311 :97 VM 51/ C91 BOUGHT WITH THE INCOME PROM THE SAGE ENDOWMENT FUND THE GIFT OF iletirg W. Sage 189X fj...^.3..fj.3...^ Jj.S^'^Uf... 3513-1 V VM311 .cl™" """"ral'y Library 'll«IMlllllffillilimiiffiW.?.,Sr„*tee' Ship con i olin 3 1924 030 902 021 should library iatebhows when this volume was taken. 'o^^w this book copy the call, No. and give to %he librarian. ^ HOME USE RULES. All Books subject to ilecall. Books not used for instruction or research are returnable within 4 -weeks. Volumes^pf periodi-j ' cals an.d'ofy* " ■"-■"" are held in I as much- a'sji For special ■ they are giy a limited time; Borrowers ^' not use their privileges for the bene- fit of other persons. « . : Books not needed during recess periods should be returned to the library, or arrange- ments' made fori their , " return (Quiring borrow' • , , er'sabsence.if wanted. ■ . \, Bopks needed by ' ; more than one person are held on the reserve list. ', / -Books of Special value and gift bo<3ks, when the giver wishes . it, are not allowed to circulate. Readers are asked ^ to report all caSesof books marked or niiiti- ,. , lated. Do not deface books by m^rks and writing. Cornell University Library The original of tiiis book is in tine Cornell University Library. There are no known copyright restrictions in the United States on the use of the text. http://www.archive.org/details/cu31924030902021 Lake Ship Yard Methods of Steel Ship Construction BY ROBERT CURR CLEVELAND THE MARINE REVIEW 1907 Copyright, 1907 By the Penton Publishing Co. Published, October, 1907. PREFACE. On June 31, 1906, a vessel, the J. Q. Riddle, was launched at Lo- rain, Ohio, by the American Ship Building Co., which was built and launched in forty-five working days. This vessel is of the latest and most up-to-date type of freight carrier for service on the great lakes. She is 552 ft. total length, 532 ft. on the keel, 56 ft. wide and 31 ft. deep. The average output for the punch shop for each day was 80 tons of 2,000 pounds. The following chapters will show the lake methods of doing this work, tlie means of accomplishing which may be of interest to those connected with ship building in this country. MR. W. I. BABCOCK Author of the Mold System on the Great Lakes Lake Ship Yard Methods Of Steel Ship Construction CHAPTER I LAYING OFF Laying off on the mold loft floor is similar in process on the lakes as anywhere else and as there are several works on laying off which can be secured through the Marine Review, I shall not say much about the same, except what is necessary in describing the process of laying out the work for the punch shop. I may say here that all the material is ordered from the plans in the office of the American Ship Building Co., and the material is all in the ship yard before the plans are furnished. This gives the loftsman more work, for the working in of the material depends upon him. This can 6nly be appreciated and understood by those who have had experience in laying off and "have had to deal with the material when ordered from the office. This refers particularly to the shell plating. The American Ship Building ■Co. has an easy and economical method of handling the material com- ing into the yard. Traveling cranes over the machinery in the punch shop extend to the railroad track where the cars arrive. The material is taken from the cars and piled on edge without very many men being needed. The plates are marked on the edge so that when the marker ■desires a certain plate he can see the marks on the plate edges without having to turn same over. In Scotland the plates and shapes are taken from the cars and piled LAKE SHIP YARD METHODS OF up so that the marker can lay off his work suitable to the system of doing the work there. This work is done, as a rule, on piece work, the men getting 25 cents per ton for taking the material from the cars and laying it out in proper order so that the platers can get the plates or shapes they require first. The vessels are built the same way all the time so that the man in charge, of the material knows just what plate will be used first. The clerk in charge is usually a plater and is acquainted with the routine in doing work. The material when laid out is left to the platers who take it to the punch shop and put it through the processes until it is in place on the ship. Ship yards which do not have cranes for handling the stock rriaterial, lay the plates on top of each other, on their flat, so that all plates of the same size are put together. The marker puts a wedge under the plate with the use of a pinch bar, raising the plate just enough to get the clip on the template. The plate is marked without the use of helpers until the punch squad removes the plate to the punch. The same method is practiced until all the plates are marked in the pile. Almost without exception in this country, the marker has the plate or angle put up for him on benches and all he has to do is to clean the dust off the plate and mark same. The overhead crane in the Amer- ican Ship Building Co.'s shop facilitates this work and as the sorting out of the material and taking of same into the punch shop to be marked costs less than half of the Scotch laying out, there is no use of discussing same. The American methods in this particular section are in favor of the hofne system. The loftsman receives the offsets similar to other ship yards here and abroad, with the exception that the material is all ordered and care must be taken to see that it fits on the vessel which can always be detected before the mold is made. After the midship section is deter- mined on the floor, a mold is made for the frame bender, which al- lows him to have a start ahead of the loftsman of about two weeks. Before the vessel is finished the frame bending as a rule is not very much ahead. Fig. 1 shows a midship section of the vessel under discussion. The lake method is to make a mold for each piece, viz., channel frame STEEL SHIP CONSTRUCTION channel floor, tank top angle, tank side channel, center keelson bracket, bilge bracket, girder bars and brackets, clips, tank side channel brace, top plate on tank side, center keelson vertical angles, beams, beam brkckets and beam clips. The above is what composes the main frame. The holes are all drilled in the molds for the component parts which constitute the frame. Shell holes have to be taken care of on the frame flange to the shell, also on the floor. Molds are made for this purpose. Fig. 1. is plan of the belt frame, spaced 12 ft. apart. The process is similar to the main frame, molds being made for the plates and anr gles. Eighty-five per cent of the framing is laid off with these molds, then a mold is made for each frame forward and aft of midships. A number of frames and plates are worked from the full molds by drawing same in at the bilge below or extending in the same way (where the sheer increases) above bilge. In Scotland the frame and its parts are laid down on a platform, which is termed the Scrieve board. The same care is not taken there in getting out the small pieces, such as stringer cl^ps, girder stiffeners and beam knees which are put in after the vessel is ribbanded, which will be explained later. Figs. 1 and 2 show just how the pieces would be laid out on the board and all the pieces marked in and punched. Fig. 1 : the pieces would be laid down as shown, the main frame being placed with the web up and the floor on top, which would allow all the pieces to be laid down on the board. The pieces on top would be punched and the under pieces marked for same. The web frame. Fig. 2, would be easier to lay down on a flat surface because the plates would.be put down as shown on plan, the excessive material be sheared off to the angles which are punched and laid on the plates. The Scrieve board is quite a factor in the British method of framing ships. It is com- posed of a pine platform planed smooth and painted black with lamp black. The lines of the body plan are transferred from the mold loft LAKE SHIP YARD METHODS OF' and scratched in on this platform so that the various lines may not be rubbed out by pulling the steel plates and shapes across them. The Scrieve board practically begins the construction of steel ships in Scotland. After the Scrieve board is finished and all the lines representing MARINE REVIEW Fig. 1. Figs. 1 and 2 are scratched in and painted with different colors of paint, the framing squad takes possession of the board. Long strips of pine 1 in. by J4 in. are bent around the frame lines and the plate STEEL SHIP CONSTRUCTION edges marked on same or any parts which may be doubtful to punch before the frame angle is bent. The frame angle will stretch in bend- ing so that is provided for when the batten is laid around the frame line on the Scrieve board. The lower part of the batten is drawn over the center line the amount necessary. This batten is laid on the frame /-IxlxlLSl* 1?^ TankTopPIatineSOli Int. SUffenei-Br'k'ta Flanged to Longl. m ■ ; 12 Ft.Center3 j^ "" Bi* 15 high floors '€?) to I 5"lt 4x16.2"* 5i"> ,. „,.. „ 1— _o.-^l.Q. a. jiJiiQ. Q 0-fCL_-a 40x37.5* ii-ForJilj. arfor/JL. 25 f or J^ L. '^' LinerSxll^ to SD.'