tugs which navigate rough waters.
fitted

r^
i^J

{<^J

The
in

lower attachment of house to the wooden deck

Fig.

such
is

a
'Vertical

shown
lower

Bo-tt

itrvf

76-h

where
is

tlie

steel

6f,^finer^^

coaming

plate

bolted
log.

sidewise

through a heavy

sill

The lower

coaming angle is riveted to the coaming plate and secured to the deck by bolts with countersunk heads which pass vertically through the sill A canlog and deck beams below.
vas
or

Arxjie

t
i

stopwater dipped
red
lead
is

in

thick

white
the
to
i!

inserted

between
sill

fT
(

coaming

angle

and

the

log
is

prevent leakage.

An
in

alternative construction

given

in which a steel deck on the beams under the deck planks. This plate is through bolted to the deck beams and the lower house coaming angle is riveted to it and to the lower coaming plate Steel houses in steel vessels (Fig. 77-a, b and c) have their side and end bulkheads composed of: A lower coaming piate which is 1. secured to the deck plating or to a tie plate under the deck planking by a lower coaming angle. 2. An upper coaming plate which fastens to the house top with an upper coaming angle in one of the

Fig.
is

76-k

plate

fitted

^uuu
of C") f*''^

zih

Uanqiiodina

Vieui

of

tie)

frtm
OiXtiide sf-Houif.

ways already described. 3. House side plating

which

fits

FIG.

77 CO.NSTRUCTION DETAILS OF STEKL HOUSES

56

The Design and Construction of Poiver Work Boats

plate

Doors are of the same material as bulkheads through which they afford a passage, except that somethe

may

be

"bumped"
closed

out
the

as

an

or

by

electric

motors.

Sometimes
so
in

alternative.
is

When
by

door

times wooden doors are bulkheads. Watertight

usually
of
steel

fitted in

steel

doors
are
fitted

are
to
ar-

and

watertight

bulkheads.

They

are

ranged to hinge and clamp shut with dogs or to slide vertically or horizontally.

"dogs" which clamp door on the wedges plate with handles on each side of the The bolt about bulkhead as shown. which the dogs pivot, passes through a bronze bushing and has a nut on
held
tight

over

bronze

is attached releasing device the door may drop quickly of accident.

that

case

The

hinged

watertight

most common in tugs commercial power boats.

Interior
Interior

door is and other

one end to permit removal.

doors watertight in are most frequently used large vessels and may be operated from the
Vertical
sliding

Doors
joiner

doors

hinged door on a steel bulkhead.

Fig.
is is

78-a

watertight

through
to

bulk-'
in

The door

heads
;ind ier

are

similar

those

used
of

inches wide by opening 5 feet 6 inches high and has rounded corners to prevent weakness at these
2 feet

building

construction,

being
are

wood
hcav and

deck
slide

above
in

or

from

below.

They

panelled.

They
of

usually
fitted.

cast

steel

points.
is

continuous
to

forged

frame

the

bulkhead
bear

angle "arch" or

riveted

around the opening make up for the

"arch"

on and have wedges

against
castings the

to guides riveted each side of the

than
be

doors

buildings

should
times

carefully

Someare

which
the

on the door sloped flanges on

horizontal

sliding
is

doors
this

used
as
in

where

space

restricted,

such
is

strength lost by cutting out the bulkhead plating. This frame angle bears against a rubber gasket on the door, the gasket being secured to the door fasplate by rabbeted steel strips

machine with tened composition The door plate is stiffened screws. by an angle around the edge or the

the and force bulkhead when closed. The door may be raised and lowered by means of a pinion and rack or by a threaded spindle passing through a fixed nut on the door.

guide

staterooms,
satisfactory

but
in

type

door

against

not

practice

since

difficulty
if

in opening or closing arises the door leaves the guide runners.

Deck
steel

The

house doors sometimes are

upper
bolt

of
in

wood
halves

or so

rack

shaft

or

the

spindle

are

that

the

turned by an endless chain on a sheave

part

may be opened
and
the
sliding

for

ventilation.

The upper and lower

lock
bolt

halves
is

together

on

the the

lower half.

lower halves upper and of such doors together. Pilot house doors may have glass fitted in the
holds

{<^J
i

upper
the

half,

but
will

if

care

is

not

taken

V
Section /)-/)

glass

be

broken
offers

frequently.

Wired
this

plate

glass

solution

of

difficulty.

Deck house doors have their upper and lower edges parallel to the sheer and their sides vertical. This custom renders doors very expensive unless the sheer is a straight line when
all

doors are similar.

Occasionally
it

is

necessary
for

to

fit

bulkhead
in

in

passages
case
is

strength

only,

which

the

bulkhead

passage through afforded by an open

"arch"

re-enforced
is

by
sides

bounding
the
hull

(k)

angle and the door

omitted.

Openings
are for
light

in

the

of

called

"ports"

and
or

are
for

employed
furnishing

loading

cargo

and

air to

the living spaces.

fitted

en
as

Cargo ports are not vessels and should

possible
in
steel

in

woodsmall
the

be
ones,

as

that

hull

strength may not be seriously reduced. Coastwise vessels with "well"

i_r

(<d)

decks have large swinging ports at the sides of the wells. These are not com-

mon

to

power
side

vessels

and

will

not be

studied.

Small
as
I

ports
the

often

also

serve

doors
large

to

in

upper between decks and are in halves vessels

with
tion.

They
and

deadlight in the upper porare held watertight by or a

strongbacks
Kia.

by

dogs
is

78 WATKl! TIGHT DOORS,

.\I1!

POUTS AND DEAD LIGHTS

edges

gasket

fitted

around on

tlie

the

Constructing the Deck

rim

House
spaces

57
This

which

bears

against
type

the
is

angle

and
apart.

preferably

three

frame

danger
of
the

was

formerly

reduced
outshutters

framing

arch.
in

This

seldom

by
side

fitting

wooden storm
windows.
taken

shutters

employed

power boat construction.

Stock air ports are carried by most ship chandlers and can be selected from
their

The
and

could

be

down
the

stowed
of

Co)istruction of Air Ports

catalogs.

Fixed
Air
a
ports
(Fig.

78-b)
plate
in

consist

of

ports

or

"side

lights"

admit

light

circular

glass
is

a a

metal
casting

are
in

frame
riveted
glass
thick,

which
or
is

hinged
to

to

only to spaces in the hull which near the water line or are placed The steel doors of deck houses.
glass
is

away. "wired needed

terial.

Since
plate
if

introduction
shutters

glass,"

are
this

not

the

panes
is

are

of

ma-

The

glass

woven
in

bolted

the

hull.

The
J^-inch

circular
fraiTie

in

from

.>^-inch

to

of
to

The

size

depending of an

upon
airport

the
is

diameter.

bolted

which is the hull and does not hinge

bronze

watertight riveted or

the

mesh in wire same way as re-enforced

It

poured with a and acts it,

condirect
Pilot

crete.

will

shatter

under
fall

expressed
glass

open.

blow but does not house doors should be

glass
in
all

out.

fitted

with wired
into

by the clear diameter of the and ranges from 6 inches in

Air

ports
pipes

and
are
will

fixed

ports

near

the

cases.

small

hawse
bars

boats to

18

inches in large vessels.

in

or

as

by steel protected under be studied

Drop
a

windows
sheathing.

when

open,

fit

pocket
the

between the inner and outer

The rim
is

which the glass

polished

is

fixed

"anchor handling."

house
in

A
so
sill

recessed

grip

usually

of

brass

or

com-

Wire Glass for Windozvs

top

of

the
sill

sash
the

should

pro-

position
cast
steel
is

metal,
is

although galvanized The sometimes used.

to

ject

above the
raised.

Windows

of

the

drop

or
in
is

glass

secured
brass
ring

the

rim

circular

of
is

cross

section

which

quarter held in
the

by a round
place
is

are commonly fitted type houses. Their advantage

hinged deck
in

be

The
a

hinged
to

cover over

the

window can form a window pocket,

may

the

present

increased

light

and

ventilation

which

The
per drain

by

small

machine
introduced

screws.

Cement

they
liable

afford,
to

although

they
in

are

more
seas.

appearance. pocket is lined with sheet copor galvanized sheet iron with a
pleasing
to

usually

between
cover
the
the

glass

breakage

rough

the

outer

deck.

The

sash

and the rim to prevent leakage.

times
light"

Some"dead-

a
is

cast

metal
of

or

hinged
inside

over

glass

rim

on
is

the

vessel.

This
to to

usually

the
close

deck
the

hinged up overhead.
in

and
Its

hooked
use
the
is

becomes

port hole broken.

case

glass
is

rubber

gasket

packed into a groove around the edge of the deadlight cover and a similar
gasket
is is

on the

frame casting which

on
the

riveted to the hull.

Circular

ridges

glass

rim
port
is

bear
is

on
closed

these

gaskets

when
the

the

and
the

when
the
vessel.

cover

down
water
are
of
eyebolts

and
into

prevent

entrance

of

Three
the

hinged
nuts

provided
spaced
port

with

butterfly

equally

around

edge

the

into

lugs

and the cover and swing on the rim of these. The

held
tight

ports

are

against

the

hull

by

screwing
is

down
the

gasket

fitted

frame
while
securely

and
a
to

on the nuts. A between the airport hull on the outside,

this

ring
the

over

gasket

fits

frame.

The

frame
of of

from the casting passes the inner sheathing to the

the
hull

inside

outside

planking

or

plating.

Usually
the
hull

square

wooden frame surrounds

on
the
inside

airports

of

the

in and wooden vessels this large frame should be bevelled to afford

maximum
because
the
hull.

light

diffusion.

This

is

of

the

excessive

thickness

of

Air ports should be spaced midway between the frames which should not
be
cut
in
fitting

the

ports.

Care
air

should
ports

be
in

taken
the
hull

not

to

locate

closer

than

two

FIO.

79 CONSTIiUCTION OF

niN(ilCI)

WI.NIIOWS

AND SKYM(;I1TS

58

The Design and Construction of Pozver Work Boats

the

skylight
in

coaming
Steel

and is lashed heavy weather.

(Fig.
in

to

the

79-e) usually the sash. The steel coaming is riveted to a plate top which is cut out in way of the hinged sashes, the opening being sur-

skylights

have circular ports

rounded by an angle
of to

bar.

the

sash

minimize

strip

a rubber or "gasket" extends around the

flanged leakage and

are

The cages downward

edges. Light metal strips screwed to the sash secure the gasket. StiflF-

ening
the
lights.

angles

or

tee

bars
of
is

coaming

and
is

tops

re-enforce the sky-

The coaming

riveted to an

angle bar and

of deck

clipped to the ends

C.

WASHINGTON COLYEB, ROCKAWAY BEACH EXCURSION BOAT

7^4 * 9" Automatic, carries and two bands

This

craft

powered with a 6-cyl.,

200 passengers and

is

operated

by

captain

slides

in

groove
the

in

the

sides

of

the

frame
over
a

and

bottom
(Fig.

pushes
79-a).
slide

out
Pilot

ridge.

house
vertical

windows
brass

sometimes
(Fig.

on

and may be opened or closed from within by means of a lifting gear. The covers are hinged at the center and the frames must be watertight.

beams Vv-hich have been cut. margin plate surrounds the skylight opening and is riveted to the beams and the coaming angle. In small skylights through which it is not necessary to remove machinery or fittings, the deck beams extend

across

the

opening
of

to

maintain
deck.

the

necessary

strength

the

rods

79-b).

Win-

at house corners are sometimes installed, but should be avoided if possible because of the cost of the special panes and

dows

with

curved

panes

How
Wooden

Skylights

Are
have

Fitted

skylights

wooden

sash.

Hinged windows
the

(Fig.

79-c)

have

upper part of the .'ash in two sections hinged together. There is a deep channel at the top of the frame with clearance enough for vhe sash to raise over the ridge on the

A hook hinging open. on the house beams keeps the window open. Hinged windows are mostly fitted in the bunk cabins of small vessels or in the after ena of pilot houses which are raised above the deck house enough to permit the
sill

before

coaming bolted to the carlings and end beams of the skylight opening. Engine room skylights should be portable to permit removing machinor renewal. ery for shop repairs The gabled skylight ends are connected at the tops by a heavy ridge timber to which the hinges are A drainage groove fits all screwed. around the edge of the sashes to
prevent drip into the cabin below. This groove drains to the deck at the ends of ridge timber and at the Unless the sides of the sashes. light panes are of wire glass it is necesary to fit a metal grid over

Skylight lifting gear (Fig. 79-e) be of several diflferent types but a usual one consists of a vertical shaft having a handwheei which can be turned from within the cabin. One or more bearings support this

may

shaft
to

and
is

its

the
at

light

point from desired to

the a

length varies according which the skyA be opened.

worm
tical

upper end of
a

this

ver-

shaft
to

actuates

worm wheel
shaft.

keyed

horizontal

worm and wormwheel may

more

or

The may

not be enclosed in a casing (Fig. 79-e). The horizontal shaft has one or
levers keyed to it at one end and pinned to the lower end of a corresponding number of links as shown. The upper ends of the links are pinned to bearings on the skylight

helmsman
Skylights
steel

to

see

astern.
(Fig.

them
79-d)

for

protection
objects.
fits

of

wood

or

by
or

falling

(Fig.

79-e)

usually

hinge

up

"tarpaulin"

breakage A canvas cover completely over

againt

shutters so that rotation of the

by means of the worm, wormwheel and horizontal shaft, will raise The or lower the skylight shutters. wormwheel acts as a lock on the
levers

worm
the

for

any amount of opening of

skylights

skylight.

Some
quadrant
as
in

have
to

slotted

bar

pinned

the
slots

shutter
in

(Fig.

79-d).

The

the

ouadrant
light
lifted

engage a pin on the skycoaming and the shutter is from the deck above to the

reouired

amount
lights

of

opening.
78-c

Deck
fitted

(Fig.

and d) are

over compartments where ordi-

nary airports, sidelights or skylights cannot be provided. They may have a cast bronze frame in which the
circular
(Fig.

78-c),

glass is cemented watertight the frame being screwed

to
less

the

deck

planks
glass

or

plating.

desirable type has a thick prism

of

MANHATTAN WITH A DECK LOAD

Another
Rocliaway

edges
capacity
as

rectangular in thick

with
lead

beveled

white

between

Beach excursion boat with

same

power

and

Coli/er

deck planks (Fig. 78-d).

CHAPTER
Companions
are openings in
the
to

XIII

Hatches Rails Awnings

so that
it

may

be opened to a degree

deck
the

COMPANIONS or above They

it.

which afford access compartments below

affording

the sides of the deck-house or

sist

may be in may con-

headroom without throwing it completely back upon the deck. Companions of this type are difficult
and
should be

of a hut-like hood over a hatchway having a ladder leading downward.

Fig.

to screen properly avoided if possible. Fig. 80-b

is

door closes against this angle at the top and sides while a reversed angle at the top of the coaming plate forms a sill. The side and back plates together with the door are of from S.l
to
10.2

pound plating (%
with
single

to

54

inch

80-a

is

sliding

companion

hatch of wood. It consists of a small house built upon an opening in the

each side joins the deck beams at the ends of the hatch and the intermediate beams which were cut are notched into the A coaming is bolted all carlings. around the hatch to the deck beams
carling
at

deck.

height steel companion hatch with deadlights in the sides. The coaming plate and connections at the deck are the same as for deck houses and a continuous corner angle bar is riveted to the
a
full

thick)

"equal" angle bars and stiffencrs of the same thickness.

riveted

Companion
double
types

doors
in

may be
The

or are

divided.

single, latter two

as

sides,

front

and

back.

The

steel

They

are resorted

Fig. 81-c and d. to where the pas-

and

carlings.

The

front of the

com-

panion has double doors which vary in height from 30 inches to 6 feet 6 inches. If these doors do not afford
full headroom, the top of the companion slides back as shown to permit entrance.