^at eods to2(rlteDds to 20 at ends S5 t-or %U '^17.5^t ends 25 f ot J< L. to 17.5 at ends rO m^^ /so^Pkl. :^ TfNj ^'^ to 20 at ends * E so tor ^L. to 20 at ends MARINE REVIEW Fig. 2. angle and all the shell laps marked on which are left blank until the plate lines are faired up on the ship. The holes between the plate LAKE SHIP YARD METHODS OF laps on the frame angle are marked, also the holes for the inner flange, care being taken that the holes will not come foul of stringers or opposite each other. In order to get the shape of the frame angles, or channels, a set is made of iron lj4 in. by ^ in. and bent to the curve on the Scrieve board. The set is always made to the inside edge of the frame and fastened down to the bending slab and the hot angle wound around same, which makes fairer work and does not leave pin marks on the inside of the flange. When channels have to be bent heavy pieces of set iron three inches square are bent to the bilge shape and the chan- nel wound round same, thus making fairer work than' simply depend- ing upon the pins and rings cast for that purpose. Rivet holes are not punched in the frame angle at the turn of the bilge because the turning of same elongates the hole; a ^-in. hole before the frame is bent will change to one inch by J^ in. when bent, or something of that shape. The channel frame shown on Fig. No. 1 would not be punched below the line of tank top. A greater number of frame angles can be punchea biraight than when set to curve of frame, but as the frame nas to be taken back to the punch machine for holes which it would be impossible to get fair, the saving in punching before bending does not ,seem to be much. The lake system must have all the frames bent and corrected be- fore the same is marked from the mold. Correcting the frame is another item to be considered. Iti frame bending there is a certain amount of spring when the frame becomes cool. If a man figures on a frame bar losing say one and one-half cimes the flange in set when the bar cools off, of course tine heat must be the same to retain the same spring. If the frame bar does not have the same heat as figured on the one and one-half times the flange, then the losing of the curvature will be greater. An allowance is made for this by giving the frame bar more set when hot, so that when it cools off the angle will be right to the set. It is rare that the frame bar is correct when cool after being bent. This is got over by hammering up the angle until it is correct. There is an objection to the hammer being used because it leaves hammer marks on the edge of the frame angles. STEEL SHIP CONSTRUCTION When angle frames are used on the lakes, the loss of set is found and the allowance made but the -correcting is done at the cold press, which leaves no marks on the edge of frames. To talce' the material from the stock yard, set, mark, punch and erect same on skids ready for bolting up," would cost in Scotland for Fig. 1, $40 and for Fig. 2, th6 web frame, $70. The first impression would be that the mold system would cost more than the Scotch, but it costs only about one-third by the use of molds. It is not likely that this type of vessel would be built, for ocean traffic, but all the same any kind of construction can be done cheaper and more uniformly when tlie vessel is laid off from the mold loft. All the advantages of this system will be seen in these articles. CHAPTER II BULKHEADS Fig. 3 shows bulkhead with a belt frame. The bulkhead plating is 12.5 lbs., stiffeners 6 in. x 3i4 in. x 15 lbs., channels and all other angles 3j^ x 3>^ x 8^ lbs. The half bulkhead plan is laid down on the mold loft floor and molds are made for each plate, one mold each for horizontal and vertical stiffeners. Two plates are marked from e;ach mold for each bulkhead and all the stiffeners from one mold for the vertical and one for the horizon- tal channels. The frame mold is used for both sides as well as other angles shown on plan. Fig. 4 shows watertight division 'of tank. The plating is 15 lbs., frame angles 5 in. x 5 in. x 16.2 lbs. and other angles 3j4 x 3j4 X 8.5 lbs. Molds are made similarly to the belt frame, also for the frames for the blacksmith work which are made and one-half of same riveted on to the floor before the frame is erected; the remainder of the watertight frames are put in as soon as the girders are erected, all the work around the watertight floors being carefully riveted and caulked before the same is covered in. A mold is made for every piece on the bulkhead so that nothing is templated after the work is erected in place. In Scotland the tank division, Fig. 4, would be laid down on the Scrieve board, the plating and frame angle of same marked, punched and put together, all the other work being done when the longitudinals are in place and riveted. Fig. 3 : The bulkhead would be built in the vessel after the tank top and tank side are in place. STEEL SHIP CONSTRUCTION The angle connecting the bulkhead to the tank top and tank side would be put- on and a template made on the ship to the shape of the bulkhead. BULKHEADS KO. 6 8 -life HORIZONTAL STIFF JSiS -e"X3Va -vEETrcAr, PLATJNO- iZ.S" fiC IS' VERTrca.L £.TIFE"««- l,U<3CtED TO Xi5 CHNNElvS. TANK. yxi .6--,o'^: nflHTDoaE. ^ MAB.e eafta.tumJ Cojcv i o o a The plates would be laid out flat anywhere under cover and marked to the shape from the template obtained from the vessel. 10 LAKE SHIP YARD METHODS OF The rivet holes for the laps, channels, etc., would be marked from templates drilled for that purpose, so that when the bulkhead has been laid out all the parts are punched and erected in place on the vessel. All smith work is done after the different parts are in place and riv- eted together. The bulkhead work including the watertight parts completed in place ready for riveting, would cost in Scotland one hundred and forty dollars for each bulkhead. •WATER Tmr-iT BULKHEADS IN TANK ■"■ •BALLAS'T PIPE 5 SEE TAKK TOP PLAN. F/c. 4 On the lakes with the mold system the cost would be 25 per cent less. FRAME BEVELING There is the same practice nearly everywhere in frame bending and beveling. Some use machines, others do the work by manual labor. In every case care is taken to have the flange next the plating smooth. The lifting of the bevels for the frame bender, is different here than anywhere else and is very simple and useful for the style of con- struction. STEEL SHIP CONSTRUCTION 11 Fig. 5 shows a mold made for the frame bender with the bevels marked on, viz. : 24, 24, 20, 16, 12, 8 and 4. The numbers represent f:c.s: -* -A* quarters, of an inch, the space between the frame lines on the floor or the difference in width of the frame farthest from midships. 12 LAKE SHIP YARD METHODS OF In this case twenty-four represents six inches and is equal to twenty-four quarters or approximately ten degrees in thirty-six-inch spacing of frames. SI.A& The method of obtaining the bevels for this practice is similar to others only a quarter of an inch is considered instead of the inch. Fig. 6 shows a tool made of pine for the purpose of obtaining or registering the bevels for any frame spacing. In this case thirty-six STEEL SHIP CONSTRUCTION 13 inches being the frame space a hole is drilled at "B" thirty-six inches above "A" and a pin inserted which determines the frame spacing. From "A" to "C," is measured off in quarters of an inch representing the distance between the frame lines on the body plan. "D" represents a movable bar slotted out as shown so that it can reach the numbers from "A" to "C," representing the difference of width at each frame towards the ends of the vessel. E, Fig. 6, shows a piece of sheet iron placed on line "AC" and cut off to bevel at one end, as indicated by movable bar. Six inches is the difference, equal- to twenty- four quarters, which is marked on the sheet iron bevel and used always for a thirty-six-inch frame spac- ing. The bevel gauges are all made in this way from sheet iron, repre- senting each number. Different frame spacing requires a different set of bevels. The bevels when not in use are hung on a nail near the furnace to be at hand any time they are needed. Fig. 7 shows the bevel applied to a frame on the bending slab. At the ends of this vessel the framing is spaced twenty-four inches apart so that two sets of bevels are required for a vessel of this kind. After making one set of bevels for each frame spacing, there is no more work necessary in going through the process of bevel lifting, the numbers being simply marked on each mold at the plate edges, or anywhere for that matter, because the bevel number is marked on the slab when the mold is laid down to copy the shape. This method of applying bevels on the bending slab simplifies mat- ters in frame bending because unskilled labor can be more easily broken in on this work when complications are removed. Although the process of checking the bevels is not resorted to here, yet very little trouble has been experienced in f ram'e bevels when the shell plating has been put in place. This practice has been in use here for a great many years and works like a charm. CHAPTER III MOLDS Fig. 8 shows mold made ready for marking the bracket plates for the center keelson. This bracket connects the channel floor to the center keelson, be- ing fitted to the center keelson with double angles. This mold will do for all the brackets on the center keelson which are fitted where there are no solid floors, as shown by bulkheads and belt frame floors. Fig. 9 shows mold for center keelson bracket angles. This mold is made tee shape so that right and left angles can be marked from same. There are four angles for each frame, including deep floors, but not bulkheads. The bulkhead holes are closer for water-tight riveting and are taken care of with the smithwork molds. Fig. 10 shows mold for girder stiffeners. A mold is made for each girder because the rise of floor and the drooping of the tank top at sides, shortens the stiffeners towards the ship's side. This mold is made tee shape in order to get an angle for each side of the vessel, or a right and left. Fig. 11 shows mold for bracket plate, which is suitable for all the girders throughout the vessel. Six brackets are made from each mold for each frame clear of the deep floors and bulkheads. In the case of the girder angles. Fig. 10, at the ends where the depth becomes less, the mold is drawn together at "a" to suit the dif- ference, which will close up the pitch of the two holes at either side of "a." This enables them to mark all the girder stiffeners for each girder from the one mold made for same. On the deep floors the girder stiffeners become corner angles, also the girder next the bilge, seeing the bilge bracket connects to the fourth girder. In that case the angles are Syi x 3>4 in. and as the rivet hole spacing is eight diameters on each flange, molds are made to suit each girder depth. STEEL SHIP CONSTRUCTION IS Fig. 12 shows mold for bilge brackets which is used for 85 per cent of the vessel; beyond that, at both ends, molds are made for each bracket. Two plates are obtained from each niold at the ends beyond mid- ship. Fig. 13 shows the mold for the channel frames at side; "b" shows the mold used for mark- ing the shell holes. This " strip is held at the deck line or top of frame and fastened on to the shell flange with clips until it reaches the outside shell plate on the bilge. In way of the out- /T^ 9 side shell plate the mold is packed out with pieces of wood the thickness of the in- side bilge plates, "d," Fig. 15. This method of making an allowance for the outside bilge plate facilitates the ar- rangement of rivet holes around the bilge and keeps a uniform pitch throughout the vessel. This mold car- ries the work on throughout the square body and at the ends for some distance. Molds are made for the two bilge strakes only until the frames be- 16 LAKE SHIP YARD METHODS OE come almost straight ;at the bilge, when new •molds are made for the shell holes. The butt holes at "C" connect on to the chanilel floor, CI, Fig. 14, Figs. 13 and 14 forming the frame and floor, making one piece from the spar deck to the keel when riveted together.