The
back, or it

sliding top

may

slope

straight

on girders as shown may be rounded as in Fig. 80-b. The minimum width of deck opening should be 30 inches and the length
traveling
varies

according to the slope of the ladder so that the head of an average man would not strike the deck of the opening in coming up.

r-ane^erie SecTion.

lon^ffuelina/

Companion Slides

Deck houses and trunks

vessels

of

small
lf^* M WT^^P'M^M J
'

where the height above the

Ul

coammg or sill is not sufficient to permit the fitting of doors which are
full headroom height (6 feet 6 inches above the deck), have a companion slide or hinged hatch over the

of

81-a and b). The same, as for companion hatches and has brass metal strips fastened to wooden guide pieces with countersunk screws (Fig. 81-b). The door closes against the front of the sliding top and is usually secured by a hasp and padlock. If the hatch is on a cambered deck and slides athwart(Fig.
slide
is

low doors

the

lb)

ship, slide

drain
strips
is

holes
as

are

cut
If

in

the

shown.

the

com-

ir^'

hinged, the construction is the same except that the slides are omitted and hinges are fitted to the cover at the side away from the door.
It
is

panion top

\-

also

desirable
sides

to

install

rods

at

the

of

the

hinged hinged cover

FIG.

80 WOOD AND STEEL COMPANIONS

59

60

The Design and

Coiistrnction of Pozver

Work Boats
Watertight steel hatches when small called "manholes" or "scuttles" and may open into tank compartments below decks as well as to the weather. Manholes to tanks which are seldom entered should be bolted
are

^ra/r7 ha/e

closed as in Fig. 82-a. The opening should not be less than 11 inches wide by IS inches long with circular ends.

3rass

forged

channel
the

ring encloses
plate

or double opening, the

angle cover

Defa,7 cf

^Me

bolting on the upper flange as shown. A gasket of hemp or canvas fits between the cover and the coaming ring. The tank, bulkhead or deck plating which has been cut at the manhole, has a re-enforcing plate or "doublcr" riveted all around the opening
to

compensate

for

the

lost

strength.

Manholes of Various Types

Manholes
arc

fitted

common
elliptical

to

with "strongbacks" tank compartments.

The
Tar/^au/ffj'^.

manhole
the

thicknesses,

upper

plate of

is

in

two
is

which

t:"^
Lej
(k

rarrower than the lower. The plates are riveted together and a gasket is fitted on the shoulder as shown in

3ech

z.
Woferf/ahT i^ooden Match.
y^^or///^0

[)

7Pech

Two shoulder bolts are through the cover plate and "strongback" bars fit over the screwed er.ds of these bolts, extending across the narrower dimension of the manhole. Nuts over washers tighten the cover against a flanged manhole ring. Hinged manholes fitted with "dogs"
Fig.
82-e.

riveted

arc as
'Beam.

shown

in Fig. 82-c.

They may

KIO.

81 DETAIL CONSTliUCTION OF COMPANION SLIDES AND HATCHES

ing bolted to the carlings and beams around the deck opening. This coam-

be square, round or elliptical and have a number of forged lugs which engage hinged bolts with wing nuts around tlicir edges. The hinges have an oval slot on the pin to permit of tightening
for

the

cover.
is

which they swing open is sage restricted. The hinges and locks should be extra heavy and arrangements should be made to hold the doors open by brass hooks or by Rubber topped bufspring catches. fers should be on all doors which interior or exterior open against joiner work having a fine finish. The deck immediately in front of companion doors is subjected to severe wear so that treads of hardinto

This type of fastening

steel

employed
oiltight

watertight

or

rabbet on its upper edge and the hatch cover fits securely into it. If the hatch is small the top may be in one piece, usually rectangular,
ing

has

A plate hatches with hinged covers. coaming from 9 to 48 inches high surrounds the hatch opening and has
coaming angle at the deck. If the coaming height exceeds 20 inches it
a
is necessary to stiffen the plate with A rubber brackets and angle clips. gasket at the upper edge of the coaming plate is clamped thereto by an Cast or angle or by a flat iron bar.

wood
at

strips are fastened to the this point. Sometimes cast

decks
brass

or

iron

plates
filling

by

a pattern or

or lead

which are roughened which have a cement in grooves, are used in

tongue and grooved planks with a rabbeted frame and short beams. Hooks on the coaming engage eyes on the cover frame and Sometimes clamp the hatch closed. hinged hasps on the cover fit over on the coaming, and pins staples through the staple hold the cover down. If the hatch is hinged, a padlock on one staple may be used and the hooks also be fitted at the sides.

composed

of

forged steel lugs riveted to the coaming, attach the hinges and the ring
bolts.

the deck in
I low

front of doors.

(Fig.

81-e.)

Hatches Are Classified

flush

Hatches may be roughly classed as

watertight,
raised.

non-watertight,

or

Watertight hatches are fitted over all compartments opening onto decks exposed to the weather. Wooden hatches are difficult to keep
tight.

Large wooden watertight hatches have sectional covers on portable beams resting in the notched and A rabbeted upper coaming timber. heavy canvas tarpaulin is stretched over the closed hatch by tightly means of an iron bar which is wedged into metal lugs on the coaming. (Fig
81-f.)

hatch is more than 24 inches cover plate should be strengthened by an angle around the Hatches smaller than this edge. usually have a flat bar around the for of the cover strength. edge Hatches more than 48 inches square should have stiflfeners of angles or bulb angles across the cover at intervals of 24 inches.
If the

square,

the

Deck

scuttles

are

of

cast
less

steel

or
18

They

consist of a

coam-

composition metal,

not

than

Companions
nor more than 24 inches
in diameter.

HatchesRailsAzvnings
lb)

61

consist of a flush ring casting, bolted or riveted to the deck planking

They
or

plating
in

circular

gasket
varies

having a depressed ridge on which a rubber the cover bears. The cover

and

Watertight JPeck cutf/e-

from J^ to 5^ inch in thickness, is roughened on the upper surface and has two hinged ring bolts which lie flush in depressions and by means of which the cover may be
lifted. The cover is tightened against the ring casting on the deck by means of six bolts with heads resembling

horizontal cams, or else by a central bolt which screws into a bossing on a hinged strongback under the scuttle.

special

wrench
scuttle

is

provided

to

^aiJcft

tighten

the

fastening

bolts.

When
stow

the

cover

is

removed a

cast

iron grating fits into the opening This grating aflords ventilation.
in

and

may
de-

three
scuttle

clips

on

bulkhead
in

near the

or

may
the

rest

pressed
Steel

lugs
is

under
closed.

cover

when

the scuttle

cargo hatches usually have wooden covers which rest on portable A beams in the hatch opening. tarpaulin is stretched over the top of the hatch in the manner described for

(C)

wooden

hatches.
of

metal or of
inclined.

Ladders and stairways may be wood and are vertical or

Inclined ladders should not

Hin^ee/ Wofert/^ht flJanhok-

athwartships in vessels for rough water service, unless this arThis rangement cannot be avoided. is because of the danger of falling
the vessel is rolling. In passengers' living spaces stairways are usually built with a slope of 45 degrees and with good wide treads

extend

down them when

and ornamental railings. These sometimes turn from two athwartship sections to a "grand stairway" opening in the saloon. Curved stairways are not recommended for use on vessels, it being better to change the direction of the stairs by introducing a
landing. All ladders
side
to

KIO.

82 WATERTIGHT HATCHES AND MANHOLES

except
that

protective covering of rubber, linoleum or of brass castings with lead or

the

risers

are

omitted.
is

Sometimes a

strip of

canvas

lashed

cement

filling

in

grooves

thereon.

The

are

composed of two

pieces which are parallel and fastened at the top and bottom ends the decks.

front edges of the treads have sheet brass strips to reduce the wear. If risers are installed they are protected by polished sheet brass "kick The hand plates" neatly tacked on.
rail
is

under open ladders to close the openings between treads, particularly in side ladders which lead from the deck to the water. Such ladders are supported by forged arms from sockets

on

the

side

of

the

vessel

and have

fitted to cast or

forged sockets

Horizontal

rungs

or

on

the

"risers" are fitted

pieces
"risers"

and
are

spaced
fitted

apart in vertical
to

between the treads about 9 inches direction. Sometimes

between
the

The
wide.

outside of the side pieces. treads should be at least 6 inches

wooden gratings at the top and bottom. They are arranged to hoist up
by a
in

block

and

tackle

on

small

davit and to be

removed and stowed

Engine
Steel ladders

treads

Room Ladders may be similar

in

con-

close

Sloping

the openings between them. ladders have hand rails of

ornamental wood or of plain iron or

brass pipe. Fig. 83-a is a typical wooden sloping ladder of ash or oak. Angle iron clips are bolted to the sides and to the deck below as well as to the

and are generally fitted in the engine rooms. The side strips are from to inch thick and at least 4 inches wide. The treads are cast
struction

the hold during the voyage. Instead of a pipe rail a rope is led through forged stanchions around the gratings and down the sides of the
ladder.

ribbed or roughened top and bolted to the sides by angle iron clips. "Subway" or similar gratings form an excellent tread for such ladders.
rails

iron

with

hatch

at the top of the sheet brass covering is tacked over the door sill at the top of the ladder and the treads have a

coaming

ladder.

No risers are fitted and are always of metal. Vertical wooden ladders have

the
the

Vertical steel ladders to holds and compartments entered only at intervals, are composed of two flat bar stiips with round or square bars for These rungs are riveted into rungs. the side bars. Sometimes the rungs
are forged to a

shape with flattened

same construction as

that in Fig. 83-a

which rivet to the bulkhead Such rungs are at least 3 plating.

ends

62

The Design and Construction of Power Work Boats

shown
a
rail

in

Fig. 83-g to

1.

Fig. 83-c

is

of

standard pipe
of

y (fnb
Lmoleum. ruUer, or caSf irva ////ej

"Rail

It

consists

(galvanized). 1^-inch stanchions

/?/3er

(a)

spaced from 3 feet 6 inches t6 4 feet apart having standard flanges screwed to their lower ends. These flanges are screwed or bolted to the deck If such rails are planks or plating. fastened to the upper edge of a sheer
strakc,
it

is

necessary
the

to
to

weld
a

the

lower

end of

pipe

forged

//ty.fce

'I'i'

^
A'e'/r

palm as in Fig. 83-d. The pipe rails arc from 2 feet 6 inches to 3 feet 6 inches above the deck, and there may be two or three of them. The top rail is usually from 1 to lj4-i"ch pipe screwed to the stanchions by a
standard "T."
at

fr^
r' iX'P'/'e-

Where

the

rail

turns

aaPi
,: /i^'

right angles a sight outlet

fitted.

"L" or
be
the

"T" may be

The
same

internu-diatc
size

rails

may
rail

Ccj

and the stanchions, but are usually from % to 1 inch in diameter. Their connections to the stanchions are by crosses.
as

the

top

^^^ M
i^J

Side outlet "T's" are fitted at turns. Forged or cast rail stanchions may replace those of ordinary pipe (Fig. 83-d), the sizes and connections being
as

shown.

The

rails

in

this

case

should also be of standard galvanized

Sometimes the pipe rails are pipe. replaced by a single wire rope or "life line" the passed through forged
stanchions.
vessels

Occasionally

in

Frame
^xftDileiL

:x.
(AJ

metal Metal grab rails (Fig. 83-m) have small or cast stanchions forged screwed or bolted to the sides or top of deck houses. Wooden grab rails
are

the upper rail is of stanchions as shown.

passenger wood on

shown
plain

in

Fig. 83-o

and
83-e

p.

FIG.

83 CONSTRUCTION DETAILS OF
bulkhead.

LAPIIKIiS

AND RAILS

have

inches

clear

of

the

Again

the bar rungs may rivet through two of the vertical bars which stiffen the

out of the way. Means should be provided for hooking the lower ends of such ladders to the deck above

and f) ornamental stanchions supporting a top rail and having metal clips screwed to the deck. The
rails

Wooden

(Fig.

or

sides

are

of

light

planks

or

rope

netting.

bulkhead and also serve as sides for

the ladder.

On a non-watertight steel bulkhead forming a chain locker partition or a swash bulkhead in a deep tank, semicircular

holes

may

be

cut

12

inches

horizontally and 9 inches verThese holes tically to form a ladder. should be at least 4 inches wide to fit the foot of an average man.

apart

The width of ladup. constantly used should not be less than 27 and preferably 30 inches. Ladders occasionally used may be as narrow as 10 or 12 inches. Rope ladders with wooden rungs are called "Jacobs ladders" and are
ders

when hinged

"Bulwarks" or rails solidly enclosed for deck drainage openings, are fitted on tugs and the lower decks of cargo and passenger vessels. They tend to prevent waves from washing over the deck but are not desirable if
except

used for getting into small boats beside the vessels.

heavy seas are encountered, since they trap the water and make it difficult
for

the

vessel

to

free

itself

of

seas

on masts and in ventilators or trunks between decks to form emergency exits. Where a
fitted

Ladders are

Rails and Their Construction

ladder without side rails or a vertical ladder has an open passage or a

Rails should be fitted around the edges of all decks, around all openings in the deck except at the point of access, at the margins of tops or house tops which
all

which have been shipped. Metal bulwarks have plating from 10.2 to 25 pounds (Fig. 83-g, h and k) which is riveted to the upper edge
of the sheer strake.

rail of

channel

cabin
fre-

bulkhead at the top, grab rails should be fitted above the ladder (Fig. 83-b), or the rail should extend above the top of the ladder so that a person may stand erect when coming up or
going down.
It is often necessary to hinge ladders at their tops in order to lift them

are

or bulb angle is riveted at the top of the bulwark plating and stanchions of

quented by persons.
fitted

Grab rods are

of

at

the

sides

trunk

cabins,

around the front of pilot houses, in passageways and at tops of ladders. Open rails may be of metal or

forged round or structural steel support both the bulwark and rail as shown. Wooden bulwark rails are

wood
or

(Fig.

83-c of

to

f).

Closed
or

rails

bulwarks

metal

wood

are

on passenger vessels and tugs. In the former case the rail is of 2 x 4-inch or 3 x 6-inch hardwood, bolted to an angle (Fig. 83-k), the bolt heads
fitted

Companions
holes the countersunk and being plugged with wood. Tug rails are of oak 4 X 8-inch to 4 x 16-inch. The height of bulwarks in tugs is In 18 to 24 inches above the deck.

HatchesRailsAzvnings

63

passenger vessels the height corresponds to that of open rails. Wooden bulwarks (Fig. 83-1 and n) have stanchions formed by extending the upper ends of frames

through the deck.

the

The
as

rails

are

of

same
rails

height

those
log,

on

steel

bulwarks.

Small
of
a

power

low

single

tugs have tapered as

and with a rail on top. "Scuppers" or drainage ports are cut at intervals in wooden bulwarks.

shown

Awriiig

Stancliions

and
are

Fittings
fitted

Awnings
sun.

of

canvas

over

open deck spaces

pipe

for shelter

from the

They may be stretched over a frame and lashed at the edges; in or, larger vessels, may have a wooden ride bar and spreaders (Fig. The canvas is white or khaki 84-a). colored and of No. 4 or No. 6 weight. Small boats have awnings rolling over a rounded pipe frame or of the "automobile" top type which folds down.

may have

Vessels operating in warm climates double awnings with an air

space between and the edges of the canvas may overhang the ship's sides. It is conventional to install a canvas "eyebrow" over the windows at the front of pilot houses (Fig. 84-b). This is painted green underneath but does not afford real protection from the glare of the sun which is reflected upward from the water to the
eyes of the helmsman. The eyebrow serves to keep rain oflf the pilot house windows to an extent but is not really needed.

FIG.

84 AWNING STANCHIONS AND

FITTINGS

Canvas "weather clothes" lashed to the rails at the front and sides of the bridge protect the occupants from the wind. They sometimes extend to the

level of the eye (about 4 feet 9 inches

above the deck). Awnings and weather clothes should

always be fitted on the bridge, even though not installed elsewhere on

the vessel.