/ \g- \t \ \ \ . \ \ \ ,Ur 7 The girder stiflfener mold D is applied to the line put on for the frame space which is square to the top and bottom of plate, the top and bottom being the tank top line and the top of floors, as shown on plan. Fig. 43-A. This girder stiflfener has a rivet spacing of six inches and care is taken to have the holes regularly spaced. The bottom hole for the girder angle and intercostal is a gauge for this frame space, for the hole in the girder stiffener mold must agree with same. At the turn of the frame a change of the rivet spacing takes place on the top and bottom angles, owing to the floor being turned so that the flange will look forward in the fore body and aft in the after body. STEEL SHIP CONSTRUCTION 27 This turning of the floor channel causes the girder stiffener heels to look away from each other in the frame space where this change takes place. This change affects everything from the center keelson to the spar deck, and it is not an unusual thing to see a mix up here at times. The top angle of the girder is composed of clips, as shown at H. The girder plate is scored out so that the tank top underside angles are made continuous, as shown by K and M, from center keelson. These angles are spaced eighteen inches apart for tank top stiff- ening. The angles marked K are intermediate and run up the tank side about two feet. At the girders and center keelson flanged bracket plates connect these angles to same, as shown at Fig. 43 and Fig. 43B'. Fig. 33 shows mold for same. The tank top stiffeners marked M run from the center keelson to the bilge and are connected to the girder stiffeners with bracket plates shown by D2, Fig. 43A. Fig. 16 shows the mold for this angle and Fig. 11 shows mold for the bracket plates. The top angles for the girder plates H are marked from molds tee shape. Fig. 44. A mold with three holes is used for marking the plate with, as shown at H, remembering the change at the turn of the frame which will be lengthened. The intercostals A Fig. 43 and Fig. 43 A are flanged to the shell, as shown by plans. The top of the intercostal is fitted between the girder plate and bottom girder angle being joggled at this part so that it will fit close to the girder stiffeners and save linering, as shown at A Fig. 43 A. A mold is made similarly to Fig. 46 and flanged, as shown by Fig. 47. The clips marked C for the intercostals are marked from molds made like Fig. 24 and Fig. 44, also the floor part of the girder mold, Fig. 10. In way of the plate floors the difference of the thickness of the plate will have to be considered in relation to the shell holes through the frame angle. It will be noticed that the channel floor is spaced three feet apart and the girder stiffeners are riveted to same which makes a three feet spacing of both floor and stiffener. The shell holes will have to be 28 LAKE SHIP YARD METHODS OF t >» '. ■ '. ; . . n ■ . . . . : ^ : ~ : ; ; ' : > / . . . i * ■-• rTTT^T-r: I.I.I- STEEL SHIP CONSTRUCTION 29 ft A if >. «5 It' ^ o >^ o s % ■*A V "il^v o o ^° K( ty In * V d- <-. o If o • 111 1^ o o O c o \o « >^o X. 30 LAKE SHIP YARD METHODS OF ^ o IT I ^ o O o o o STEEL SHIP CONSTRUCTION 31 \~^]/^ o o o "l/^'o o o~^^ o' ol/" o o o CiieaeK P/./».y e /^C.-fJ. JZ-!. -A 32 LAKE SHIP YARD METHODS OF considered when an angle frame occurs or the girder angle moved back the thickness of deep floor. Where the frames differ in con- struction a standard is made of one frame. The lap butts on the girder are so arranged to come in way of two rivet holes on the top and bottom angles so that no change is neces- sary at these parts in the rivet holes. Where a girder is curved on tlie bottom a mold is made for same. fit-i/MB — FT^JJ. y^^j^^AyS" £ Fig. 45 shows the continuous channel side stringers and inter- costals. The channel is marked with strips for frame holes, straps and holes for intercostals, as shown by molds Fig. 13-42. Fig. 24 shows mold used for marking clips for intercostals. Fig. 41 shows mold for intercostals when same are flanged before being marked and all bracket plates which are flanged first are marked by this means as seen by Fig. 25 also. Fig. 46 shows a mold made for the side stringer intercostals. The intercostals are punched from this mold and when sheared to shape are placed in a slot in the rolls, Fig. 47, and flanged cold very quickly. Fig. 47 shows a very cheap and quick method of flanging small plates. STEEL SHIP CONSTRUCTION 33 In this case a slot is made in the plate rolls . four inches deep, as shown at A, Fig. 47 ; the plate is put in as shown at B and the rolls moved until the plate passes under the upper roll, flanging, same to shape C, the desired shape of the intercostal. Should the flange be required less than four inches, as in this case, a packing piece is put in to make up the difference in depth of flange in the bottom of slot in the rolls. When plates are flanged after being punched, care must be taken to flange same to marks given or the brackets will be made useless. In this case three inches is the gauge given for the rolls for flanging same and when the plate is flanged it measures three and one- half inches over the thickness of the material. It would be impossible to get fair holes in punching before flanging without making some kind of a test. In this case a piece of plate one inch wide and twenty inches long is bent, in the rolls, as shown by Fig. 47, and then the . depth of the flange is marked upon same which determines the amount which must be put in the slot in the rolls to obtain the three and one-half-inch flange. To obtain the exact material in any plate flanging method, the radius of the turn of the flange must be determined first. Fig. 49 shows the difference between a square heel and a radius of one inch and seven-eighths (!%"). The same material in a half-inch thick plate made square would measure three and one-half inches of a flange while the plate with the one and seven-eighths radius would give a flange of five and three- quarters wide. This is approximate to show why errors are made when punching holes in the flange of the plate without considering if the flange will be three and one-half inches or five and three-quarter inches when finished. The operation of flanging determines the radius of the heel of the flange whether it is very round or sharp. It effects a great saving in cost and time to have work of this kind done by this method of punching before flanging and by finding out the ainount of material necessary to do the work there is no fear of results. 34 LAKE SHIP YARD METHODS OF o o . o o o o o O o o o o o o o o O o o o O .0 o O • O O o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o Ci 10 O O o o O O o O ' o STEEL SHIP CONSTRUCTION 35 36 LAKE SHIP YARD METHODS OF In Scotland all the work would be taken from the vessel when the ship's frames were in place and faired up. The keel and center keel- son plates are usually laid off with molds, same as on the lakes, and after the keel and keelson have been erected, ribbands, B, Fig. 50, made of stout timbers are placed level with the under side of the chan- nel floors, being propped up with shores and braced so that the frame lines 94, 95, etc., remain square to the keel and center keelson. The keels of vessels are laid to a declivity of half an inch to the. foot, or thereabout and in order to have the material in a fore and aft direction, square to the keel, a plumb board is used, as shown by Fig. 50a. AB is- the plumb line and AC the declivity line. A line with a weight attached is hung from where the line C intersects AB and when it swings on to the line AC the material is considered plumb and right. The girder stiffeners are faired up and the plumb tried on same and if they are out of plumb the stiffeners D, Fig. SO, are forced in place with wood braces until they are plumb, then the template, C, Fig. 50, is placed against the girder stiffeners and the rivet holes copied on to the template with whitening. The template is then placed on top of the plate and the rivet holes transferred from the template with re- versers (tools made for the purpose). The template being long and awkward to get into the vessel between the ribbands, it is the practice to make the template in two pieces when it exceeds sixteen feet long. A, Fig. 50, shows how the templates are butted together. Fig. 48 shows the girder plate put in place and the template for the intercostal A. The template is taken out and the plate marked similar to Fig. 46, and then punched, sheared and flanged, the same as on the lakes, Fig. 47. On. ocean-going vessels great care is taken to have the intercostal plates fit closely to the floors and above same. This is considered helpful when the vessel comes under hogging strains, because the plate picks up the strain which is likely to come on the rivets if these intercostals are short and do not fit snug to the floors. Fig. 51 shows a piece of girder ready for tank top angles across ships. STEEL SHIP CONSTRUCTION Fig. 52 shows the side framing in way of a side stringer. B, the ribband holds the frames in place, which are faired up similar to the bottom work. C shows a, template for the side stringer, this may be in two or three lengths, just as the plater desires. The clips A are riveted on to' the frame before it is erected and the stringer template is held to the line of clips in the square body, but at the end^ of the vessel a line is run in for the side stringer and the clips put on to the line, the same being riveted before the stringer is put in place. Fig. 53 shows the method of marking the side stringers. The tem- plate is laid upon the channel and fastened with grabs, the holes A are transferred on to the channel by means of a batten punch, which is very thin at the end. The center of .the rivet-hole on the wood is pierced by striking the punch with a hammer and making a punch mark upon the metal. A marker is used for making a ring, the punch mark being in the center. The butt marks shown at C are transferred on to the template from the channel already in ^lace, care being taken in having the butt rivet holes in both pieces in a fair line. The line B, Fig. 53, shows the method of marking the flange of channel. Line B is put on with a gauge and the holes marked on same, as shown by ring marks. The ring marks are not put on, simply the chalk mark made at right angles to the line. The. puncher then punches all the holes to this line, which seems the most convenient way for him. In Scotland the cost of girder plate, Fig. 50, to mark, punch and put in place, would be four dollars anfl thirty-seven cents ($4.37), bottom angle, two dollars and sixty-four cents ($2.64), side stringer channel, Fig. 52, five dollars and seventy-six cents ($5.76), and inter- costals, Fig. 46, forty-five cents ($0.45). On the lakes the work is done for one-third of the Scotch prices. The turning of the frame, Fig. 54, shows the bottom framing and Fig. 55 the top side framing. 