64

The Design and Construction of Poiver Work Boats

CHAPTER XIV
Masts
MOST

Davits Wmclies Windlasses

power
masts

commercial
sole

booms are
and

fitted

with

block

and tackle

foot

oif

height
called

in

common
"rake."
sails

XN
by
flags

boats

the

use

of

known

as

"running

rigging."

and
in

is

practice Pole masts

not

and rigging is for cargo hoisting and for signaling either or by radio telegraphy, comas "wireless."

sails

Since the wind pressure against the tends to bend the masts for-

vessels

without

need

be

raked

monly
rigged

known
to

Vessels

engines or to assist the

carry sails and fitted with for propelling them in calms

sails

they are inclined backward backstays will have a greater spread and the mast be subject to less strain. This backward imclinaward,
so the
tion
is

except to conform with custom which has aflfected judgment of

appearances.

Most
sprit
at

sailing

vessels

have

bowgreat

the the

stem

to

afford

in

light

breeze,

from

-J^-inch

to

^-inch

per

spread

of

forestays

and

permit

are not properly "power boats" and will not be considered in detail here. The

rigging
siderably
fitting

is

complicated

according
sails.

to

and caries conthe method of

general
tO'

the

In

the

sails

are carried by
in

from one

four masts

vessels which are "square rigged" and from one to seven masts on "fore and aft" or "schooner" rigged vessels.

The

mas-ts

are
at

named up
the

to

four

and beginning

forward one as "fore," "main," "niizzen" and "jigger" or "jury." So, if there are two masts, the forward one is the "foremast" and the after one the "mainmast."
If

there

are

three

masts,

the

forward one is the "foremast," the center one or second one the "mainmast," and the third or after one is the "mizzenmast." The fourth mast
or
"jigger"
ships
as
is

not

common
has
its

in sails

square
fore

rigged

and

and

aft

a rule.

Masts and Rigging

Masts are a single pole or in two lengths on modern vessels. If in two lengths, the lower piece is the lower mast and the upper section is the top mast. The poinit at which the topmast is fastened to the mainmast is also that at which the strong ath'wantshlp guys or "shrouds" support
ma'Sts

the
is

mast. This point the "hounds." It

in
is

all

also

to fit longitudinal guys These "stays" to the masts. are "backstays" if cm the after side of th,e mast, "for est ays" if on the

necessary
called

horizontal

and "springstays" if nearly so between two masts. The stays and shrouds are fixed and have no blocks or tackle on them except means for tightening
side

forward

or

or loosening; they are termed "stand-

ing

rigging."

Ropes used
sails,

for

hoistFIG.

ing and lowering

spars or cargo

85 MOW POLE MAST AND BOOM

IS

FITTED

65

66

7 he Design and Construction of Po7ver

Work Boats
d:ecks

or

the

top
it

of.

shaft

tunmel.

(CO

Oi)

o o
m^TP^'^r/)7/9/l.

necessary to fit heavy stanchions under the deck supportinig the mast or to introduce a transverse bulkhead. The foundations must .be braced athwartship by heavy knees in bottomed vessels, single but steel vessels with double botrtoms
is

In

this

case

require merely a heavy doublinig plate on the tank top at this point.
into
nvasts should be mortised foundation timbers. Steel ma'sts are riveted to the foundation

Wooden
the

^9if /^AT'/y^X'.?
dV^ast

iby angles as shown. At the point where masts pierce the upper or main stremgth dteck they must be rigidly secured against deflection by a structure call'ed the

gird'ers

mV^'^

"partners."

This

conisists

ol

deck)

beams forward and

close

aft

of the

mast

with connecting longitudinal car lings to the deck opening. There should be but one set of "partners," the spar being free to' dieflect between this point, the hounds andi the The decking is locally foundation.
/>?/fiT

roa/ro/PT/o/ro-

strengthened by nuargin planks in wooden vessel's or hy doubliag plates w^ith an angle rinig or clips im steel
vessels
(Fig. 86-e-f

/>7/)ir /zii/A'^/ir/o//'

and

g).

H
-3ooiv
Crafc/j-

Partners on weather decks must be made watertight at the wedges hy fitting a canvas or metal hood. Structural masts have stapled partner anwithout wedgiing and calked gles
If mast the passes deck house top which is of light construction the partners are on the next lower strength deck and a flexible canvas hood is tacked watertight around the opening where the mast pierces the light super-

watertight.

through

structure

deck.

Cargo Booms for

KKl.

W orkhoats
it

80 CONSTIiUCTION AND INSTALLATION OF STEKL MASTS, ALSO BOOM

CltOTCH

The power workboats to fit cargo booms on

facilitating the

is

customary

the mast thus

carrying jiljsails of larger area. Sometimes the bowsprit has an extensioin spar or jib boom at its outer end.

The Where
from

"rig"
these

of are

vessel

is

named
its

from the cut and position of

sails.

and is greatest at the point where the mast passes through the upper deck. Here strong wedguig called llie "partners" is fitted, the mast tapering upward to the hounds and downward to
the

spar the mast, the vessel

rigged."
cal

rectangular and hung a spar at their upper edge, the being fastened at its middle to
is

duction

refoundation or "step." The hounds is in area at the

about 18 per cent of that

ners.

at the part

called'

"square
verti-

loading of heavy carpivoted at its lower end to a point on the mast just above in 85. This the partners as Fig. is (point pivoted in two directions so the outer end of the boom can be either elevated ("topped") or swung horizontally in transferring the cargo from the wharf to the vessel's deck. Two forged rings (a) are
go.

The boom

is

When

the
sail

forward
is

Steel masts

are not usually fitted in

edge of the

attached

to

the mast, the vessel is "fore and aft rigged" or "schooner rigged." Pole maists as fitted to commercial power boats are similar in arrange-

power boats, being confined to large The mast may be seagoing vessels.
a

fitted tightly to the mast and a strong vertical pin (b) with an eye and shoulder at its upper end is passed

solid

steel

tube,

built-up

stiffened

inside

with

aagle

bars,

tube a

structural or built-up
a

"fl" section, or

through vertical bearings on the forA niut side of the mast rings. or split pin is at the lower end of

ward
the

ment to

wood
that

in
is

and are usually ot vessels up to ISO feet long, where the pole is of such
l^'ig.

85

latticed girder.

The lower end

is

(Fig. 86-a, b, c, d). attachment of masts

large

vertical
out.

pin

to

prevent

it

from jumping
is

pronged forging

knoiwn as the foundation or "step."

height as to be obtained in a single length of the proper maximum diameter to withstand the stress due to the The cross section is circular loads.

usually fitted on, the center keelson as in Fig. (86-h-i and k), although sometimes where the hold is deep the
It is

tightly fitted to the lower end of the boom and engages the eye in the pin on the mast by means of a

strong

horizontal

masts

extend

to

one

of

the

lower

The upper mast

bolt or pin (c). ring has an addition-

Masts
al

Davits Winches IViiidlasses

67

eye (d) for attaching the guide pul(e).

ib'OO.m
is

ley

The

thoug'h it a latticed
enid

may
steel

usually of wood albe a steel eyebeam or

'girder.
is

At
a

the

free

of

the

boom

forged

ring

The with usually four eyelets. (f) lower of these eyes (g) receives the
lifting tackle

The

uippcr eye
oif

(usually -miultiple effect). (h) secures the lower

block

tihe

"topping

lift"

tackle

which naises or lowers the boom. Swinging the 'boom from .shiip to dock is done by the "vanigs" 'which attach
to

(SJ
3uaJr//fa^

the

eyelets

lon

eaioh

side

of

the

end ring. The vang on the side toward the dock is of fixed length so the 'boom -with its load is free to swiing tcward the 'Wharf but cannot
swiu'g
icuitward
beyo'uid

Seckfti,

the

hatch

When the vessel is und^er opening. way the boo'm is lowered to a horizontal P'Oisition and supported at its outer end by a "boom crutch" (Fig. This is a portable structure of 86-mi). forged bars or structural shapes with a semicircular depression, at the tO'p into which the boom fits and is held by a cover piece hinged or bolted over. The lower ends of the crutch bolt to flush castings or angle clips on deck.
Davits

are

Davits are really small cranes and employed for hoisting or lowerlifeboats

ing 'anoho'rs,
ladders.

or

Occasionally
-handled
a

companion where light

with iblock an'd falls is installed on deck at each side 'of the hatch instead of the customary mast and boom. Fig 87 (a)

cargo

is

davit

/
il'<"

.^

^
Jj

,^

<y

sh0'W:s

typical
fcar.

davit

.made

of

forged round
at

the sides
'of

The head is shaped as two eyes for 'attacli-

^
FIG.

mient
is

drilled

guys amd stays while a hole vertically to take the eye

lifting

bolt

from which the

87 DAVITS AND HOW THEY ARE INSTALLED

have a rated carrying capacity of one person 'for each 10 cubic feet of hull volume 'and have air-tight compartments at the ends and under the to thwarts afford safety against The cockpit floor is above sinkage. the water level and is water tight.
valves which -open O'Utdrain pipes from the co'ckpit, so that water shipped over side the will run off and quickly
flap
in

gear

is

hung.

cleat

is

welded
of

to the

davit

below

the

curve

the

overhung

arm

for securing the hoisting 'line. Soimetimes this cleat is served to the

casting which acts as a combined support and step bearing. (Fig.

sin.gle

87Hb).

davit 'with

support ibearin.g i.s situated on the vertical shank just helow the curve of outreach. This bearing 'should be metalline or bronze bushed as .shown amd is usually an

wire.

Boat side ladder

are
S7-C

audi

capgo'

davits
Fig.

as
is

in
'an

Fig.

87

(a

and

b).

anchor

davit.

Large vessels with heavy bo-atis sometimes have rotary davits of structural I-beaims bent to shape. Special davits of the pivoted-, link or quadrant types (Fig. 87-d to f) are also used in large vessels but will not be de-

independent forging o'r casting sedeck 'house, curely bolted to the cabin trunk or .bulwark rail, dependiii'g upon the lo'cationi and utility of the davit.
If

Check o-r ward are

lig'hten

the boat.

Oars

wiith

nowlocks

scribed

at

the davit passes througth a deck the support tearing, a canvas

is

in detail since they are too bulky and expensive for use in most

smaller

vessels.
all

pulling and steering purposes are in the boat, also a "breaker" or sni-all cask of water and a tin of sea bisfor
cuit.
is

hood

bearing to prevent leakage. The lower end of .the davit is roundcdi and rests on
a

fitted

above

this

Life boats should be carried by

light

line

with
all

cork

power
date

boats and should accoimmothe maxim-um number of pervessel is apt to carry. lifeboats for large vessels are
Oif

fitted

through eyes
provided.

buoys around the

gunwale and a portable rudder with

tiller
is

hardened

steel

ibutton.

in

step

sons

whi'cli the

Some vessels with bearing 'casting. open 'bulwarks have the davits at the
rail,

The
usually

the
of

double ended "wh'alew^'Ood

The entire lifeboat is sto'wed on wooden or light metal "boat chocks"

or

making

it

necessary

to

fit

boat"

type

or

isteel.

They

cradles

and

davit

is

at

each

68

The Design and Construction of Pozvcr Work Boats

The lifting tackle end of the boat. is shackled to patent quick-releasing hooks at each end of the boat. These hooks will collapse and release the tackle when (he boat is water borne
or

solid

m'tal

rod

with

s'hackles
at

barge
least

vessels

should
It

and turnbuckles, spans from the head of one davit to the other when the Wire rope boat is stowed inboard. guys wit'h turnbuckles and thimbles
secured to davit head and
are deck.

one

lifeboat

fitted

always have with a

gasoliine
sible

to

when

by one boat chock

a tripping device of the o'ccupants.

is

is

operated The outer

the
to

outside
are
in

of

each
in

pad eyes on the

thus
use.

gers in stacked up the

not be posthe passenboats but liferafts are then on the deck house to make
engine.

may

accommodate

all

s'hortage.

These

rafts

may

down
with a

so

the

collapsible or hinges boat will swing outboard

of hoisting and
its

The davits posiition when nO't

Lifeboats
are

held

be

of

piontO'Ons

with
top
lines,

slatted

wiooden

pliat forms

on

and

minimum
delay.

at-

carried

on

the

house

with
locks.

buoyed

life

oars

underneath, and rowlarge

tendant

tops
the

or
rail

trunk

top
the

in

most
is

power
between

Modern
ring
the
ill

types

resemible

secured in the chocks by lasihings from a canvas cover which stretches over a ridge bar and is fastened all around fhe In tinnes of danger when gunwale. the boat may be needed quickly, it is swung out over the vessel's side and lashed to a spar fitted wiith heavy
Ordinarily
boat
is

boats.
the

When
arm by

distance

elliptical

buoys and

have

rope

and the deck house

the

causing an excessive
davit

great, outreach O'f the

nets

center.

usual

method

of
side

Small power vessels use their lifeboats for dinghies and such boats are
either
flat

boat

over

stowage, skid beams are the passage at the house

fitted

bottomed or

dories.

They

are lashed bottom up on the cabin trunk

which spreads This spar is "pudding boom."

pads,
davits.

between

the
as

known

the boats stowed on a slatted By this platform over these beams. arrangement -the davits can be at the vessel's side and the boats dropped clear of the rail.

and

and

have lig'ht davits, or if light enough, are lifted over the side by
hand.
In
general,
that

precaution

Should

be

taken
into

the

wooden lifeboats are put water frequently so that

the seams will not

[BJ BfEVATIOff
i

J^a^fan Bar ^ SccksTs

tVht/fii

lieak due to drying out of the planking. Metal lifeboats should be kept well painted. Tackle and releasing gear isihould be frequently overhauled and kept free from

paint.

be

Src/m

The crews of all boats should schooled in rapidly manning,

and rowing the boats.
Winches for Hoisting Cargo

launiching

"V^ P^a/^M
yarUa/
:Siaft

Winches are machines for hoisting cargo and are fitted at the base of masts or to derrick close posts hatc'hes. They may be hand, steam or electric driven and -consist of one more drums attached through or mechanical gearing.
hand powered winch The power is applied by turning crank (a) which is keyed to shaft (fo) and also carFig. 88-a
is'

for

small

boats.

W""

ries

the
is

pinion

(c).

The spur gear

(e)
(f).

--^%7^.
lYau/i*

(d)

keyed to the countershaft

al'so

which

carries

the

pinion

The

Shaft

driven by the druim

(h) has spur the pinion (f)

(i)

wheel

(g)

and
the

carries

Cham'
Sf'ud L ink Chaif?

rope

is is

wound.

on which The

hoisting

entire

mech-

anism

supported by bearings in the pedestal castings (k) which are bolted to the deck through a bed plate. Gypsy heads may be fitted on each

((S)

Pel/can I'i'ook.

end of the drum shaft (h) and are If the used for swinging the boom. winch is to be used for topping the

boom
to
lift.

an additional drum
the
lead

is

necessary

take

from
is

If the
Ijy

winch

topping of higher power,

the

driven
ty,

the

principle
of

gasoline, steam or electricisimilar to this is

(a)

is replaced by the two horizontal steam shaft driven cylinders, or a w^orm or motor engine. electric gasoline by an

but the crank

crank

pins

FIO.

88 WINCHES, WINDLASSES AND GROUND TACKLE

.\

countershaft with clutch

may

drive

Masts
winch from the main propelling The winch is controlledi by engine.
the
throttles
the

Davits Winches Windlasses

by
is

69
(Fig.

or

controller

for

applied
to

power

for

holding the
the

and drums.
of

regulating brakes has

clutch
is
if

or engine which may 'be close to the windlass on the same deck or, in large vessels, on the deck belo'W.
Fig.

made
in

chain

Sometimes provision go the anchor an emergency by a "pelican

88-e).

for

letting

88

(c)

and

(d)

is

diagram
in
rela-

hook" (Fig. 88-g).

A
all

showing a
tion

typical

windlass
is

fitted

shafts
is

dfums

to the

mooring or anchor
dhain

gear.

more than one

on the winch.

The anchor

stored in a conv

Capstans (Fig. 88-h) are used for handling towlines at the towing titts or on the forecastle and for war-ping the vessiel. They corisist of a drum
with
tical

whelps
shaft

driven

through
eng^ine

ver-

by an

or

motor

usually below decks.