38 LAKE SHIP YARD METHODS OF This method of framing makes an easy combination for laying off the work, but discrepancies will occur if care is not taken to lay out all the parts on the floor. Fig. 54: the floor channel is spaced 36 in. apart from 50 ft. for- o o o o o o o o o o o o o o o O O' o o o o O O' o O o o o o o O o o o o o o o o o o o o o o 1^ o O o o o o ^^.^r O O o o^^ O O O o o o 0^< O o o o o * o CO o O /^ O ° . o o o o >c- o O o ward to 447 ft. aft. The top side frame being riveted to the floor, the frame from the keel to the spar deck is a straight line. In this case of a frame turning it takes place at No. 95. The chan- nel floor is looking aft in the afterbody and the frame looking for- ward in the same body. When the frame leaves the parallel part of the vessel, or dead flat part, the channel floor flange to the shell STEEL SHIP CONSTRUCTION 39 plating, is closed and the frame channel on the top sides is opened. In the forebody of the vessel it is similar, the frame flange is opened and the floor closed to suit the tapering in of the vessel. The heel of the channel frame and chan- nel floor remains at the frame spacing throughout and any changes made are made on the inside of the vessel. The frame space between Nos. 94 and 95 remains the same but the frame holes are a greater distance apart than the other spacing, which necessitates the changing of the rivet hole pitch on the seam in this space. The bottom plating will require inway of the channel floors the widening of the pitch of riveting, while the space above the floor where the frame turns will require closing up, Pig. 55. If the shell plating was butted in the middle of the space there would be no change made in the length of the plates, but as a rule the butts are made between two rivet holes, taking the butt nearer the heel of the frame than the flange. The plates are always butted between the open- ing in the space or half way between the heel and edge of flange of the frame. In the bottom the plate which crosses, the frame turning space will require to be lengthened, while on the side of the vessel the plate will be shortened to suit the frame arrangement. The lap butt plating is more in vogue now and with the exception of the keel and sheer strake the plating is all lap butted. In this case the change of the frame is more noticeable because in the forebody the inside plate is carried right up to the edge of the flange on the side and the heel of the floor on the bottom, this allows the Si |.«H ^' 8^ ■^ 40 LAKE SHIP YARD METHODS OF /S'^*" 3y-/ttt/C-"i i/aa-^r^/^ei/t STEEL SHIP CONSTRUCTION 41 42 LAKE SHIP YARD METHODS OF STEEL SHIP CONSTRUCTION 43 ^ -fF3| — rs r- -s-- 5 'r ' O sol 44 LAKE SHIP YARD METHODS OF i 4 Oq o o - V Q ^ a: >, . :::;:;:;:- ■:;;i.i:i ? \ , ,' 1 ■ i ■ I f ^u ■; :• i: . r^ :■■■■.'•■/'■■.• ;;. . . .;;. . . >,; ^ . j . 1 • " 1 . 1 » " ti . ii o ~ 1 • , :l Jt ■ \ *\ K . \ ■ ff 1 . 1 ilHijii;:iilipi!r a ;-a =1 lii 'V ^ r ^ : El ;■•:!■:;■•■■■ !: ■ 11 ^irf,j x ^ ?rJi ^ * ^u — 1 K 1 ih- - cc ^ 1 p ^ K Si ' a iiiiHSjhniiiiii!" it*^^ 9 L -^-ff ♦rJ ' 1 ;'■...■:....■, ■1 1. 1 ■ 1 w> 1 Ii s STEEL SHIP CONSTRUCTION '45 plate to be pushed up the thickness of the overlapping one and allows the seam of the plating in the lap space to be more easily faired up. 3' Holes in Bilge Stringer into Plates throughout |iii « II III «i iir-nr ai III III II iiiooiiu „aio oiiiio o|||, oiiiio oHig oiiiio oiiio oiiih oaiom -frJ i i i i tf f r i H i h i 1 i rmn iri htp 4^ ! I !' 1 'r || I Ij I Si» I mftt ,, .: ,, Xi. ji i| ,, - t Tflf 1)5 ill -^ TfTffi^ :^^yj-*Ht=^i|, *^ ■ II ^. i A "' il il Cjl 1! II 11 11 il |l I fS' tftlrrs Htfctjitl ligfMTinfinTfirrr jViliiT-H-iHl-il-H JtlJjljhfeUiJrLdHfe wir^ I Si f 1) inririniT -!i-il 4 r ^ -lH [-il-4)4lHir-rH ^m^ , ji n ;; II I II ] ! ; i \ r^] t~^^ -ti-S-f?i l -■^T-^Tiiif-i^-t^' ''t-t|^;-iL4j-[i-i^-i!-{{-{i'-i!-li-H-it-ii'-il' H J!.J_4.jL^^ilJljLLUMjiLLlXLUl:,.!JjU: w ■f-ti-H- 10 ©= = =© Xiigliteiiing' Holes X3 Xl8 Fig. 61a. MAHWEJtEVI^W 46 LAKE SHIP YARD METHODS OF On the bottom, Fig. '54, the inside plate would require to be made longer where the frame turns, while on the side, Fig. 55, the plate would be shortened. The outside shell plate is butted on the line of the heel at the opposite end of the frame space to the inside plate" on the bottom, Fig. 54, in the afterbody and the edge of the frame in the forebody. On the side, Fig. 55, the shell plate lap butt of the outside plate will be cut to the line of the heel of the frame in the forebody and the line of the edge of the flange in the afterbody. The sight edge of the lap is always seen from the after end of the vessel and the inside plate lap edge is the width of the lap away from the frame and the outside in line with the frame. This enables a suit- able liner to be fitted between the plates and facilitates the fairing up of the shell plate seams. This is about all to be considered on the shell plating where the frame turning is resorted to. Referring to Fig. 54, it will be noticed that care must be taken in placing the brackets on the various angles in order to have the angles square across the ship and parallel to each otljer. On the center keel- son the vertical angles are all arranged to suit the bracket plate on the channel floors. This bracket is 7-16 in. thick so that one angle is kept that distance away from the other angle which is in line with the channel floor, as shown at Nos. 93, 94, 95, 96 and 97. ■ At the turn of the flange, 95, the space is shortened up the two thicknesses of the brackets, being 35j^ between them and outside of this space the distance remains the same throughout at 35 9-16 be- tween angles. - • The main tank top angle A is fastened on to the center keelson bracket which connects the floor and center keelson together. It will be noticed that'the floor fits close to this bracket at the center keelson, also the tank top angle. The tank top angle must be in the same line with the floor in order to be square to the center keelson. The tank top angle is connected to the girder stiffeners with a ^-in. plate bracket while the bottom of the girder B is on the channel floor. STEEL SHIP CONSTRUCTION 47 If the girder stiifener is laid out on the girder plate square to the floor, the tank top angle will be out of line three-eighths of an inch unless the bracket A is placed in the bosom of the girder stiffener. The simplest way to do is to mark the holes on the girder plates % in. out of square. This only applies to the tank top stiffeners, the intermediate angles being fastened to the girders and center keelson with flanged plate brackets. No trouble need be experienced in placing them as shown on Fig. 54, square to the center keelson and between the tank top angles. Another obstacle turns up on the tank top angle if care is not taken. The top side channel frame being on the same line as the channel floor, the bilge bracket, Fig. 55, is seven-sixteenths thick which will throw the tank top angle out of line that much. To get over this it will be necessary to bend the tank top angle 7-16 in. off a straight line. The part beyond C does not require to be looked out for in order to take care of the tank top plating, so bending the angle will not be detrimental to any of the other parts. The gird- ers being parallel to the center keelson there should be no trouble in getting the angles and girders square for the tank top plating. If there should be any doubt about getting the holes fair on this work, the holes could be punched a size less and reamed and counter- sunk in place. , The holes are all reamed anyway and. the difference will only be the countersinking of the bar holes. The tank top is edge and edge placed so that there is no doubt about the holes clear of the angles urider the plating. The turning of the frame affects one space only, from the keel tc the spar deck; beyond that the pieces fit in similar to the spaces at the other side of the frame. In tlie bottom the center keelson angles are 35}i apart instead of 35 9-16 and the holes for the intermediate angle brackets change in the next space; it is immaterial about them, so that the only change to look out for is the two bracket plates coming in that space that connects the floor to the center keelson. 