They may be hand

partment called the "chain locker" at The the forward end of the vessel. inner end of the dhain is securely shackled 'to a ring or pad eye on If the bottom of the chain locker. there are two anchors it is necessary 't'o fit a central bulkhead in the
ch'ain
no't

Hawise pipes 'are of cast iron or and consist of a deck ring casting to which is rabbeted' the pipe itself. The deck ring is extra heavy on the after side 'to allow for wear by rubbing from the anchor chain. Doubling plates and closely spaced
steel

beams with
tion

carlings

form

foun'da-

operated by inserting long wooden capstan hars into the sockets shown and

loicker

become

tanigled.

so the 'two chains will The chain leadis

having the crew push these bars when walking around the barrel. Small electric capstans with motor inside the drum may be obtained and work very satisfactorily.

thro'ugtli a chain pipe which pierces the deck and has a rem-ovable wo'oden or sheet steel cover fitting snugly

under the deck ring casting. The are countersunk li'oldinig d'O'wn bolts on the upper ends with girommets and washers under the nuts.

up

The
is

liO'wer
'or

end
fl'ange

of

'the

chain
the
hull

pipe

bolted

riveted to

by
face
at

around' the
of

chain to keep
locker
in

water out
weather.

an

elliptical

with

rolled

the 'chain

W'et

Windlasses are used solely anchor 'handling and warping vessel. They are hand operated
fitted

for the

and

in

co'mibination
'small

with
or

.moioring

bitts

on

vessels.

Windlasses
engine

The chain >then passes around the which 'is merely a large wild'cat, chain sheave with jaws fitting the The iwildoat 'may be 'on a links. horizontal shaft as shown or it may be on a vertical shaft under a capstan.

and the frames are extra strong this poin't. Usually one or m'ore

of

the transverse frames are out to pass the hawse ipipe, in which case short
local

stringers

join
ad'jacent
is

the

cut

frame
frames.
to

ends

to

the

intact

doubling plate
flange
of

fitted

under the
'pipe,

with

independent

motor

From
the
large

The locaare used on large vessels. tion is near the bow close to the
hawse
pipes.

the wildcat 'the 'chain passes to upper end of the chain pipe in
vessels,
'at

shell

the

strengthen

the

hawse and 'hull

'provide

or

'through
side

chock
'bow
sto'pper

on
in
is

deck
sm'all

each

of

the

A
shaft

typical windlass has a 'horizontal

vessels.

chain
vessels,

against wearing 'away when hoisting All airports or lowering the anchor. near 'the anchor sh'ould have heavy

by bearings in pedestal castings. Gypsy heads are usually keyed to the 'Outer ends 'of this
sup'ported
shaft

installed 'between

the wildcat
to

and

hawse pipe on large

prevent the chain fro'm running out too

bars outside to protect the glass from breakage.

and revolve with

'on

it.

One

or

two "wildcats" are

shaft inside
of

the horizontal

The chain is attached to a rapidly. shackle on the upper end of the anchoir

pedestal 'bearings and a screw operated cone clutch thro'wn in or out 'by a wheel causes the wildcats to revolve with the horizontal shaft or to remain' station'ary
w'hjle

the

shank.
consists of links, the

Anchor chain
size

Haw'Se pipes are not usually fitted on vessels less than 125 feet long, in which case the anchor chain passes (Fig. 89-f), t'hroiuigih a moorin'g chock passing througth the bulwark or foreIf there is no bulwark, castle side. an O'pen 'chock usually with a roller on a bronze pin (Fig. 89-g) is used to hold the anchor 'chain in p'osition. In small vessels the anchor is attached to a wire rope or manila

the

chain being diameter of the

of

the link is
(f)

composed.

by which Figs. 88- (e) and

designated-

bar

of

the shaft

turn's.
it

A
'fast

brake
if

on

show
chain, used.

each wildcat holds

desired.

link"
sally

"stud link" au'd "o'pen the tW'O types univer-

The main 'shaft is driven through a worim and wo-rm wheel by a motor

A
to

shackle
the

with
is

its

pin

connection

anchor

shown

hawser instead

of

to

chain.

Photo copyright by Edw. Levich, A

CAMOUFLAnHD 110-FOOT UNIW:n STATKS

Over 400 of these boats were built since June,

SlillMAiaM':

CIIASKI!

1017, mostly

made

yacht and lioat Iniildeis in tlic United States a wonderful record for seaworthiness and reliability
l)y

They

penetrated every

iiart

of

tlie

war zone, and

70

The Design and Construciion of Pozver Work Boats

"IIAAKU.X"

southern

Alaska

canning

company's

herring

seiner

and

cannery

tender

CHAPTER XV
Anchors
'NCIIORS
(Fig.
cast or

in

Bitts
type of

TowingDeck Drainage
are

are

varied

flukes

89-c-d-e)

and

are

swelled

Stocked forged steel. anchors (Fig. 89-e) were originally

sist

hinged

the prevalent design. They conof a metal shank with two curved

metal arms terminating in strong triangular flukes. The upper end of the shank has the usual shackle for attaching the

open to shank but are prevented from swinging beyond this by stop lugs on the fluke Stockless anchors are housed in body.
the

shaped as shown with a and connecting them about the pin. The flukes can 45 degrees on each side of the

heavy
fitted

foundation

body

on a
be

steel

under the deck. If deck the deck plates

in

should

increased

thickness

or

doubling plate under all bitts. On wooden or concrete decks a pad of timbers from 1^ to 3 inches thick should be under the 'bitts. The metal
posts

have a

hawse pipe when not

in

use

(Fig.

are

cored

out

to

decrease

the

89- A).

weight.

anchor chain and just below

stock
of

this

is

a
at

wood

or

bar

iron,

turned

right angles to the plane of the arms. This type of anchor is still considerably employed in vessels without hawse

pipes.

An anchor
lift

a to

davit must be used to anchor on deck by means of block and falls which is hooked
this

Mushroom anchors (Fig. 89-D) are mostly used on small vessels and lightWhile their holding powers are ships. perhaps the most certain it is difficult to stow them in the larger sizes because of their bulk. Lightships have the hawse pipe through the stem at or near the water line and the anchor can consebe housed securely without quently
fouling the the dished
ship's
side.

Sometimes
ing
bitts

in

small
single

vessels

the

are

or

double

towhard

wood

posts

These wooden

with rounded corner edges. bits extend through the

and are through bolted

deck planking to the floors or keelsons to a heavy deck

fitted

beam

against

their

after

sides.

the "catting shackle," located at the anchor's center of gravity on the

to

hole
to

cut

in

blade
of

serves

take

the

shank.
ly

The anchor is lashed securewooden chocks on deck when

hook on the catting

tackle.
is

The
by

size

all

anchors

specified

not in use. Sometimes a "billboard'' or sloping platform is built on each side of the deck close to the bow. The stocked anchor is then lashed in
place on the billboard and arranged to launch itself when a tripping device is released by pulling a lanyard.

Large tugs may have a mainmast to which is secured a strong steel hook for towing. The hawser is looped over this hook and a hinged "keeper bar" is closed over the hook opening so the hawser cannot jump
off

stating Bitts

their

weight

in

pounds.

the

hook.
bitts

for Towing and Mooring

The towing
are
located
aft

thus
the

far

discussed

are are

Bitts or "bollards" (Fig. 90-A to D) mainly used for towing or for large usually of
vessels.

of

deck house or
only
of

trunk

and

are

used
are

when
the

the

mooring
with
the

Towing
(Fig.
sides

bitts

towed

vessels

astern

one

cast

steel

90-A)
of a
bolts
to

doing the pulling.

With
chain

this

arrangement may lead from

the
vessel's

the

the
side

anchor anchor
to

two

posts

on

opposite
line.

Three
(a)
as

precautions

should
as

be
far

taken

vessel's

center

Strong
bitt

Locate the
so

bitts

forward
will

down
hawse
turns

over
pipe,

through the base secure the

practicable

that

the

vessel
difficult
if

through
reto

not
steer

be

to

which the chain

up
windlass
This,

the

tow

the

on

deck.
is

"yaws" or swings to one side or the

other.

however,

much
venient
stockless
as

less
than

con-

(b)

Make

the
the

using anc h o r s
a

deck
:

under
bits

towing
strong.
(c)
If

extra

below described.
is

Whenever
pipe

hawse and fitted,

even
in

the vessel

does
in

much towing

sometimes
small

open water, have

vessels
this

witha

the

bitts high
above
that

out

pipe,

stockless (Fig.

anchor
is

enough
deck
so

the

the

89-A-C)
This
is

hawser

may not
too
rail

used.

the

bear
on
the

mcst

prevalent
at

of
this

anchors

heavily at the
seas

stern, in

which case

writing. It consists of a forged shank

following

would
deck.

come
deep

on
sea

with
at

chain

shackle
catat

upper
of

end,

ting

shackle
at

Large

point

balance
the

and a pin lower end.

TIG FOR GOVERNMENT WORK

A
type
of

tugs have a towing engine which autoparticular

attentioi.

The

bout

in

which towing and

deck equipment

is

given

matically winds or pays out the hawser

71

72

The Dcsian and Construction of Power Work Boats

crowded watowed alongside of propeller-driven power boats and "side bitts" are (Fig. 90-B and C) fitted at about one quarter of the vessel's length from the bow and stern
In

They keeping it at a constant tension. also have a yoke or frame of structural or cast steel which guides the hawser to the bitts or towing engine
and keeps it raised above the stern rail. The towing hawser when not in use may be coiled on the ash grating over the rudder quadrant at the after end of the deck, or it may be reeled on

harbors

and

fairly

the

deck
set

and

securely
etc.

bolted

to

the

ters

the

barges

are

framing,

clamps, of bitts

are

usually

located

at

each

side

of
rail

the the

deck.
bitts

With
are
as

a
in

high

bulwark

(Fig. 90-B),

the

rail

timber being wid-

on the deck center line near the bow, for riding at anchor or towing when backing away from the vessel being These bitts of steel or wood pulled. usually have the windlass secured to them in vessels up to about 130 feet long. Larger vessels have an independent windlass.

(/^)

.Deck

[S)

Niggerhead

on

Tugboats

Finally the practice of extending the stem or apron up to form a "nigger

head"
boats.

(Fig.

90-D)

is

common
of
steel

in

tug

This

may

be

bolted

on top of the deck and extending above the rail, or of wood as shown on the
sketch.

The
or

size

of a of
its

bitt

is

indicated

by

the

diameter

posts.

"Cleats"

cavels

(Fig.

used for securing mooring or for running lines and

lines

91-A) are on deck lanyards on

spars in the rigging. They are of cast steel or cast iron and their size is
stated
tip

as
tip

the

to

of
the

length horns.
at

in

inches

from
deck

When
the

on

they
inside

are

located

of

water
lead

Cham
I

way

quarters just or the deck

the
cleats

margin.

The
the
>har)k

lines

from

on

mooring

bitts

i^-"''"'
F/ukti

''f:/^/..

(^J E/eyof/00

or "chocks" 91-B and C). "Mooring ports" or "Bulwarks Chocks" are similar to Fig. 89-F, but usually lead straight through instead of at an angle as shown for this special one which is at the bow. Open chocks (Fig. 91-B) are usually one forward and aft of each mooring bitt cleat. chocks or Closed (Fig. 91-C) are less frequently used due to
the
difficulty

through "fairleaders" (Fig. 89-F and G) (Fig.

of

passing

lines

them.
the line

They were designed

from jumping
out.

to

through prevent

Roller Chocks on Large

Roller chocks
(Fig. 89-G) vessels and

Vessels
are mostly

used

in

large

have

been

tF-J-P/i,

previously described. They are apt not to function if care is not taken to keep the roller well oiled and the pin clean.

@ yy@
FIG.

VL-^y

@ V ^,
PIPES

Roller

chocks

are

top of the
led
slide
If

rail aft

sometimes fitted on and the towing hawser

89 ANCHORS, CHOCKS AND HAWSE

through on the

instead
rail

the

towing

of being free to log from side to side. hawser rests on the

spools

under an overhang of the deck

top,

house

thus

weather.

All

being kept out of the power workboats should

ened locally to embrace them. Flanges on the bitt casting provide for bolting
securely to
the the
rail,

wooden bulwark

have towing bitts and hawsers for use in emergency. On the western rivers of th? United
States the towboats having stern paddle wheels push the barges which are se-

Sometimes
instead of
ings
ness.

bitt

has

bulwark and deck. only one post and the castout

for
light-

rail in towing, there should be two half round or half oval iron bars on top of the rail to pre-

vent

two as shown
always
cored

are

excessive wearing of the wood. These guard irons are fastened to the rail log with countersunk head screws.

Scupper Ports for Draining Decks

rail

curely
against

lashed
the

together

wide

and "stacked" forward deck. Two

With a low bulwark

pipe
rail,

or an open

strong posts called "stack knees" (Fig. 90-E) brace the towboat bow against
the nest

90-C)
small
bitts

ordinary mooring bitts (Fig. may be used for towing. In wooden power boats the side
be

weather

Decks and housetops exposed to the are provided with means for
the rain

draining

or

sea

water

by
deck

"scuppers"

and
are

"freeing

of

barges.

may

hardwood

posts

through

Scuppers

openings

ports." the in

Anchors Tozving
at

Deck

Drainage

73

the

low points.

They
a

consist

of

with casting strainer and have a

deck

slotted

bronze

which carries

off

pipe leading down the water. Light su-

trunk tops have the pipes close to the house sides and turned outward at the bottom ends. Light upper decks with

wide overhangs have the scupper pipes

close
to at

perstructure decks and house tops have the scupper pipes discharge onto the The downcomer lowest weather deck.
pipes
1

the stanchions

supporting these
sides. in small boats

decks
is

the

vessel's

'E/eifaf/ot^

The lower weather deck

drained
directly

(A)

Cleat

are

of

to

2 inches
of
the

copper or lead, from in diameter and spaced

feet

through

long

shal-

low

at intervals

of 6 or 8
deck.

edge

Deck

around the house and

If ports cut into the log rail. is a ridge at the deck margin, caused by the deep margin planks, the

there

32.

Elevaf/on

Cfyoc/r

on/Tt/t/int/

f/evaf/of)

^/z>

'SjT-r

13)
elevation

n^i-j
\

CO
T/or,.

C/?oc/c

in

@
FIG.

91 CHOCKS AND CLEATS

thus

waterway
lead
the

formed

is

drained

by

scupper openings
hold

with strainers.

Pipes

sides.

from these openings down into and out through the vessel's The main deck scuppers in steel
are

vessels

Tranti/er^e

S/er^/tn

usually

elliptical

to

fit

waterway angles and still be large enough to carry off the water. The lower end of the scupper pipe at the
between the
ship's

side

has

a a

or

jecting lip and vent sea water

casting with a flap valve to

propre-

from coming on deck

through the scuppers. If scupper pipes have right angle turns in them, there is a screwed plug at each corner for
cleaning out

Freeing ports bulwarks high

purposes. are large

to

openings
free

in

quickly

the

of water which comes aboard The ports sometimes through waves. have a outhinged flap opening ward, but modern practice is to just a large opening and stiffen the edges with a bar. A grill of iron rods is fitted over such open ports.
cut

deck

FIG.

90 TOWING BITTS

A.ND

KNEES

74

Tiic

Design and Construction of Power

Work

Boats

Tyi>ical

"Ilandliner"

Power Fishing Boat

Fleet

of

Seine Fish-

ermen
liners

and
at

HandBoston

Fish

Pier.

Crew Opening Mussels

and

Trawls.

There
to

Baiting are

400

Hooks

Each

Tub.

Unloading
at

Catch
Pier.

the

Fish

CHAPTER
Tanks
may
ing
liquid

XVI

Auxiliary
is

Mackinery

Quarters
tically

be used for carrycargo,

fish,

fuel,

CANKS
Large

potable
bricants,

(drinking) water, luand to afford a storin

welded and re-enforced by an exwelded on. The spherical form and may be welded or lap riveted to
ternal butt strap, also dished heads have a

protected

slotted

by vertical rods or a vermetal pipe around the

age hydrostatic head or heating systems.

gravity plumbing

have parts of the hull especially constructed to form cargo, fuel and drinking water tanks. Such construction has been considered in previous articles. Concrete vessels also have their tanks formed by the hull.
steel vessels

the cylinder shell. All tanks should have filling pipes, drain pipes, gage pipes, vent pipes and manholes or hand holes.

Reflex gages consist glass columns. cf heavy plate glass in a metal frame. 'ihc front glass has vertical "V"

Vent pipes should lead

side air in

to

the out-

petroleum tanks and should liave a return bend at their upper end, fitted with a wire mesh screen. Naturally the vent should connect to the
Iiighest point in the tank.

grooves in it and causes the liquid to appear dark as it rises between the two glass plates. Float gages have a twisted metal ribbon extending from a horizontal dial in the tank top to
the

bottom

of

the

tank.
strip

The upper

Wooden
liquid

vessels
to

are

not

used

for

large
built

While cargo any extent. tanks have occasionally been in such hulls by calking the
ceiling

bulkheads, not considered advisable because the water is acting on both

practice
is

wooden

and

the

Filling pipes may lead to screw plates in the deck arranged to receive the contents of the tank through a hose or a large funnel with strainer.
If such a pipe is too long there is danger of its breakage through unequal expansion and vibrations of the hull and tank top. Therefore, the filling pipe sometimes ends just below the deck plug and has an independent Such a filling connection may cap. serve as a vent for water tanks if small holes are drilled just below the

has a needle attached. A small cork or hollow metal float slides up or down the ribbon as the level of liquid varies, but the float is prevented from turning by vertical guide rods. As a result the ribbon turns the pointer as the float rises or falls. Pneumericators are frequently in large tanks

end of the ribbon

sides of the hull structural surface so

and

that deterioration

is

As

a rule the tanks in

more rapid. wooden

flat

hulls

use^ advantage of having the tank contents observed at some remote point.
afford

the

are separate watertight steel compart-

ments.

These

may have

sides,

properly formed to fit into the hull and re-enforced by stiffening plates, or else they may be cylindrical drums which are riveted or welded. Built-in tanks have their sides, top and bottom re-enforced by angle stiffeners at two-foot intervals, while transverse and longitudinal swash dia-

cap.

: ;

Gage connections vary according

to

connections are for sucpipes to the point at which the tank contents are utilized or disSometimes a screw plug is charged. fitted to a flange at the lowest point so that the tank may be entirely

Drainage

tion

type of measuring instrument used and are sometimes dispensed with if the contents are measured through the
filling

pipe

by means of a calibrated
In
this

phragms
liquid

spaced

six

to

twelve

feet

sounding rod.

case a small

apart, prevent excessive

contents.
to

motion of the Swash plates have

re-enforcing plate should protect the tank bottom where the rod strikes.

holes
is

through
cut the

permit flow of the liquid them but not enough metal

to prevent their reducing

The kind

of gages

depend upon

size

emptied and dried out. Sediment chambers may be fitted to fuel tank discharge lines to catch and retain impurities or foreign matter. The suction is at a point near the top of such chambers and a clean out plug is at the bottom. This precaution is not considered necessary if
the fuel
is strained through fine copper screen as the tank is fitted.

away

of tank and accuracy of measurement desired. Gage columns of the simple

heads are flanged to the side plates and the plate edges should be planed before
flat

"wash."

The

tubular

danger

glass type of breakage

are

subject

to

and

should

be

bends

All pipe lines should have offsets or to permit of expansion without

calking.

foundation timsupport the tanks as indicated while chocks at the sides and ends prevent lateral motion. For painting or coating of tanks see Article XII. Cylindrical tanks are composed of a rolled shell with a lap riveted longitudinal seam and or "bumped" "dished" heads. Some tanks are "seamless welded," meaning that they
bers or
"cradles"
consist

Heavy

transverse

ends

two deep capsule shaped circumferential seam at the middle of the length. This seam
of

with

FIG.

02 FUICL

Oil

WATEI! TANKS, FLAT SIDE TYPE

75

76

The Design and Constrif tioii of Pozucr Work Boats

may
Vent Pit*

be connected
long
to

when needed.
being

The
sufto

cable for these

ficiently
Fi/fe

lamps should be
insure
able

FtUinj

see

any point which may require exthere

is

amination or repairs.
If

electric

power
ties

at

the

docks where the vessel

the

up,

and

with

voltage of the ship's circuit agrees that on shore, it is well to fit plugs outside the deckhouse so that

current
lines
if

may

be taken from the dock the boat is tied up for ex-

tended periods.

Cvt/NDPiCflL Fuel T/inks

Iti

EtiGWc Room Wings

Screwed
rufi Line To Engine
'

Furl

Pipe

'Z^ a^

Guard Strips
i^,-j..:a^^ga

OfCK Plate

The wiring on decks and elsewhere except in the living quarters should be in metal conduit, with standard metal junction boxes. Wood molding may be used in the living spaces.

filling Pipt

DfTAIL /IT /I &C/IRD STRIPS VVHCPE FUEL SUPPLt PIPE TO EN&IHE CROSSES FLOOR
fig.

Pumps and Drainage

Piping for the "Pumping and Drainage Systems" has the following uses:
(a)

^Drein Pluf

5DIMe'mT CHflMPE/f

DETAIL C Deck C/isting &

Filling Pipe

93 installation and equipment of fuel tanks

(b)

Draining the bilges, and Filling emptying

water

breaking the pipes and Valves and pipes should be within access at all times and clearance around the outside of tanks should be sufRcient to permit of cleaning and painting the tanks and surstraining or connections.

The caway. pacity of the set varies with the number of lights on the vessel. A storvessel
is

not

under

tanks,
(c)
fixtures, fire lines,
tions, etc.

Providing pressure to plumbing wash deck connec-

age battery
line"

is

usually "floated in the

from the generator, so that it becomes automatically charged and

No pipes rounding hull structure. should be threaded to the tank plating, but riveted flanges of cast steel or heavy plating should take the screwed connections.
Auxiliary machinery for hoisting purposes has been discussed in a That for pumping, previous article. lighting and miscellaneous purposes is
located in the engine

may
tor
is

afford current
idle.

when the generaswitchboard of slate or

The main engines are usually fitted with two water pumps of the plunger or the centrifugal type, driven from
the

crankshaft these

or

the

camshaft.
the

One
water

room
of

if

possible
engine.

and

is

usually

part

the

other nonconducting material is fitted near the generator and has the usual volt meters, ammeters, rheostat, switches, fuses, ground lights, automatic cutouts, etc. The various circuits should be arranged to lead direct from the switchboard and to be indeThis is particularly impendent. portant in the case of the running
liglits

of
for

pumps

circulates

draws

It engine cylinders. from overboard supply through a sea connection on the hull, Be careful near the turn of bilge.
its

cooling the

that this location will provide against danger of stopping up due to the ves-

grounding and that it remain below the water.

sel's

will

always
strainer

and the searchlight.

be
in

"tell-

Electric Generating Sets

tale" should

Electric generating sets vary from one-half to five kilowatts capacity and are

the

helmsman
if

the pilot house so can see that the runin order.

the pipe opening to prevent from entering and clogging the A pipe line to the circulating pump.
solids

covers

ning lights are

lights
fitted

All running

driven

by

combination

independent internal engines or by a silent

for

electric

chain or belt from the main engines. Independent sets of standard com-

should have duplicate oil are used in case of emergency.

equipment lamps which

of

valve in the suction pipe, close to the sea connection, provides for closing off the sea water in case of damage
to the pipe line, or
if

the

pump

is

to

The number and

ning reau
liglits

location

run-

mercial

makes

are

preferable,

since

they do not require running the main engine if light is desired when the

BuDepartment of Commerce, Washington, D. C. They

are

regulated by the

be used for draining the bilges. The cooling water passes from the
circulating
ets

of

Navigation,

pump

to the cylinder jack-

and

discharges
line.

overboard

at

or

varj'
Cani/a5
PAclfin* In

with the size and type of vessel.

White Lend

the

Searchlights may be of the arc or The incandescent filament type.

are

Frequently the cooling water discharge pipe is tapped into the exhaust pipe from the mam
near the water
engine.

latter

considered

ample
boat,
less

for

the
their

average

small

work

since

The

suction pipe to the circulating

power consumption

is

and they

are not expensive or complicated.

InM Valve

Hvtl

Plank, n^

Lights in the living quarters should Frosted be tasteful and ornamental. globes add to their attractiveness and
soften their glare.
in machinery spaces, pasLights holds and on deck are in vapor tight fixtures ard should be guarded

water pump may be arranged to draw from the bilges by connecting to the This gives the boat bilge manifold.
additional
of

pumping

facilities

in

case

emergency, when the sea injection valve may be closed and the bilge
water discharged through the cylinder
jackets of the main engine.

sages,

octail of Inlet conncctiom FOR Pipe Suctions

The second pump above mentioned

is

by

wire.

In

the engine room,

FHOM

5ei\

holds and tank spaces, plugs be fitted so that portable hand lights

cargo should

not
in

fitted

larly

the

to all engines particuIt serves smaller sizes.

as

bilge

pump,

drawing

directly

Tanks
from the bilge suction pipe lines and It may also discharging overboard. be piped to the sea connection which admits water to the circulating pump, and thus used to provide sea water on deck for washing down or fire purposes.

A uxiliary Machin cry Quarters

77

sign and the observance of due precaution when in service. Most fires

are due to one of the following:

(a)

Improper ventilation of the

Leaks
in

fuel

tank and engine room.

(b)
for

the

fuel

pipes
is

and

Power tugs from about

upwards
in

fittings
fifty

because no allowance

made
the

Hot water systems require an expansion tank located in the top of the engine room or the stack. This tank has an overflow connection to the deck outside and is piped to the radiators and to the cool water inlet of the heater. The heater should be below the
top
of
level

feet

vibration

and

have an auxiliary gasoline engine which drives a generator and sometimes an air compressor and water pump as well. This pump is piped to the bilges, the fire and deck service and the sanitary service, through a manifold in the engine room. A. hand-operated bilge pump should be fitted on all power boats.
length
usually

expansion,

or

of the radiators

pipes and
repair.
(c)

fittings are inaccessible for

sible, so that the

the

if poshot water leaves the flows heater, upward

flammable gases
age.

Collection of grease, oil and inin the bilges, with no

through the radiators to the expansion tank and then down to the heater
again. coal bin

provision for their removal or drain-

or fuel

tank

is

located
fol-

close to the heater.

piped to flush closets, urinals, for water supply to baths, wash bowls and even for cooking purposes, on boats operating
sanitary

The

system

is

The first of these causes will be taken up under ventilation; the second has been discussed under fuel piping and the third may be avoided as follows. Fit a sheet metal drip pan
under
the
all

The heater
lowing

is

provided with the

fittings:

Thermometer,
Pressure gage.

Water

fuel

black

copper, and of width and depth to catch and retain all drip from the machine under

engines. or galvanized

and oil tanks and under This pan may be of

iron

gage, Safety blow valve,

or

Damper,
Drain plug.
Air
relief

valves

should

be

on

all

which

installed.

slight

drainage
Sttniner

slope should be given the bottom of the pan and there should be a large well or "sump" at the low end, from
bailed

ili</e

o/ Hull

which the drippings may be pumped, or swabbed.

All water piping

may

be galvanized
^

DETAIL OF
SOIL PIPE DlSCHHROE

wrought iron with malleable screwed Valves should have compofittings.

sition seats.

Sheet
fieitl

Scren/ed

COHNECriOH
Ncie: Prain f>it>es Scupper Outlet J jre'H
*bue WW not h

and
leirels

water tine ht4 lined witit/Up valve.

pumps, supplying pressure starting the main engines, blowing the whistle, affording a head in the water or fuel tanks when these are low

Air

for

Flanged

DET/\\L OF

Scupper fhom tiled Toilet Space

>

down
in fresh water.

in

the

hull,

are

sometimes
radiators and the entire system should be carefully drained through cocks at the low points, in case the vessel is laid up during freezing weather.
in

Salt water vessels use

driven from the main engine or by the

auxiliarj'

sea

water

for

flushing

and

only, fresh water being the tanks for cooking and

bathing taken from

potable

Power
should

gasoline set. boats in northern

waters

have

some

purposes. Pressure

provided through overhead gravity tank which may on top of the deck house or the cabin trunk. Connections to the sanitary supply tank are a filling pipe, a discharge line, an overflow, a vent pipe
is

an be

system. When small oil flame heaters, securely fastened to the deck may be in each compartment to be heated. The deck and bulkheads near all heaters should

heating less than SO feet long

form

of

Steam heating systems are arrangement and fittings

similar

except

that the expansion tank is lacking. In large vessels, thermostatic controls

may

be
to

fitted in the

heated com-

be

and a drain plug. It is essential that the tank be protected against freezing. Boats with a ventilating stack may
have the tank
in
this.

protected against the heat by a sheet of asbestos board covered with sheet metal.

partments

automatically regulate the temperature. Radiators vary from ordinary pipe

Larger boats

have

central

heating

plants of the hot water or steam type, with piping to the radiators in heated
spaces.

on brackets, to cast iron, pressed steel or brass ones of the upright or the wall type. Pilot house radiators and
piping within ten feet of the compass should be brass, because of the effect
of iron

Mention has been made of pipe connections on deck for washing down and fire uses. Brass capped plugs at the sides of deck houses, with hose racks on the bulkheads nearby, should be on boats from about 75 feet long
Vessels smaller than this upward. have fire buckets in racks on deck and chemical fire extinguishers, located where readily reached in case of
fire.

or

oil

Such heaters and should be

may burn
in

coal

room or the galley. ized or black iron smoke pipe carries the heater gases to the stack, when
such
is

engine small galvan-

the

or

steel

on

the

magnetic

needle.

Otherwise the smoke pipe projects above the cabin or trunk and has a metal cap or hood to exfitted.

on

Insulating pipe covering should be all heater pipes, on the exhaust

clude

rain

water.

hood

turns

with

the

Sometimes wind thus

this
in-

pipes from machinery and on all hot pipes where extreme temperature will endanger personal safety or result in
loss in efficiency. Tubular boilers

Fire Losses

Are Preventable

The majority

of fire losses in

boats are preventable

power by proper de-

creasing the draft by ejection effect. There should be about one square foot of heating surface in the radiators to each fifty or seventy cubic
feet of space to

on large diesel en-

gined vessels sometimes derive their heat from the exhaust gases of the

main

engines,

be heated.

auxiliary

generating steam for engines and for heating.

78

Tlic

Design and Construction of Pozvcr

Work Boats
ply for these
is usually from the sea, on salt water ships fresh water is from the ships' tanks and salt water i.; provided as well. Lavatories and sinks in galleys or pantries should have spring faucets to minimize waste of water. They discharge into the soil pipes and some-

but

/ce Paoi^

;?

Oi/re."

^
^/^

?^ij^

I
!

times into the bilge.

All
toilet

r rr

fixtures

above mentioned

I'

LJUl

should be of porcelain enameled iron, with nickeled brass fittings so they can be kept clean and sanitary.

Hand pumps

of brass or with brass

linings, are fitted to galley sinks (he fresh water supply system.

from

FIG.

95 Bt'ILT-IX
of

liKFRIfiERATOK

I.N

(AniN TIUJNK OF DO TO 75-FOOT POWEK BOAT

Vessels

this

type

use

electrical
auxiliaries,

pumps, winches and other

the current being supplied by a generator driven by a diesel engine.

close to the ship's side and to the source of water supply as practicable. Lavatory and toilet spaces should be easily entered without undue disturb-

In sone harbors the discharge of waste from plumbing fi.xtures is prohibitive and vessels navigating such waters require a large tank in the liold. The waste matter from these tanks is forced overboard by com-

pressed air, steam, or a pump for that purpose, after the vessel has got away from the prohibitive waters.