48 LAKE S HIP YARD METHODS OF On the girder the stififener holes are closer, owing to the flange of the angles looking toward each other, but the distance between heels remains the same. The girder intercostals are plain in this space in the bottom and are the full frame space, being the thickness of the floor less in length beyond this space and punched out for the flanges of the floors. On the side, Fig. 55, No. 4 girder stififener angles are turned away from each other making a space between the stififener holes greater than in the bottom on girders Nos. 1, 2 and 3. The side stringer intercostals are shorter the thickness of the frame than beyond this space and the intercostal is punched out for two frame flanges instead of one. The change in face angles and channels is in shortening up the holes in the space. The main deck stringer has the frame space lengthened, the holes in the plate beam being farther apart than the other spaces. Spar deck beams are similar to the main deck in this space, the holes being farther apart in this space, as shown by measurement from heel to heel of beam. The tank at side stiflfeners is on the same line with the frame, which means the closing up of the holes the same as shell holes. On this vessel under discussion, the frames would not be turned until they came to the engine room bulkhead, so that everything from the stern to the engine room bulkhead remains the same for a distance of nearly 500 ft. This saves any changing amidships and takes the work clear of hatches, which saves quite a lot of risk where the ma- terial is most extensive. On this vessel the floors are shut bevel for- ward and open bevel aft, frames open forward and shut bevel aft. The slight bevel for this length does not cause any inconvenience whatever. There is 50 ft. forward where frame spacing is reduced to 24 and 18 in. The frames are six-inch channels and in one piece from the keel to deck. There is also extra stififening, all being molded from the mold loft, one mold being used for each side of the vessel. STEEL SHIP CONSTRUCTION 49 Shell plating. The shell plating edges on the side are all parallel to the sheer and the bottom plating edges are parallel to the keel. The girders in the bottom are also parallel to the center line which makes the bottom framing all square. On the side the main deck and side stringers as well as the tank at side follow the line of sheer. Fig. 56 shows the method of laying off a shell plate on the side of the vessel. The line AB is a level line and from this line the frames and butt laps are squared off. From AB is measured the distance 19 in., 18 in., I6J/2 in., 14j4 in., 13 in. and 11 in., which determines the top edge of the plate. The plate being 67 in. parallel, the width 67 in. is measured on the frame and butt lap lities, which determines the width of the plate. The line for side stringer is put on parallel to the upper edge and 21 in. below same. The frame mold is applied as shown on frame No. 61. After the frames are all marked the seam holes are then laid out with a space mold. The space between frames 63 and 64 shows the rivet holes marked but this is done after the frame holes have been marked so that any error may be detected in the frame spacing should the frame holes not agree with the holes in the mold for the seam holes. The hole for the intercostal flange is also laid off with a mold made for that purpose, the holes corresponding with the holes in the intercostal plate mold, D, Fig. 57. The lap butt mold is laid off to suit the three seam holes nearest the flange of the frame in this case. This is an inside plate and in the forebody the plate is run right up to the edge of the frame at the fore end and the after end of the plate runs over the flange enough to tdke the three holes in the seam, as shown. The frames are all numbered from forward so that the' fore end of the plate runs up almost to flange of No. 58. No. 7 plate will lap on to No. 8 plate taking three seam holes. as shown at frame No. 68. This arrangement forces the plate at the frame 58 inside its own thickness and assists in fairing up the shell seams in the lap butt space. so LAKE SHIP YARD METHODS OF Fig. 57 shows the molds for the shell plate, Fig. 56. A is the frame rivet hole mold, B lap butt mold, C seam mold, D side stringer intercostal mold, E side stringer intercostal mold where a lap butt comes in the space. The holes in these molds are arranged so that the molds can be turned over or end for end, so that there is no fear of any mix up. D, Fig. 57, the mold for the side stringer intercostal shows five holes, being for seven-eighths inch dianaeter rivets. On the mold for the int-ercostals, Fig. 46, three-quarter rivets are considered, which accounts for only five rivets being in space D, Fig. 57. , This plate. Fig. 56, is an inside plate but all the holes are marked on the one side to save turning over at the punch machine. One lap and the frame holes will have a burr on the side where the material is laid together if care is not taken, but as a rule the holes are counter- sunk through the thickness of- the plate which removes any roughness caused in punching. All the side plates are marked similarly to Fig. 56 from H to M, molds being used to suit the different changes such as water-tight, bulkhead, inch riveted seams, stringer shoes and spar deck stringer angle riveting. The bottom plating is all square, and the only change of the rivet- ing is at the keel, which is inch-diameter riveting. The keel plate riveting is all inch-diameter rivets ; one side of the center keelson being made water-tight requires an extra mold for the rivet holes. Molds needed for the keel are seam molds, two center keelson bar molds, liner mold, butts and frame rivet hole molds. The bottom plating B, C and D are run parallel 'to the keel, and any changes made are done on strakes E and G. When the frame space becomes longer than the frame spacing amidships, molds are made complete for the plates inway of same. The shell plating is completed from molds with the exception of two plates on each strake at each end. STEEL SHIP CONSTRUCTION SI In Scotland the frames must be erected and faired up in place prior to anything having been done on the shell plating. Fig; 58 shows the top side framing and spar- deck beams erected and the ribbands on prior to proceeding with the plating on the vessel. E, Fig. 58, shows the battens for the fairing up of the shell plate edges. The sight edges are the edges of the outside strakes of plating. This batten is faired up, then the width of plates tested and if found correct, the line of plate is nicked in on the edge of the frame with a chisel. From this line the width of the inside plate lap is measured on the frame and chisel-marked similarly to the sight edge. The batten marked F, Fig. 58, is an edge and edge line the width of the continuous strap being measured from this line, as shown at B. The top batten shows the deck line. This batten is faired up, and, as a rule, the under side of same is nicked in with a chisel on the frame. If the sheer batten is three inches wide, then the top of the beams would be three inches above the line. There is only one rivet hole punched in the beam, the other being drilled when the beam is at the proper height or true deck line. The side stringers and main deck are treated similarly to the spar deck, only the line is put on the frame at the desired height, and the brackets for the main deck and under clips for side stringers fitted and riveted to same before fitting main deck plates and side stringer in- tercostals. The sheer strake line is of great importance, and this line is not. put on until the spar deck stringer plates and angles are all riveted. The ribband near the ship side fairs up the beams at the side, the bolt being removed which connects the beam and frame together, allowing the beam to fit close to the ribband. If the hole is unfair when the beam is at the true deck line, the hole is rimed fair and bolted prior to drilling the extra holes for same. Each beam is treated separately and fastened so that only one beam at a time is depending upon the ribband. On the spar deck, as 52 LAKE SHIP YARD METHODS OF shown, the edge of the flange of the stringer angle is faired up with a batten, as shown by G. This determines the fairness of the vessel's side at the deck line. The top ribband is heavier than the others as a rule, and is of considerable assistance in fairing up th,e spar deck on the outside. Three ribbands would be used on a vessel of this kind on the spar deck, one at the side, one near the hatches and the other at the- center of the ship. Fig. 59 shows the interior work around the frames completed ready for the shell plating to go on. The spar deck ribband at side, stringer plate and intercostal are removed. The top ribband as a rule is about one foot below the deck line instead of, as shown, in line with deck. Fig. 59. ABCD, Fig. 59, shows a template for an inside plate placed on the frames in order to copy the holes and shape of plate from same. The template is made in two pieces in order to facilitate the carrying of same and putting it in place on the vessel. The rivet holes are copied from the frames with whitening. Pins are made the size of the rivet holes and by dipping them into a pot of whitening they can mark all the holes on the frame which comes on the template, in this case, eight. The template is laid on the plate with the whitening marks on the under side of the template next the plate, just as shown on the plan. The plate is made damp under the whitening marks and by pressing the template on to the plate, which is done with the hand, giving the template a blow, the impression of the rivet holes is left on the plate. The plate is then all marked for the rivet holes which saves the turn- ing over of same at the punch machine. In order to get over the burr left on the holes at the frames by punching, the frame holes and one butt are countersunk through the plate. By this arrangement the puncher has no turning over plates. The lap holes at. E, Fig. 59, are all drilled after the plates are put in place. The outside plates are all reversed in the usual way. STEEL SHIP CONSTRUCTION S3 All the shell plates on the vessel are templated from the vessel with the exception of the keel plates, which are marked from a mold simi- larly to the lake methods. To take a shell plate from the stock yard, 30 ft. X 16 ft. X 25 in., mark, punch, countersink, roll and erect on ship would cost eight dollars and twenty-five cents ($8.25). On the lakes the plate can be put. on the vessel for two-thirds of that price. Fig. 60 shows the plating and riveting of part of the vessel under discussion. Tank Top Plating. Fig. 61 shows the method of laying of? a tank top plate. C strake port--No. 11, which fits over frames Nos. 100 to 107, as shown on plan. The lines not numbered are the intermediate angles under the tank top plating, and the numbered lines are the angles which run