Plumbing Fixtures

Plumbing fixtures are too often not installed where their presence would introduce low additional cost while affording real comfort and sanitary
This applies to nearly all power workboats, which should at least have a self-flushing water closet and lavatories with running water.
surroundings.

ance of the privacy of living quarters. Water supply pipes may be galvanized wrought iron, with valves having bronze stems and seats. Discharge or "soil" pipes may be wrought iron or
lead, terminating in cast iron flap valves at or near the water line on the
If the pipes have bends (which should be avoided) there should be a clean-out plug at each turn in the
hull.

Messing Equipment

Messing equipment
to

is

that

devoted

feeding the crew, including the storage of unprepared food in store-

rooms and

tion of the food in the galley

refrigerators; the preparaand the

serving of the food. Canned food supplies or those such as rice, beans, flour, sugar, etc., which

crew is quartered on board imperative that bathing and galley plumbing fixtures be fitted; for a clean and well fed crew means a neat
If

the

pipeline.

it

is

The deck
never be of

in

toilet

wood
to

spaces should or other material

which tends
odors.

absorb moisture and

and well kept

ship.

bowls should always be located in a well lighted and ventilated space, partitioned off from the rest of the living quarters by odor There should be at tight bulkheads. least one bowl for every twelve or
closet
"soil"

Water

Tiling in cement or plain cement are best suited for such decking.

keep relatively long without refrigeration, are termed "drystores." Lockers or storerooms with shelves and bins for such stores may be located in the liold and should be dry and well ventilated.

Wooden
against getting

decks
the

should

be
of

likelihood

protected moisture

under the deck covering, by

The discharge or persons. pipe should be large (at least three inches in diameter). Too much
fifteen

emphasis cannot be laid on this point, for clogged bowls are a cause of dissatisfaction and disgust. The flushing water should be taken from the sea and the bowls located above the load This will water line if practicable.
eliminate the necessity for pump type closets if the boat has a sanitary presBowls if below the sure system.

having a watertight sheet lead, zinc or galvanized iron pan fitted tightly all around the compartment and extending at least up onto the bulkheads. This "flashed" metal should extend at least six inches above the Plain cetop of the tile or cement. ment decks in toilet spaces should have portable gratings of oak or ash.

Vegetables should be placed in boxes or bins, in the open air if possible but with covered tops. Such vegetable lockers may be located on top of the cabin or trunk to which they are securely fastened. They consist of oak or pine slats with a raingrilled

proof hinged top. Vegetable lockers of strong wire mesh are desirable in
larger vessels. Small bins or
jars in the to provide an

galley

should be
diate

fitted

imme-

The corners

of all toilet space decks

water

line,

should always be

of

the

pump
and

type.

should be generously rounded (coved) and drainage provided at the low corners by scupper openings having perforated brass strainers. Pipes discharge from these scuppers into the soil pipes or the deck scupper pipes.

supply for cooking. Perishable supplies such as fruit, eggs and other dairy products, meats,
etc.,

are carried in refrigerators.

These

reached from the galley and may be either built into the ship or of standard commercial type strongly secured in place.
shoiild

be

easily

Urinals are fitted in larger vessels should be of a type readily cleaned, not subject to clogging.
All
sanitary
fixtures

Where
fitted,

these

bathtubs should

or

showers
located

are

be

apart

2..S

Refrigerator capacities average from to 3 cubic feet of volume for each

from the

should

be

as

toilet spaces and should have running hot or cold water. The sup-

person for which cold stores are provided.

CHAPTER

XVII

Food Storage, Heating and Lighting

'MALL
refrigerators in vessels shorter than 100 feet, are usuin ally cooled by ice carried

arrangement where there is a separate galley, is to have the refrigerator in one corner with its top just below the

heavy gravity and are used only

in

vessels with diesel engines or in large vessels. The burner atomizes the fuel

a
selves.

compartment

within

them-

windows of the cabin or

ice

trunk.

The

Larger ones are cooled by remachines, using ammonia, frigerating

dioxide,

and cold stores may be passed through a window directly into such
Still

carbon
chloride

or

medium. chines have

ton

sulphur dioxide, ethyl dense air as the cooling The smallest of such maa
capacity

a box.

larger vessels with galley

of

of

ice

by

electric

per day. or internal

They

one-quarter are driven

on the main deck may have a door in the deck house at the refrigerator. Both these arrangements prevent the
soiling

by air, steam or mechanical means. Coal ranges are usually fitted in vessels above 100 feet long. There is a fuel locker close to such ranges and they have a tank attached for heating water. This may be piped to the hot water sanitary system if desired.
All ranges are securely fastened in place by screws, angle lugs, or stay rods. There is a nickeled guard rail on top of the ranges to prevent pots

of

interior

of

the

cabin

or

combustion mowalls

trunk

when stocking up
Drystorcs

the ice box.

tors.

The

outside

refrigerator

are

of steel or

grooved,
thick.

wood, usually tongue and from % inch to 1% inch

inside of these bulkheads

Canned food supplies or those such as rice, beans, flour, sugar, etc., which
keep relatively long without refrigeration, are termed "drystores." Lockers or storerooms with shelves and bins for such stores may be located in the
tJtjTeiv

The

has

building tarpaper layer layer of insulating material paper. four is inside the paper and is from

of

or

and pans from sliding ofif. The deck and bulkheads near ranges are protected against the heat by sheet asbestos covered with galvanized iron.

to

eight inches such materials

in

thick.
is

The

best

of
Jma^th^^*s

A stack over the ranges carries gases and odors.

Dressers for Food

off

pure

block

cork,

usually fitted

two layers with the Sometimes a secseams staggered. ond layer of thick paper is between the two thicknesses of cork, while a
final

always inside the Ground pressed insulating cork, mineral wool or even air cells are often used to form the refrigerator walls but these are not recomThe insulation should be mended. packed tightly and fastened by ce-

paper coat

is

material.

FIG.

86 CONSTRUCTION OF KEFRIGERATOR
DOOR

Beside the ranges, sink and plumbhave food for cooking. This dresser may serve as a mess table with hinged stools attached or arranged to stow undering thus far mentioned, galleys dressers for preparing the raw
neath.

Lockers

and

drawers

under

hold and should be dry and well ventilated. in Vegetables should be placed boxes or bins, in the open air if possible but with covered tops. Such vegetable lockers may be located on top of the cabin or trunk to which

the dresser and the sink afford stow-

ment, not by nails or other metal fastenThe inside ings zvhich conduct heat.
refrigerator
jjorcelain

grilled

Racks and age for cooking utensils. shelves on the bulkheads are provided for the dishes. These shelves have covered fronts with a Y-shaped slot

walls

are

of

sheet

zinc,

enameled iron, glass, or wood soldered or cemented in place.

In designing refrigerators remember that cold air from the ice or the cooling coils always settles to the bottom

they are securely fastened. They consist of oak or pine slats with a rain

them so that dishes are put in at the top and cannot slide out when on the shelf. Cups and other china dishes
in

Vegetable lockers proof hinged top. of strong wire mesh are desirable in
larger
vessels.

with handles arc hung underneath the shelving.

from

hooks

and replaces warmer

fore, the ice or coils

layers.

There-

should be at the top of the box to insure circulation. The air in refrigerators should be kept
as dry as possible.
If ice is used it is placed in the upper part of the refrigerator on a metal shelf which has pipe drains to Air spaces above and at the bilges.

Small bins or jars in the galley should be fitted to provide an immediate

The decking of galleys in small boats may be linoleum, while in larger ones it is usually tile.
galley there

cooking. supply Galley ranges vary from small blue flame kerosene stoves with one or

for

two burners
oil

to

large ranges burning

meals are not served in the may be a saloon, although this is not common in workboats. Berthing accommodations are not needed in boats which have short runs
it

When

or coal.
a

The small stoves may be

but
ities

is

well to provide sleeping facil-

the

sides

of

the

ice

provide

cooling

circulation.

Refrigerator doors are double rabSmall beted with rubber gaskets. boats may have refrigerator boxes opening on top located in the holds
or under locker seats.

with sheet metal so that the stove is out of the way when not in use. A small fuel tank is usually fitted to such kerosene stoves and sometimes there is a small
in

drawer lined

convenient

hand operated air pump to generate pressure in the tank. Oil burning ranges use fuel oil of
ro

emergency use. To this end hinged bunks of galvanized pipe may be installed in the forehold or even in the wings of the engine room. The berths may have lashed canvas or spring bottoms and mattresses. Bedfor

ding

is

Sometimes cushioned

stored in lockers nearby. seats or "tran-

80

The Design and Construction of Power Work Boats

operated from below or by handles on the cowl itself. They are of sheet
fLfN
fjt/ime a^/'l'it

Paf-.

Small iron, galvanized or painted. cowls on yachts are sometimes of polished brass. The cowl is mounted on a fixed trunk fastened to the deck by an angle ring. This trunk may extend to any desired distance below the deck and the part below the deck ring may
be circular or rectangular. Sometimes it is necessary to offset the trunk below decks so it will not prove an obstruction.

PLAN

\//Ewa/=^

eLEyirif^

W/ND

C^^iJTf ro/? /)/i^F'Of?T.

IIG.

99 VENTILATING EQUIPMENT

The cowl opening

is

usuthe direct draft afforded by the cowl

type.

ally twice the

diameter of the ventila-

tor trunk

PIC

g7_INTEliI0R OF STACK WITH TANKS

to slide out

and the upper edge projects the slightly beyond the bottom of opening. The metal forming the cowl and welded or riveted to is bumped A pipe or half round bar split shape. re-enforces the edges of the cowl
opening.

Types of Windchutes

Windchutes are of two types; the

canvas ones for ventilating holds and other spaces not requiring permanent vents, and the "airport type" which may be used in living quarters.

soms" are arranged

form-

cushing berths when extended. The ions are designed to fit the extended transom and serve as mattresses. Cushions are filled with hair or buoyant fibre such as kapok. They may be

Mushroom

Ventilators

Canvas windchutes are used

in

cargo

covered with leather, imitation leather

or

ventilators are not "wind catchers" as is the case with the cowl They are merely "up comers," type. meaning that they release impure air

Mushroom

vessels and are simply a long canvas trunk which has an opening near the
top.

Wing

flaps

at

the

sides

of

the

The imitation leather is velvet. recommended as being durable and

best for ordinary workboats.

and shelving drawers Lockers, should be provided wherever possible or by utilizing unoccupied corners
spaces under berths and
seats.

but do not admit a fresh supply. They consist of a short pipe fastened to the A screw deck with an angle ring. down cap covers the top of this pipe and seats on a watertight rubber

opening help catch the air and force down through the trunk. The enit
tire

A central gasket or a ground joint. rod with acme or square screw threads in a guide is turned from below by a
handwheel or crank, thus raising or

canvas windchute is suspended from the mast or rigging by its hooded top and the lower end passes through a hatch into the compartment which is being aired out.
Airport

windchutes
be

are

of

galvan-

ized sheet iron, scoop shaped

and deopen
of the

Means

of

Ventilation
for ventilation are:

The
(a)

usual

means
(c)

Cowl

ventilators,

(6)

mushroom
(d)

ventilators,

wind chutes,
(c)

vent

pipes or "goosenecks," hatches.

skylights

and
or

Cowl

ventilators

may

be

fixed

to be turned portable and are arranged 'into the wind" by shafting and gears

The cap projects lowering the cap. over and down around the outside of the pipe, so the vent may be opened Mushroom slightly in rainy weather. vents may be of cast steel or bronze. They are usually fitted over toilet mild spaces or living quarters where
circulation of the air
is

signed
airports
hull.

to

pushed

through

so

that air will be

deflected

laterally into the

compartments

They sometimes have screens

at their inner ends.

by ship chandlers

Ventilators of various types are sold in stock sizes.

preferable to

COy^l VENTILATOR

A7U3Hf?OOM
VNT/LATOf?-

"goosenecks" are pipes or tank over spaces and consist placed of standard pipe extending above the deck with a return bend at the top. A standard pipe flange connects the

Vent

lower end of the pipe to the deck.

Forced ventilation
large
tional

is

employed on
the

vessels but not

in

convena
sys-

power

workboat.

Such

tem has a central blower plant taking air from vent cowls and forcing it to
remote spaces in the hull through sheet metal ducts or conduits.
H/INOiBS To

MerAL

few of the cardinal principles of might well be discussed and should be borne in mind when designing power workboats.

ventilation

First:

Warm
down

and

impure
air.

air

Is

lighter than cool fresh the supply ventilator

Therefore, trunks should

the

lead

well

into

ventilated

compartment, therein. open from the highest points but poor exhaust form good Skylights
MANPUe To Tuan Firam Bei. oiv^
FIG.

while

exhaust

vents

supply ventilators.

98 VRNTILATING EQUIPMENT

Second:

The motion

of air currents

Pood Storage, Heating and Lighting

SlPB^I'i^MeL
^Pii>e

81

FxAne-}

=iES=

/'

r
H/N6P -P/P^ S^f^TH-

X-I.

c/fi^fi

3^1^ r/f^

5LIPIN(S

TRAN50M B^PTM
FIG.

H/m^P TRAN50M B^RTH

100 PIPE AND TRANSOM BERTHS

inside the hull

is

from

aft

forward so
be
at

that
after

supply

vents

should

the
ex-

strong current which is local. Do not forget the corners of compartments

Fourth: Gasoline fumes are heavier than air and tend to accumulate in
the
bilges.

end

of

compartments and

haust vents at the forward ends. Third: A mild air current well distributed is more eflective than a

and see that the circulation is diagonally upward by staggering the supply and exhaust vents about the compartment's centerline.

Arrange
in

for

circulation

engine or fuel tank spaces by using an open rather than a ceiled type of structure.

low

down

82

The Design and Construction of Pozver Work Boats

llARY

p.

KUTH, POWER FISHING SCHOONER

.

Owned by Cape Ann Cold Storage Co. Under command of Capt.

one of

Equipped with 80-horsepower Wolverine engine. Patrick Murphy This has been the most successful craft in New England waters

CHAPTER

XVIII

Painting Structure and Slieatliing

'EASURES
must be
boat's

taken

to

worm and

vessels are sometimes taken

chemicals

mostly

^i
Wood
"fungi." in the
their

protect

a
the

structure

into rivers to eliminate the pest.

When

against

various

elements

tending to cause deterioration. will decay or be attacked by

marine growth and animals. Steel will corrode, decompose by electrolic action or become fouled with marine growth. First consider briefly the causes and
prevention of decomposition in wood. Decay is brought about by micro"molds" or called plants scopic

properly sheathed with metal, hulls not attacked by the teredo or the wood louse that other insect, The teredo is not found (limnoria). in cooler salt waters (temperatures below SS degrees), nor in brackish
are

"creosote", chloride chloride of zinc.

being employed of mercury and

Creosote
Creosote
coal tar)
tives.
it

is

Best Preservative
oil

(creosote
is

or dead

oil

of

the best of these preserva-

waters.

is

Owing to its penetrating odor only used on vessels where the

(if

The wood
coasts
of
It

louse

New
and

Mexico
states.

found along the England, the Gulf of northern Pacific the

is

subject to taint) and the living quarters are remote from the treated timbers. Vessels such as shal-

cargo

These

tiny

organisims grow
as
parasites,

lives

only

in
kill

pure
it.

salt

low

draft

lighters

or

self-propelled

wood

fiber

and

water.

Dirty water will

growth is aided by oxygen, water, heat and food, just as in the

case of other plants. dry or absolutely
If

How

to

Prevent Decay

barges, which do not carry cargo in The the holds, may be creosoted. wood should be cut and trimmed to
fit

wood

is

constantly

kept subIf

merged
the

in water,
is

it

will not decay.

Prevention of decay in timber has its initial step in seasoning ot drying out the moisture from the green

before

being

treated.

It

is

then

creosoted.

moist atmosphere at ordinary temperatures, it will decay If moisture is held in the rapidly. wood and cannot escape (as when green timber is painted) decay will set
in a
in.

wood

wood.