from the, center keelson to the ship's. side, which have been referred to as tank top angles. FC 11, Fig. 61, is square and the angles are all parallel, 18 inches apart, which, after the width of plate is put on, are squared off from one of the edges. These lines are obtained from the space batten C. The workmen laying off the work are never allowed to make any measurements,- battens are always taken from the mold loft, and these battens are returned to the mold loft when, hot in use and there checked often as to sizes. Line AB is the girder line which is put on parallel to one of the edges of the plate, PC 11. Fig. 61A shows the tank top and side plating. Fig. 63 shows the molds used for marking the rivet holes, viz. : A is the frame rivet hold mold ;. B, butt mold ; C, seam mold, and D, girder mold. These molds are all made so that the molds, if turned upside down, will not make any difference as far as the loca- tion of the rivet holes is concerned. This tank top plating is edge and edge work, which necessitates the planing of the plate all round, as well as countersinking all the holes in the plate. The marking of the tank top plating is practically the 54 LAKE SHIP YARD METHODS OF ^ same method as laying off the bottom shell plating, with the excep- tion that the bottom shell plates are all lapped and the tank top is edge and edge. All straps and edge strips are laid off with the plates. The tank plating at the side is treated similarly to the side shell plating. , The top of the plating of tank at side is the main deck and the seams of the tank side plating run parallel to the deck and sheer. Fig. 62 shows part of the tank top in place and three plates on A strake, which is more often called the rider plate. Two templates are shown in place for copying tank top plates, B, 11 and 12. This is the method practiced in Scotland for securing the rivet holes and shape of plates on tank top. The same method is practiced on the tank top as on the shell plat- ing. The edges are all lined in and the width of the plates measured to make sure of the material being the right size. This tank top plat- ing is all edge and edge work, and when finished the top of the tank is flush, making the most expensive style of tank top plating. The process of laying off a tank top of this style is to put on the rider plate strake, this strake is marked A, then proceed with the ne-id strake, B. The templates are cut in two pieces, as described before. X shows where they are butted together. It will be seen that the template reaches spaces from 98 to 113, covering two plate lengths. B 11 butts between frames 105 and 106 and B 12 between 113 and 114, the template B 12 is left on the vessel, and when B 11 is marked the template is returned to the vessel and put on the end of B 12. In this way the whole strake of plating is marked, which saves waiting for plates to be put in place, so that another plate may be marked from end of same. The molds B and C, Fig. 63, are used for marking the plate butts and edges in order to have the holes opposite each other on the butts and edges. The tank top angles are all connected to the girders and all the STEEL SHIP CONSTRUCTION 55 work riveted under the tank top plating before the plating is pro- ceeded with. All the straps for the plating and edge strips are marked from the tank top plates when the plates 'are in place and bolted up. It will /be noticed that no chances whatever are taken in tem- plating the work. All the girders are completed and riveted before the plater commences to template the work. On the lakes all the work is going on at the same time, but the work is all riveted up in the tanks before putting the top plates in place. The greatest of care is necessary in keeping the tank top angles and girder clips in correct position or unfair work is sure to occur. A plate 24 ft. x 6 ft. x 20 pounds would cost in Scotland to mark, punch, roll and erect in place, seven dollars and twenty-five cents ($7.25). On the lakes it would cost two-thirds that price and all the other work, such as strips and straps cost only two-thirds of the Scotch prices. CHAPTER IV STERN BUILDING Fig. 64 shows the plating and cant frames on the sheer plan. Fig. 65 shows the half breadth plan of the stern. The bulwarks are not on this plan, only the plating and cant frames. Fig. 66 shows half plan of spar deck stringer around the stern. Numbers 1, 2, 3, 4, 5, 6 and 7 represent the cant frame beams. Lines 2 B, 4 B, 6 B, 8 B, 10 B, 12 B, 14 B and 16 B represent the buttock lines; 198 represents the transom frame and the other numbers the frames before same. DECK AND KNUCKLE LINES Fig. 67 shows the sheer plan and Fig. 68 the half breadth plan. These two plans show the method of getting the knuckle and deck lines as shown by following up the numbered lines. The sheer plan, Fig. 67, is the first plan to be fixed. In this case the knuckle line is run in parallel to the deck on the sheer plan. Fig. 67, and all the buttock lines numbering 2, 4, 6, 8, 10, 12, 14 and 16 are ended on same. From the knuckle line the buttock lines are drawn in parallel to CD and intersect the deck at side, as shown by numbers Z, 4, 6, 8, 10, 12, 14 and 16 shown on Fig. 67. From the deck the lines are run down to the half breadth plan, where they cut the same numbered buttock line on the half breadth, giving points for the deck line in plan. The same process is gone through for the knuckle line as shown by lines running from the knuckle. Fig. 67, to the same numbered lines on the half breadth plan. Fig. 68. The buttock lines on the half breadth plan are two feet apart and parallel to the center line, which are shown by the numbers. All the numbered lines on these two plans represent buttock lines with the exception of the frame lines 195, 196, 197 and 198. STEEL SHIP CONSTRUCTION 57 The method of transferring the lines from plan 67 to 68 is done by erecting a perpendicular line frSm A to G, representing the deck line at the extreme after end of the deck at center. From the line AC the buttock 'lines, 2, 4, 6, 8, 10, 12, 14 and 16 are measured square to the intersection of the deck line on Fig. 67 and transferred to Fig. 68 on the same lines as shown by the same numbers, giving the deck line as shown on half breadth plan, Fig. 68. /v(?.64^. STXirl^eKflir^t-s \^QMlfi IS3 The same process is gone through with to get in the knuckle line on the half breadth plan. ED represents the extreme after end of the knuckle at center and by measuring from this line to where the buttock lines intersect the knuckles at side and transferring same to half breadth plan furnishes the knuckle line, as shown on Fig. 68. By following up the numbered lines on the two plans the deck and knuckle lines will be plainly seen. 58 LAKE SHIP YARD METHODS OF SET LINES After the knuckle and deck lines have been faired up the set lines for the deck and knuckles are run in. FT^p.^s: DF, Fig. 69, is the set line and is run in on the she^r plan at right angles to CDG. G is a continuation of the line CD. From DG at right angles the lines 2 to 18 are run to the knuckle intersecting the STEEL SHIP CONSTRUCTION 59 44 . ft -0 II A^ ^tA (^ -"A r- TT^AM^eM f,fi '^ ■n •* -^ /v^.(^^. 4l» S^^SJ^ /3>y ^^^ ^T D eck. A T Cbnte-i^ t^t / f7tp.&g. V 'i(, /ji- ^7<; .po 62 LAKE SHIP YARD METHODS OF buttock lines on same and the measurements from DG to 2, 4, 6, 8, 10, 12, 14 and 16 are transferred to the half breadth plan, Fig. 70, measuring on the same numbered buttock lines from the perpendicular line EGD for the knuckle set line. On the sheer plan. Fig. 69, the line DG is hinged from D on to ED, as shown by GG, and the lines shown perpendicular from Fig. 70 and numbered 2-2, 4-4, 6-6, 8-8, 10-10, 12-12, 14-14 and 16-16 represent the distance from the line CDG to where the knuckle is intersected and numbered. The same process is gone through for the deck set line, which is erected at C as shown by CH. These set lines in the half breadth plan can be obtained by measuring along the line DF. CHAPTER V EXPANSION OF PLATING CKLD, Fig. 71, shows the expanded plating. The expansion of the plating is obtained by bending a batten around the set lines for the knuckle and deck as shown on the half breadth plan, Fig. 12. On the batten bent to the set line the buttock intersections are marked upon same and transferred to the deck set line on to CH, Fig. 71, and run in at right angles to CH, as shown by numbered lines dotted in. The same process is gone through with the knuckle set line, the in- tersections of the buttocks on the half breadth plan being lined in at right angles to DF. At right angles from CD the buttock lines intersecting the knuckle and deck at side are run up until they meet the same numbered but- tock lines falling from CH and DF, which gives the points for curves CK and DL. By following the same numbered lines the expansion will be easily seen; The cant frames are next run in on half breadth plan. Fig. 72, as shown by numbers 1, 2, 3, 4, 5, 6, and 7. To get the cant frames in on the expanded plating, a batten is bent around the knuckle line on the half breadth plan Fig. 72, and the cant frames marked on the batten where they cross same, as shown on plan. The buttock lines are also marked on the batten and if they coin- cide with the buttock lines on the expanded plating, the work is con- sidered correct. CANT FRAMES After the stern is all faired up the cant frames are run in on the half breadth plan. Fig. 73, numbered 1, 2, 3, 4, 5, 6, and 7. The cant frames are transferred to the sheer plan Fig. 74, by measuring at right angles from AC to 1, 2, 3, 4, 5, 6, and 7 for the 64 LAKE SHIP YARD METHODS OF STEEL SHIP CONSTRUCTION 65 deck position of the frame on the sheer plan, as shown by dotted lines running from the cant frames in the half breadth plan I<'ig. 73 to the cant frames in the sheer plan Fig. 74. u^-7-5^ SPbpDeck This determines the cant frame at deck. The same process, is goi^e through for the cant frame at knuckle, from the perpendicular line 66 LAKE SHIP YARD METHODS OF DE is measured where, the knuckle line in half breadth plan Fig. 73 crosses the cant frame as shown by lines extending from the knuckle line in half breadth plan to knuckle line on sheer plan, Fig. 74. By following the perpendicular lines from the half breadth plan to . the sheer