Green wood contains from half to three-quarters of its total weight in water. Seasoned wood (air dried) has from 10 to 20 per cent of its dry This reweight in contained water.
duction
the
of moisture content lessens tendency for fungi to grow and assures a minimum of shrinkage and

Creosote is a by-product from the manufacture of coke or illuminating It is the residuum of tar after gas. Its the light oils have distilled off. chemical composition is very involved. It varies in weight as purchased and

Sapwood
Different

decays

more

rapidly

than that from the heart.

The the heavier grades are the best. timber to be treated has the coal tar
creosote

forced

into

its

wood

cells

Forms of Decay
rot",

warp

after

becoming
being
air

part
dried

of

the
a

under pressure.
as "carbolineum" are applied with the brush as substitutes for creosote.

Different
rot",
rot",

forms of decay are "dry

vessel's structure.

"wet rot", "sap and "blue stain".

"brown
latter
is

Timbers

The

not seriously detrimental to strength of the timber and occurs in the sapwood of pine or other evergreens. Such timber is treated by dipping into a solution of 5 per cent solution of carbonate of soda heated between 130 and ISO degrees Fahr. Decay which exists in the heartwood of living trees, ceases when the tree is cut and does not spread to other sound pieces of wood nearby.

is tendency to split or "check." minimized by painting or creosoting the ends of the logs, or else by driving "S" shaped wedges about J^-inch thick at the base onto the log ends. Small timbers are sometimes put into a concentrated salt solution where they remain from a day to a week to

have This

A number names such

The

of

compounds with trade

seasoned

and

cut

timber

is

placed in a heated chamber wherein a This partial vacuum is then created.

expells
is

moisture from the

ducts and

cells in the

wood and

the creosote oil

Softwoods which are exposed to the weather wear away. This is known
as

"weathering."

Where
various

the

Teredo Works
of

There are small marine animals

checking while seasoning. They may be dried in bone charcoal which also prevents checking. Kiln drying is usually done in a large heated and ventilated building through which the lumber passes in successive steps. It comes in at one end as green wood and leaves at the other end of the building in seasoned condition. Soft woods can be dried
prevent
their

forced in to replace it. There are various methods for performing the
processing, some more economical as regards use of the fluid or less apt to break down the structure of the wood

contributing to strength, than others.

Surface Preservatives
preservative coatings are divided into (a) fillers, paints, (c) varnishes.

Surface

for
(b)

wood

kinds in the salt waters of warm climates which attack wood by The teredo worm is best boring. known of these. It has a hard horny
head, a long
of gills.

more
tures

rapidly and at higher

than hard

temperawoods, without loss

Fillers

are used to close the

pores

of

of strength.
in

woods which are to be given a high polish. As such polished finishes

body and a feathery

tail

Seasoned timber after incorporation the hull structure is protected by

do not

find general application except for furniture, models, musical instru-

When it has penetrated the surface of a timber, the teredo works along the grain and does not cross seams which have been tarred or
calked.

saturating with various

compounds

to

Fresh water

kills

the

teredo

moisture and decay or by coating with elastic waterproof pigments. The saturating process is little used in boat building, the preservative
exclude

ments, etc., they will not be discussed here. Paints for wooden surfaces contain
a basic

with an

pigment of lead or zinc, mixed oil, a thinner and a dryer.

83

84

The Design and Construction of Power Work Boats

really

the level at which the This line is the upper limit of the "boot topping." The hull below water if not sheathed with metal, should get at

above

boat

floats.

least

two coats

of

good copper
this

paint,

but do
surfaces.

not apply
hull

paint

to

iron

The

above water should receive

a priming coat and two finishing coats of the selected color. Black, white, dark green are the usual hull colors

used
is

for

work

boats.

Boot topping

wood decks, gratings and trim are usually finished natural. All these except decks and
gratings should be varnished.

red or bright green. Wood rails, fender logs,

FIG.

101-BILGK KEELS AND SHEATHING

Deck houses and superstructure are sometimes of the same color as the hull above water. Often lighter shades are used, white, gray, reds and buffs being most frequently employed. Canvas decks are finished in grays or
buff

White lead, zinc white (oxide of zinc) and leaded zincs (mixtures of zinc oxide and sulphate of lead) are used for the pigments. The lead and zinc pigments are mixed in best paints because zinc alone sometimes causes check and scale, while lead gives rise to scales or blisters. These basic pigments in paint are improved by adding small percentages of finely ground crystal salts, barium sulphate (barytes), oxide of silicon (silex) and aluminum silicate (climaclay), being most often used.
obtained by adding colored pigments, the more usual of which are lampblack, umbre, ochre, sienna, chrome yellow and Prussian
desired tint
is

Turpentine is the most commonly used paint thinner although petroleum distillates of about the same weight and quickness of evaporation sometimes give good results. Driers when mixed with
tract

after

laying.

Spars are usually varnished. Stacks may be any distinctive color with markings or insignia. Life boats are of the same color as deck houses.
Rails,
fixed

paint

at-

awnings,

life

rings,

etc.,

oxygen

the drying.

of the air, thus hastening They are made by boiloil.

are mostly white. Inside finishes should

shades,

be

in

light

such

as

ing manganese and lead oxides in

Varnishes are made by melting tree gums in oil and thinning with turFor outside work use a pentine. "long oil" varnish, i.e. one containing
a

light green, varnished.

white, french gray, buff or natural light

Two

or

three
all

coats

are

the

usual

practice for

painted

surfaces.

large
oil.

amount

of

oil.

The
to

best in-

Painting Steel Structures

The

terior varnishes contain small

amounts
select
a

When
mills
it

of

The

best

way

is by comparative tests under working conditions or by experience

varnish

or

steel is received from the has a coating of "mill scale" iron oxide which protects it

blue.

Pure raw linseed oil is the best for general paint use on wood. It causes rapid drying and gives a hard finish. Boiled and raw oils are mixed for
metallic paints. for Substitutes
linseed
oil

of the user or his friends. Many socalled "varnishes" are not at all satis-

After being built into temporarily. the hull most of this scale has rusted
off.

Before any steel parts are riveted

factory for marine use.

Painting

Wooden Hulls
is

clean the contact surface with wire brushes and apply a thick coating of red lead or other steel

together,

The following
are
the

a brief

outline

of
for

priming paint of approved commercial

grade. All surface
filled

usual
parts

painting
boats.
of

procedure
structure
to

menhaden
is

fish
it

oil,

paints because

used in marine resists moisture. It

wooden work
All

the

be

can be irregularities smooth with good trowel cement

for steel.

apt

to

darken
oil

and to take
is

dust.

China

wood

used

for

water

after proofing paints being tested with driers by heating. Corn oil and cotton seed oil are sometimes used but dry very slowly. Injurious effects are brought about by use of petroleum or rosin oils. These tend to produce checks and dry slowly. Paints are sometimes sold in paste form to be thinned when used by addChief among these are zinc ing oil. iron and lead oxide pastes.
is bought dry as a rule mixed with free litharge to About 10 get best protective results. to IS percent of litharge is added to the red lead and causes the forma-

permanently covered over, such as where timbers are joined or on the inside of hull and outside of ceiling
in

made
red

lead

The first coat is the or other selected anticorrowhich parts above water
finishing
re-

sive, after

a ceiled vessel, should be carefully

ceive
sired

two
color.
final

coats

of

the
line

deis

painted

before

assembling.

wood and

steel surfaces

Where come together

The
"anti

coat below

water

a thick coating of red or white lead and a layer of tar felt should be used. All surfaces to be painted should Knots be smooth. sand-papered should be touched up with shellac. Wood bruises caused by heads of fastenings should be plugged with wood All large or puttied up if small. calking and filling of seams should be done before painting begins.
if

fouling" paint containing chemicals, principally mercury oxides, iron oxides and zinc oxides dissolved in

and alcohol. Anti fouling dry quickly and can be put on during a day in drydock. The usual marine growths are retarded in
shellac

paints

Red

lead

their tendency to attach to the vessel

and

is

First

fill

all

seams
fair

over

calking,

plane

the

surface
the

and

tion of a hard waterproof skin.

mark on

"water

line"

smooth, which is

by these paints, but the effect wears off and the paint must be renewed after the steel has been scraped, usually once every six or nine months.

Wooden

hulls

to

be

used

in

salt

Painting Structure and Sheathing

water should wood.
as
still

85

infested

be

by sheathed

with

borers marine metal or

tzi

For a time sheet copper was used

the

only

metal

sheathing.

It

is

employed in high class work but not so extensively as heretofore, due

principally to raw material.

the

prohibitive

cost

of

Yellow metal (copper alloys) has also found extensive use. For power workboats an excellent metal and inexpensive relatively
sheathing This has
greater
less
is

galvanized

sheet

iron.

added advantage of and consequently strength

an
strik-

danger of being torn when

ing subsequent obstacles. All metal sheathing is from 1/32inch (about No. 20 B. & S. gage) to
1/16 inches thick.

The wooden
coated
limit of

hull

is

with

thick

pitch

calked and then to the top

This is the metal sheathing. usually from 4 to 12 inches above the A layer of tar felt load water line. is sometimes used under the sheathing
instead of pitch. The metal sheets are then fastened on with tacks of similar material.

Care should be taken that all seams and are tight. No buckles should be in the sheathing and this is avoided by fastening successive sheets
lap

FIG.

102 HOW WOOD

SIIE.4THING IS FITTED

ON WOODEN HULLS

from the center

entire

to

area

of

each

The edges. sheet is studded

the

with tacks at intervals of four to six inches in each direction.

Sometimes

if

the

sheathing

is

on

too tightly it will split after the vessel has been launched. This is due to

expansion of the hull planking when absorbing a certain amount of sea water. If there is no danger of damage to the wood from borers where the boat is built, it is well to launch
the
hull
later

sheathing is used, or if of iron when copper or brass sheathing is fitted, protection against galvanic action in salt water should be provided by using zinc strips on the iron or steel bronze. the or copper parts near These strips are rapidly eaten away and must be renewed about every six or nine months when the boat is It 'S best to avoid this drydocked. source of weakness by making all underwater fittings of the same or
electrically

and the sheathing for attached parts is put on after they have been fastened
in
in place.

(Fig. 101).

Wood

sheathing was formerly used

large wooden ships and is still often employed on barges or very heavy workboats. It is usually of the

same wood
is

fitted

the
those

as the hull planking and with the seams and butts of sheathing planks staggered with

of

the

hull

timbers.

(Fig.

102).

similar

metals.
are
as

Wooden
the

rudders

sheathed
the
hulls

in

sheathing is bolted to the planking and is of about half the hull Thick pitch is applank thickness.
plied

The

before haul

and

sheathing it out for

is

applied

sheathing

same manner which fitted.

to

between the outside of

in

hull

and

the

wood

before delivery.

Where
Galvanic

How
If

to

Prevent

Action

used,

they

bilge keels or false keels are are apt to wear oflf or

heads

sheathing. Lag screws with recesses which are plugged

break

oflf

frequently.

The

hull

attach the sheathing to the hull planks and should not extend through the
latter.

propeller and other underwater fittings are bronze when iron

the

sheathing should therefore be between these appendages and the hull itself

Plank sheathing may be creoto

soted

advantage.

86

Tlie

Design and Cnnslruction of Pozver

Work Boats

16 ton Auxiliary Schooner owned by Capt. S. B. Carrying a cargo of 200 bushels of potatoes. Mainpower plant four cylinder 40 H, P. Frisbie engine equipt with a Paragon Reverse Gear. In service seven years.

"

Elizabeth C." of Greenport, N. Y.

Bushnell.

CHAPTER XIX
How
CONCRETE
larly
in

Concrete Power Boats Are Built

"set."

as a boat building material has been employed to some extent for years, particu-

boats.

The

barges and for small results in service of such

that a very long life

The amount of water used has a marked effect on the ultimate strength, best results being when the mixture starts to flow on a slope of
35

plained in books on naval architecture as previously noted. In these calculations the vessel
is

taken as a
of
is

float-

ing girder
tion

and the strength

secde-

degrees
is

vessels have

shown

will just

from the horizontal and Concrete stay on a shovel.

strong
in

most severely stressed rived from the formula:

S
I

may
sels

practically eliminated

be anticipated, that hull repairs are and that such ves-

alone

compression
in

but

weak
are

in

tension.

Steel rods or

mesh
,the

are

highly
of

satisfactory.

When
little

therefore

imibedded

M
Here
foot

== c

one takes into account that very

is

mass and so

disitributed

as to absorb

M
the

is

the bending
unit

moment
tensile

in

known

this

material

work, such results would warrant a hearty endorsement of concrete small boats of every type, especially if numbers are constructed from
the

ship seem to

in

all tensile stresses.

This steel is called the "re-enforcing" and concrete so Strengthened is termed "re-enforced
concrete."

tons.
is

S
I

maximum
stress.

or

compressive
is

same design.

advertised boats widely have been crudely designed although successful with respect to strength, carrying capacity and seaworthiness. This may have resulted in a popular

Several

impression that graceful designs cannot be made of concrete. As a matter of fact, the concrete vessel can be as well designed as those of other

Sheering strains are also absorbed by the steel rods which run in two directions; longitudinally and transversely. Sometimes wire mesh or metal lath is used in conjunction with steel rods to prevent formation of hair cracks. The steel should be well protected against corrosion since it will expand and crack
or "spawl" the surrounding concrete and give rise to rust streaks. There is no danger of this if the rods are
at a

the

moment

of

inertia

of

the

midship section.
is the distance from neutral axis extreme upper or lower point of the section under stress. For cargo vessels and others of

to

ordinary

form,

M =
is

Where
tons,

30 to 35
the

displacement

in

and it possesses the added advantage of being monolithic (seammaterials

a
less),

depth of 1J4 times their diameter

L
30

is

result

striven

for

since

the

origin of shipbuilding.

Concrete
land

itself is a

mixture of Port-

from the surface and have been well coated with the cement. Pockets and porous spots are avoiided by tamping the concrete around the steel and
vibrating
the

or 35

the length of vessel in feet. are constants.

vessels
of

For
hold

depth
20.

the

unusually shallow constant may be as

low as

cement with coarser aggregate such as sand and gravel or stone. In marine work, lighter materials are sometimes substituted for the sand and gravel, thus lightening the conin loss appreciable In an ideal concrete the strength. particles forming the mass are grad-

rods
is

during pouring.

Since there

scant data to deter-

unit stress S is taken as 16,000 pounds per square inch tension for

The

mine
or

from previous boats such as has been the case in steel

structure

crete

without

wood designs, it is necessary to make careful strength calculations

only for hogging, sagging and sheer but also to ensure ample
in

not

ed as to
the
terial

size,

the

voids
are

between
filled

theory being that the coarse mafiner

strength
First
load,

resisting

local

strains.

re-enforcing steel and 850 pounds per square inch compression for conThe section of greatest sheer crete. is at about one-fourth of the length from each end. The greatest allowable sheering stress is 250 to 300 pounds per square inch in the concrete.

the

usual

weight,

buoyancy,

and that the cement fills the smallest voids and thoroughly coats each particle in the mass. The ingredients are mixed with water to a pasty consistency, then poured between wooden molds or "forms" and allowed to harden or

by the

bending curves are calculated for both light and load displacements with the vessel assumed floating on a wave whose length from crest to crest equals
that of the vessel.

sheer

and

moment

Longitudinal hull girders are included in the calculations for moment

of
inertia
in

hogging

or

sagging.

Transverse frames are not but should be spaced as determined from local
"slab" calculations.
face
is

Here the

hull sur-

This well known

is

and lengthy calculation

clearly ex-

divided into rectangles preferably twice as long as they are wide.

87

88
Then
(see

The Design and Construction of Poivcr Work Boats

from "Hoole
slab

strength

formulas

upward
total

on re-enforced concrete) the stresses and proportions of concrete and steel are
Johnson"
determiined.

&

After the in round bars). sectional area of steel has been calculated to withstand the tensile
of

where best results are desired should be referred to some competent authority on the subject of concrete vessels.

and

sheering stresses, the rods and their spacing

number
are
de-

Fig.