plan, the cant frames will easily be seen in the two plans. FLOOR PLATES To obtain the floor plates for the cant frames this is determined after the depth of the transom floor No. 198 is determined. Fig. 75 shows the transom floor, numbers 1, 2, 3, 4, 5, 6, and 7 are the positions of the cant frames. No. 1 cant frame is next to the stern post and perpendicular, which stands at right angles to the twenty-five feet level line as shown crossing over Figs. 74 and 75. ■ The bottom of the cant frames are run across from the transom floor as shown by dotted lines from Fig. 75 to Fig. 74 and numbered 1, 2, 3, 4, 5, 6, and 7. - For the top of the floors the same method is practiced as shown by the dotted lines run from the top of transom floor to sheer plan. Fig. 76 shows the cant frames in their true shape and length. The true cant frame is obtained by erecting a perpendicular line MN at right angles to the level line 25 ft. as shown. The knuckle and deck height at side is obtained by measuring from the 25-ft. level line. Fig. 74, to the knuckle and deck heights and transferring them to the perpendicular line MN, Fig. Td, and squar- ing same out from line MN. This gives the height of cant frame at knuckle and deck. The width is obtained by measuring out from the transom frame along the heel of the cant frame to the knuckle for the knuckle width and to the deck line for the width at deck. One half breadth plan. Fig. 73 shows number 5 cant marked 5 at the transom, knuckle and deck line, which gives the measurements referred to. CANT FRAME BEVELS A, Fig. 77, shows No. 7 cant frame transferred from the sheer plan. Fig. 74, and the expanded cant frame from Fig. 76. X4, X5 STEEL SHIP CONSTRUCTION 67 and X6 show the beveling edges or the flange of the cant frame No. 7. To obtain the beveling edge at the knuckle, the cant frame No. 7 in the half breadth plan, Fig. 73, is squared from the heel of the cant as shown by X. From X to X2 is the distance for the beveling edge of the flange, which is measured out on the knuckle line, Fig. 77 , as shown at X4. From X to X3, Fig. 73, gives the distance NXS, Fig. 77 , the bevel- ing edge at deck. 68 LAKE SHIP YARD METHODS OF To obtain the beveling edge at the transom floor a parallel line to MN, Fig. 77 , is run in the width of the transom frame, MN represent- ing the heel of the transom frame. By measuring from the 2S-ft. line to the cant frame flange No. 7 X 7 , Fig. 75, and transferring the height X7 from Fig. 75 to X6, Fig. 77, on the line of the flange of the transom frame, a point is obtained for the cant frame bevel at the transom. By drawing a line from the knuckle X4 to X6 the intersection of the line MN is the bevel which in this case is shut bevel at the transom frame. The line d shows open bevel to the amount of between b and d. The bevel line shown at d. Fig. 77, is transferred to a board' as shown by Fig. 77a. The bevel line is put on from the left of the board so that when the bevel is to be applied to the angle on the slab the bevel tongue is an acute angle, Fig. 77b. STEEL SHIP .CONSTRUCTION 69 Fig. 78 shows the starboard 'stern plating and Fig. 79 molds for expanded plating. ■ < Two plates are marked from molds 2 and 3 and No. 1 mold being for one side the mold is turned over to complete the port side of tlie plate. The cant frames 1, 2, 3, and 4, have the same number of holes to shell, so that eight cant frames can. be marked alike on the plating ; 5, 6, and 7 cant frames have Ihe same number of holes so that for the cant frames to the shell two molds will suit the purpose of marking same for all the stern plating. Fig. 80 shows the molds for the stringer angle, the shell flange is ^T^lZ. obtained from the expanded mold for the shell DK, Fig. 79 and the stringer flange from the stringer mold. Fig. 66. When the molds are applied to the stringer angle the buttock lines 2B, 4B, 6B, 8B, lOB, 12B and 14B must agree at the heel of the an- gle where the molds come together. Fig. 81 shows the set line in true form and the lines dropped from the set line DF in sheer plan. Fig. 78, will show how same is obtained by following the btjttock lines from the half breadth to the sheer plan, Figs. 76 and 81. This set line is used for getting the fore and aft curve of the stern plating. The butts of plating are marked on this line. Fig. 81, and as this is the actual width of the plates, a set is made of iron to this line on the half breadth plan and on the set iron the buttock lines are 70 LAKE SHIP YARD METHODS OF copied, so that when the setiron is applied to the line DF the buttock lines on the set iron must agree with the buttock lines on the ex- panded plating. For example, take plate No. 1, the mold would be applied to the plate, the holes as shown on mold all marked and the lines center, set and buttocks lined on, and when the mold is removed these lines are marked^ with a center punch so that the lines will not be rubbed out in handling before the plate gets to the rolls. The set line DF being near the knuckle line, two other lines would be put on the plate parallel to the set line, one a foot from the set line at the bottom of the plate and another twelve inches from the top butt. Plate No. 1 when marked would show two set lines, buttock lines 2 and 4 on each side and center line all center punched jn for further reference. STEEL SHIP CONSTRUCTION 71 The set lines are used for applying the set iron obtained from DF2 on the half breadth plan, Fig. 81, and the buttock lines are used for the purpose of placing the plate in the bending rolls right. The plate is put in the rolls so that the buttock lines are parallel to the rolls. By taking care to roll the plates to the buttock lines, or at right angles to the set line, there will be no fear of the work when com- pleted being a misfit. In Scotland the fairing up process of stern building is the same as practiced on the lakes. The method of doing this work on the lakes being copied from Scotland. In Scotland the stern builder is of more consequence than on the lakes for molds are not supplied to him with holes' drilled and an exact copy of the plate. The molds supplied to the stern builder in Scotland consist of, first, the expanded cant frame and beam molds, Fig. 76; second, spar deck stringer skeleton mold. Fig. 66. 'Mold for set line D1F2, Fig. 81, shell plating expansion mold, Fig. 82, and board with bevels for cant frames. The work proceeds as follows in Scotland for stern building. After the plater receives the molds and bevels, he bevels the frames and bends them to suit the knuckle, R, Fig. 76. The expanded cant frame and beam mold as a rule are in one piece, as shown by Fig. Td, the line of the depth and width of beam brackets and height of floors being scratched in on the molds to represent them as shown on Fig. 76. The frame beam, beam bracket and floor plate after being punched are bolted together and fastened to a post near the ground. The stringer plating is laid down on the ground and the shape marked upon it with the mold made for that purpose. The beams are lined in on the plate and with template wood the holes are copied from the beams hung to the transom frame. When the stringers are punched they are put on top of beams which fairs up the beams and brings the cant frames to their proper position. The stringer bar is bent to the mold and put up in place and marked ; it is then taken down and punched and put up in place and bolted down. 72 LAKE SHIP YARD METHODS OF The shell plates 1, 2 and 3 are laid down on the ground and a mold for the expanded plating, Fig. 82, is laid upon them and all the lines copied on. The butt straps are punched and the rivet holes marked on the plating ; this completes one side of the plating, the mold is then turned over and the other side of the stern plating marked. Th6 cant frame lines are all lined on the plates as shown by num- bers 1, 2, 3, 4, 5, 6 and 7 and as the cant frames are all punched the holes are copied from same with template wood, the deck line CK, Fig. 82, being a guide for applying the template when marking the plates, the under side of the stringer plate being the guide when copying the holes from the sterri frames in place. The buttocks and set lines are marked in with a center punch for • future reference as explained. The frame and butt rivet holes are all that are punched at this stage. The plating is put in place after being rolled to shape and the balance of the holes marked. Fig. 78 is about what the stern would look like at this stage, with the exception that the butt holes are punched. The holes for the knuckles would be laid out when hung up so that the punching would be done from the outside when the plates are taken down. The holes for the stringer angle would be marked from same, then the plating would be removed and completed at the punch machine, etc. All the stern would be taken apart and carted to the after end of the vessel where it belongs unless the stern was built be- fore the frames aft were up and f-aired, in that case the stern will be left hanging to the post until it could be put up in place. >A harpin bar is usually fitted inside of the cant frames to fair up the cants in place on the ship. This bar is generally placed level in line with the knuckle. Fig. 83 shows an isometric plan of the stern completed by either method. In Scotland for'markihg, punching, setting and erecting the stern complete as shown would cost one hundred dollars ($100.00) while on the lakes this Would be completed for one quarter of that amount. CHAPTER VI KEEL AND CENTER KEELSON Fig. a shows the center keelson plate marked ready for punching. The rivet holes are obtained by rpeans of molds made from the mold loft for the lap, vertical angles and top and bottom bars. The plate is lined in on both edges to make siire of the width, then the frame spacing is put on as shown by vertical lines square to the sides. The butts can be made anywhere in the space between two rivet holes, care being taken to make sure that there is room for the lap butt. The plate butt rivet holes are marked with a mold D, the top and bot- tom holes corresponding with the holes on the plate. This mold must be applied the same way throughout the center keelson in order to have the holes in the bottorn angle agree as shown by the zigzag ar- rangement of the