103

is

typical

section

of

Deck
are

strains

in

slab

calculations

none are

from deck loads or if head of water of four feet may be taken on the main deck as representing a wave which
obtained
carried, a

has come aboard. Slab loads on the sides are due to

the

by dividing this required total area by the area per rod of the size. selected Usually it is most economical to use rods between J^" and %" in diameter. Larger rods are used in stanchions and framing.
rived

concrete
the

hull

under

construction

on

Notice that the building ways. concrete hull with its reinforcing bars and structural framing is encased in wooden molds or "forms" which are

supported
trusses

combined

downward

thrust

of

Smaller rods are used in hulls of unusual thinness (less than 154" thick).

by cribbing, scaffolding, and suspension rods.

surface
of

The
forms
exact

inner
is

the

outside

deck load and the side thrust of the water outside, whose head is equal to

Types and disposition

structions."

of

re-enfor-

oing will be considered under "Con-

smooth and shaped to the molded surface of the hull

but (for
fir

molded depth. Bottom loads are net from downward weight of hold cargo, downward thrust of deck load through and stanchions and upward sides thrust of buoyancy on outside due to head equaling the molded depth. In all calculations the number of steel rods is found by assuming them
the
to be of standard commercial diameters (from one-sixteenth of an inch

These outer forms are of varied conand factors affecting

struction
sels) are

The

theories
for

medium

sized vesthick
fitted

strength of re-enforced concrete are complex and cannot be discussed here at length. Prospective builders or owners are recalculations

from 5^-inch

to 2-inch

pine or

planks with closely

edges. Tongue and groove lumber may be used on flat surfaces.

ferred
typical

to

the

numerous
on

articles

and

The framework and

side of the

scaffolding out-

concrete ship design published within the past year. Radical departures from these deplans
signs

forms should be strongly designed but readily removable with-

out material

or

even

conventional

ships

damage to the timbers. The forms may be in panels with

all

framing

around the seams

to pre-

When the vent getting out of line. hull has been molded and the concrete has hardened or "set", the forms are removed or "stripped" by taking
down
form
scaffolding and sections of the then unabove bilge, bolting and stripping the bilge forms and finally the bottom forms are
the

Tifi/sf

stripped as follows: First take down alternate cribs under the bottom, strip

forms which the removed cribs cribs the had replace supported, under the exposed concrete, after which the remaining cribs and panels may be taken down and all the cribs replaced under the bare hull.
the

The
side

reinforcing steel

is

placed

in-

of

forms.

and supported by the outer Then the inside forms are put
the

up as
gresses.

Owing

pouring of concrete proto the cut up and

framed nature of the inner hull surface these forms are in small sections so they can be quickly erected, and also to permit their removal through whatever size hatch, scuttle, door or other opening may be in the particular compartment after molding
is

finished.

When
and
the
the
fittings

the forms have been erected

reinforcing steel and all piercing the hull are in plact next operation is molding the

concrete.
is

applied
to
is

to

adhere
crete

coating or wash of lime forms so they will not Then the conthe hull.

molded by (a) pouring, (b) gunning or (c) a combination of the

two. Before taking up molding, consider the various types of reinforcing members and their disposition within the

FIG.

103 TYPICAL SECTION OF A CONCRETE UULL UNDER CONSTRUCTIO.N

How
concrete.

Concrete Pozvcr Boats Are Built

//la/ffe fiv/r/fi

89

The main strength

is in

the

basketlike network of rods encased by the hull. This is augmented by

girders,

beams,

frames,

floors,

keel-

stanchions, stringers and bulkheads; so that the surface of the hull

sons,

consists
th'in

of

a or

number
"slabs"

of

relatively
A' T'/re-c^sr ^i/p^vkt
FIG.

supported by the internal framing. Usually the hull steel runs longitudinally and transalthough some ships have versely, been built with the rods diagonal and and at right angles to each other.
panels

104 MET.VL CLIPS USED TO SUPPORT LONGITUDINAL HODS

wires of light steel rounds
inch
to

Such a system has been employed

satisfactorily in a number of concrete hulls with excellent results and
is shown in Fig. 106. The supporting framework of transverse and longi-

(from J^
absorb

y%

inch

in

diameter)

There are many kinds of rods and more methods of spacing and securing them in place. Rods or bars are of two principal kinds, (a) the plain rounds and (b) the deformed bars. The plain round bars are sufficient

the sheering stresses in each member. The girders and stanchions are calcu-

tudinal angles is riveted together and erected in the forms. The spacing of

Some enfor all practical purposes. gineers contend that deformed bars
are

these angles is about four feet in each direction and they are very light. The round bars are then threaded

more securely bonded

to the con-

and perhaps this is so. At any rate, the round bars if properly spaced and secured give excellent service and
crete

or laid into the punched by unskilled laboi. Bulkheads are constructed and reinforced the same as the shell. All

through

slots

on deck, and bottom slab areas which they For stanchions this area support. is the distance between them in each direction. For frames it is their spacing on the ships side in bending and half the distance between ships side and the first row of stanchions in compression. For beams and girdlated to withstand the loads
side

ers

it

is

their

spacing

times

their

are therefore considered by the writer

as

door frames, pipe

other
the

stuffing

boxes

or

answering
Regardless

all

requirements.
type
of

of

the

rod

se-

must be supported at the correct distance from the surface of and at their proper the concrete spacing between centers in both dilected these

aperatures must be located in forms before molding begins. The number of rows of reinforcing

Details of beam and column span. calculations in are texts on rein-

forced concrete

construction.

Reinforcing rods should be as long

/A'i/ee ^ajrf?i

not securely If rods are rections,. held in place they will sag toward or to the surface of the concrete, thus becoming exposed when forms are
stripped
to

^^
FIG.

and

requiring

the

concrete 105 METHOD USED

the
steel

be cut out at such spots so the rods can be bent into place. The rods are also apt to slide on one another and become irregularly spaced

IN

HOLDING RODS IN PLACE FOR POURING FORMS

depends

on

required.

when molding locally weaken

duce
plest
is

takes place. This w'ill the structure and proundesirable voids. The sim-

general rule is that diameter of rods ihould be less than one-fifth of the thickness of concrete in which imbedded.
Fig.

as and the or possible lapped butted ends should be well staggered

to

prevent

local

weakening
to join at

of

the

structure.

and usual way to support bars by small concrete blocks or metal them and the outer clips between
(Figs.

longitudinal verse bars.

forms

104

and

105).

These

are spaced closely enough to carry the rods without appreciable sag and

remain imbedded in the concrete after forms have been stripped. The rods are prevented from slipping on each other by wiring them
together at
alternate

wire mesh or expanded metal is fastened to the outer row of bars to prevent the formation of hair cracks in the concrete. Columns or "stanchions" and girders

row Sometimes
one

shows two rows of one row of transFigs. 105 and 106 show of bars in each direction.
104

The simplest way

is

and

lapping diameters and

by

them
binding

rod ends 40 them with

lleast

Special clamps are made which grip the butted ends of rods similarly to an outside pipe nipple. Best of
wire.
all

the butted ends can be welded. Since the girth of cross sections on
hull

the

becomes
stern

less
it

toward
is

the

are

constructed

as

in

Fig.

107.

bow and

than

amidships,

intersections

or

Extra

heavy rods

(from

J4

inch

to

by welding them at these points. These are the methods usually employed
crete
flat

1J4 inches in diameter)

take the prin-

the rod spacing will vary throughout the length of all types of vessels except

for

shore

structures

of

con-

ciple stresses being run up and hooked over as shown. Stirrups and binding

those

with

box

sections

such

as

the simplest barges.

When

the rods

where most of the surfaces are

of simple

slabs

curvature.

They

have

been
but

used
are

in

many

vessels

not

concrete considered the

most positive and economical for this purpose. Some type of molded guide
flat iron, angle or other strucshape which can be bent to the curvature at any transverse section and then slotted or punched to re-

bar of
tural

ceive the rods,

would be

FIG.106 MOLDED

GUIDE

better.

BAR PUNCHED TO RECEIVE RODS. THIS METHOD USED WITH EXCELLENT RESULTS

IS

VERY S.\TISFACTORY

90

The Design and Construction of Power Work Boats

come
closer

than
the

half

their

spacing
are
the

T
ia

amidships, they are dropped.

Rods
I

at

Ep3

stem

and

stern
of
steel

run
hull
irer/ti/r

over
at

to

the

other

side

luMlij

and hooked into the

these
points.

struc-

ture

Fig.

bow
of plate

construction

for

the

concrete.

A
"T"

"V"
bar

shows workboat shaped steel

108

or

form

the

cut-

L--J
Secriorf

water and are anchored into the concrete as shown (107-b and c). The rod ends pass through the anchors and hook over.
Stern construction
carefully studied.
If
is

a point to be

the conventional

"deadwood"
necessary
to

type is followed, it is support the forged or

cast steel stern frame by large steel plates anchored into the hull. There must also be a deep and heavy block

of

concrete
is

which

strength,
Fig.

reduces
is

contributes no the cargo dead-

weight and
109

very crude.

FIG.

107CONSTRUCTION OF STANCHIONS AND GIRDERS

a considered type stronger, simpler and lighter. It was used in two classes of concrete vessels designed by the writer and has

proven successful. The line of counter is produced to its intersection with the keel '.vhich it joins by a circular arc. The cross sections at any point of this stern are "V" Care shaped. should be taken not to have flattened
sections
in

the

vessel's

which would cause eddying wake and render it

steer

difficult

to

properly.

The

rud-

der
cast

is

balanced and supported by a steel bracket which has a large

to

palm through bolted

the hull.

A
se-

strut supports the propeller, cured as shown for single

being
or

twin

screw vessels. Iron pipe or sheet steel tubes form the rudder trunk and also
receive
the stern
tube.

All hull fittings are similar to those previously described and are bolted through the concrete with wooden

8a w

Cof^A TJiuc r/o/r fhx iR Corracre Potyat Tim.

>

SoHPi-fi-re

pads on the deck to which they are Short lengths of pipe one' eighth inch larger in diameter than the bolts are inserted in the forms before molding and the flanges for attaching the fittings can be drilled from templates taken of these pipes after the concrete has set. No anchor bolts should be used if possible and then only where the attached equipment is not likely to need removal for repairs or replacement.
attached.

BomPiatb

Portland cement, sand, coarser aggregate and water are used. The cement should be such that about 78

per cent of it will pass through a wire gage of 200 openings per inch. The sand should be clean (free from

loam or other impurities) and should feel sharp when rubbed between the
fingers.
FIG.

The
over

108

AND 109 BOW AND STERN CONSTRUCTION FOR A CONCRETE WORKBOAT

be

not

coarse aggregate should inch in size while Yi

How
for
it

Concrete
will

Power Boats Are

Built

91
They
tions
relieve congestion in crowded secand can do the transporting more
rail

hulls less than should be under

2j/i

inches
inch.

thick,

and types

be constantly increasing.

When we
advantages
those

The

siderably

proportions used vary conbut the following will be

begin to realize the of power workboats

many
over

cheaply than the

or truck methods.

found good for all watertight parts of the hull such as shell, bulkheads, watertight

many

propelled by steam, besides the uses which could profitably be

decks,

tanks

etc.

found for such craft, particularly in the central and eastern portion of these
United States; when we awake to their even greater importance than their numerous blood sisters, the pleasure power
boat,
itself.

They promote commerce and can bring the market to many now isolated producers, whether these be farmers, manufacturers,

fishermen,
rely

Two-thirds of a part of cement, one part of sand, one and one-third parts
of gravel. The aggregate components are screened to size before mixing

others

who

on

commuters or any cheap means of

details

transportation.
It
is

hoped that the

will

described

prosperous

future

presents

herein
the

work

for
will

and are thoroughly mixed while dry before adding the water. Concrete mixing machines are used for large work and the work of molding should not stop when it has been once started on watertight work. The mixture
or "batch" is poured through chutes and conveyed to the proper point in wheelbarrows. The first of these schemes is best calculated to produce

power boats and

more and better answer some of

could and should be used wherever there are waterways.

Power workboats

questions constantly to be met by the practical boat builder and owner.

many

M/i.1. /^-r-r/te/YyvsAT^ .

good

results.

is carefully tamped in place and the reinforcing rods are vibrated during pouring to release all

The concrete

CoMor^r*

l^/B^K

air

bubbles
leaner

and

prevent

formation
(1
]/mtSBj.S i/P

of voids.

A
part

cement,

and cheaper concrete 2 parts sand and

parts gravel)
chions,

may

girders

and
is

members

where

be used for stanother structural not strength but

Wtooerr

watertightness

required.
tr^"->y74irFki.T.

used

Fused shales and clays have been for hull concrete and found

^jrrrt. ^^/trr

amply strong.
tion of weight

They

result in a reduc-

for

from about 145 pounds ordinary sand and gravel to be100

^zz^
^*e /i^erA 'fvattMcr

.A"

''"'^^'^'"''J^ir'^^-'^-*T5^^-^ /

~f/^ dims vg

tween
fused

and

120

pounds

for

the

has been used for hulls only, deckhouses and other superstructure having been of wood or steel. There is, however, no reason why concrete cannot be used above decks except in the lightest

aggregates. Thus far the concrete

partitions.

There are many reasons why concrete barges and workboats should
be
the

used

in

the

future,

especially

if

main points of design for particular sizes and types become less numerous through compromise and
quantity of production.
Regardless
hulls are

/y/gM-A<gc^

Fh,MDATl/uVi.

of
that

whether
steel

power

boat

wooden,

or concrete, the present

writer

feels

their

number

FIG.

110 DETAILS FOB ATTACHING MISCELLANEOUS FITTINGS

APPENDIX
Working Tables
from 20

of Scantlings for

Power Workboats

to 100 Feet

Lengtk, Including Tugs,

Tenders, and OtKer Heavy Duty Vessels

For Scantlings of Sizes

Between Those Given, Use Averages to Standard Timbers

^iiiimMiiiiiiiiiiiiniiiuiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii'iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiN

ml

APPENDIX

II

Designs and Details

Typical

Power Workboats

u
IOC

H
03

102

103

o
0)

(G

PL,
I

\o
CO

104

106

107

|2

Si ll Is

2
n^

"^5 s i$

CO "=

" ^ z
^

a) 5J

t(

3 "f d
o,

a;

-s^s
S-!

+- -a

a
-

Z* 3 C -

^^ 2 o, >

^ "O

< > 3
[Ij

S M g ^ .ti <^ 2 =

-o

bS

5&=

I*

s.

109

y <a

i.

en

d) CO 05

U
c

A Dupg

CO
+j

o
I

c/:i

DO
^:^ liSOn

110

w
en en

.s

W >

s
'^

>"

^^
2 O

g 2

111

B a

1 T3
h

.s

sg
05

O
PQ

|4
at
-s
<>

H
c a
DX3

[Cub "
55
tl-

I-

H "o Oi. O*
1

tz;

J.

-=-s

H
CO

O ^

^3

j
<

I'E

tin

09 -<
:

n u g

n
k U
u

^
e

>,

112

Power Towboat
Length over

for

Harbor Work

all, 73 feet 18 feet 4 inches Draft. 8 feet

Beam,

Power, 250 horsepower

oil

engine

Propeller, 6 feet 6 inches

An

oil-burning engine of 250-liorsepower turns a 6J^ foot propeller

I
-'-

""HE accompanying plans are those designed by R. E. Winslow, of

is 73 leet over all, 18 feet loaded draft. The follows the general smaller type of steam harbor towboats,

power towboat R. I. She 4 inches beam and 8 feet

of a
Bristol,

design of the but has many

interesting features and by using a gas engine running on low cost fuel she will be able to handle tows that would not pay a big steam tug to handle, as well as saving money owing to the smaller crew and no fuel expense except when under way.

She is designed to handle any ordinary work in a harbor such as a 20 per cent larger steam tug would be required to do, and can go in shoaler water than a steam She would be especially adapted tug of similar power. to canal towing and river work and still is seaworthy enough to do sound and coastwise work. Her freeboard to deck at bow is 6 feet 10 inches and least 2 feet 11
inches;
at

stern

feet

inches;

so

she

will

be

seaworthy and still not high save unnecessary windage.

enough out of water

quite to

113

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