riveting. The rivet holes in the top angles are in a line and are so arranged that when the mold of the lap butt is turned over the holes will agree. The holes in the lap butt are all uniform and square to the butt of plate so that they will all agree with the ex- ception of the bottom bar holes if the mold be turned over. There can be no mistake in marking the center keelson plates if the process is gone through rightly. When the lines are all put on the vertical angle, rivet holes are marked with mold F, the top and bottom rivet holes for angles coming right on the frame space line ; a space mold is then use0 o • 00 o o O o o 1=^ t • * ' ° ° ° . ,'00000000000 Q C oooooaooooo o o-ooaoooooooo 76 LAKE SHIP YARD METHODS OF 3 STEEL SHIP CONSTRUCTION The only change of the frame holes on the keel plate is at the bulkheads as shown by N, Fig. E. The riveting for the bottom bars Is arranged by applying the seam mold G on the watertight side of the center keelson, that is the outer row of holes is applied to the rivet hole which comes in line with the frame holes. The other row of rivets is pitched eight diameters apart so that a space mold is made for that purpose and applied to the plate, the hole in line of the frame holes being a guide for same. L shows the mold used for the butt holes ; this mold is also used for marking the straps with. The bottom and top angles are marked with the same molds as are used for the keel and center keelson plates. The frame spacing is put on the bars same as on the plates. The center keelson plate molds for the bottom will represent the standing flange of the bottom angles and the molds used for the rivet holes through the keel will be used for the flange to the keel plates. The top an- gles for the center keelson have a uniform pitch through- out on the keelson plate and one side of the tank which is water-tight, the other side is 8 diameter pitch of rivets for connecting the tank top plating to the center keel- son. The rivet holes on the flanges to the tank top come between the rivets through the center keelson plate and the holes for the bulk- heads have only to be taken care of on the side not water-tight. 78 LAKE SHIP YARD METHODS OF The keel plate liners which are fitted between the keel plate butt straps and under the center keelson bottom angles are marked from molds, the holes for same being obtained from the strips which are used for marking the bar rivet holes in the keel plates. The same process is gone through for marking this class of keel and keelson plates in Scotland. The cost of doing this work in Scotland is very much higher. A keel plate 30 ft. x 30 in. by one inch thick would cost in Scotland $7.00 for, marking, punching, rolling and erecting in place. The center keelson including top and bottom angles for each plate length, $11.00. On the lakes in both cases the work can be done for one-third less. The other parts, such as straps and liners can be done for one- third less in cost than in Scotland. Fig. 84 shows main deck stringer plate complete. This plate is 24 ft. by 5 ft. 6 in. by 22 >4 lbs. and butts between frames 97 and 98 and 105 and 106, taking in eight frame spaces and forming top of side tank. Frames 100 and 104 are belt frames, the plan, Fig. 84, looking to the port side of the vessel shows the belt cut-off just above the stringer plate. One flange of the channel side frame is cut off to facilitate the fitting of, the water-tight angles around same. Fig. 85 shows the method of laying off the plate for main deck stringer. A line, AB, is put on the plate and the butts and frames squared from same. The line AB is parallel to the center line of the ship and a conveni- ent distance from the ship's side. In this case the line is 2 ft. 6 in. from the ship's side and the mold F applied to the frame 104 is nicked on the edge representing the line AB, as showo at a. The edge nicked is the side to be applied to the line of frame space which is the heel of flange of bracket plate under- neath the stringer plate. The mold F is applied to all the frame lines, as shown on frame 104. STEEL SHIP CONSTRUCTION 79 Separate molds are used for the belt frame angles in this case, because the belt frame connection to stringer plate is of broader angles than the flange of the stringer bracket plate. These plates for 85 per cent the length of the vessel amidships are straight, so that they are square for that length of the vessel. When the plates show curve on the edge the mold G, Fig. 85, is used for making the rivet holes through the stringer plate. The rounded end of the mold G is applied to the outside line; in this way the holes come in the place just as if a mold was cut for every frame where the bevel changes. Mold E, Fig. 85, shows the method of marking the rivet holes for the watertight collars fitted between and around the frames. The inside edge of the stringer plate D, Fig. 85, has a universal pitch of rivet holes. Every twelve feet where the double angles come for the belt frames a change of rivet holes is made in Way of same to suit the angles. A batten, two frame spaces in length, is used for the edge of the stringer plate and stringer angle. These rivet holes' are so arranged that the rivet holes agree with the butt holes, as shown in the illustration. Fig. 84. Lap butt molds are made the shape of the lap aild number of holes as shown on Fig. 84. The lap butt mold holes are so arranged that the mold can be turned over and all the holes agree when the mold is applied, as shown on Fig. 84. In Scotland the frames would be cut at the deck line, as shown by Fig. 86, dispensing with the smith work around the channels. The process of marking the stringer plate would be similar tO' laying off a shell or gifder plate. The template would be made on the ship and the inner and outer edges copied on same to get the correct shape of the plate. When the plate is placed on ship the inner edge angle would be lifted from same, punched, erected and riveted before the water-tight angles are proceeded with and very often the shell plating in way of the stringer plate must be on and riveted before the water-tight work is gone on with. 80 LAKE'SHIP YARD METHODS OF STEEL SHIP CONSTRUCTION 81 That is in a case where shoes are fitted but when a continuous angle is put on the angle is all riveted before the shell plating is put in place. The continuous angle on an arrangement of this kind saves labor in fitting of stoppers where liners pass up between the collars on an outside strake of plating and there is less chance of leakage when the continuous angles are used. The cost of fitting a stringer plate of this description in Scotland, complete, with stringer angle on inner edge and collars on the outer edge, as shown by plan, Fig. 84, would amount to $17.00; on the lakes the price per plate completed would amount to the same price. The smith work costs double here compared to Scotland, likewise everything which is done on the same system as done there. SPAR DECK Fig. 87 shows part of the spar-deck and sheer strake riveting. The spar-deck, plating is simply a strip 3 ft. wide between the hatches for the whole length of the cargo space. The greater part of the spar-deck is composed of stringers and made up of two plates, the inner strake next the hatches and the outer being connected to the sheer strake with angle bars. The two strakes are connected together at the edges with strips 24 in. wide which is more of a doubling than a strap. All the deck work as shown on Fig. 87, with the exception of the 24-in. edge plate, is laid out from the mold loft. All deck fittings are taken care of and the holes punched for same, so that there is no drill- ing whatever on the vessel. Fig. 89 shows the process of going on with the beams. This vessel has a 12-in. tumble home at the spar-deck which de- creases the width at that point to 54 ft. The camber of the deck-beam is 12 in. and is obtained as shown by Fig. 89. AC is 12 in. and perpendicular to the line AB, which is the camber of the beam. With AC as radius, the quadrant of a circle ACD, is described. The curved line CD and base AD are divided up into four equal spaces and the points joined together as shown by dotted lines 1-1, 2-2, and 3-3. The distance AB is the width of the beam at spar-deck and this distance is also divided up into the same number of spaces as 82 LAKE SHIP YARD METHODS OF the line AD. The perpendicular lines 1, 2 and 3 on the line AB are erected for the purpose of transferring the heights, 1-1, 2-2 and 3-3 from the line AD. i The distance along the dotted lines is transferred to 1, 2 and 3 and a batten passed through same which gives the curve of the spar- deck beam. The lines shown running from CD to the camber are simply to show where the corresponding points are transferred to. The height 3-3 from AD being angled is higher than the parallel line D3 on 3 from the line AB. On the beam mold. Fig. 89, the frames are scratched in as shown by number 7 which represents number 7 frame. OODDOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOO' OOOOOOOOOOOOOO] o o O o o 1 OOOOOOOOOOOOOO OOOO OOOO "OOOOO ood OOOOOOOOO OOOOO OOOO OOOO OO oooooo! o O o o o 6 o OOOOOOOOOOOODOOOOOflOOOOOOOOOOOOOOOoOOOOOOOOOoOOOOOOol —p^,^ The lines A and B show the length of the spar-deck beam from the hatches to the ship side. Fig. 87 shows the girders which are run in on the spar-deck, one just clear of the beam brackets. Fig. 93, and another in line of the hatch openings Fjg. 92. Fig. 90 shows the molds for these beams ; E is the mold for the web part of the channel; C mold for channel girder rivet holes, Fig. 92 ; D channel girder rivet holes, Fig. 93 ; F shows the mold for the stringer rivet holes, Fig. 87. Fig. 91 shows the arrangement of rivet holes connecting the beam and frame together with bracket plate. Fig. 44 shows mold used for the clips connecting beams and intercostals together. Fig. 88 shows the mold for the spar-deck plating. This is a half mold and is turned over the mold being applied to the center line, thus completing the deck plate from stringer to stringer. The holes marked B on Fig. 88 are for the bracket rivets connecting the arch part of the web plate to the deck plating. STEEL SHIP CONSTRUCTION 83 • If T i^T- O OQO O O O I q o o °m ° 5' O O O O Oi o O o o D o I.AKE SHIP YARD METHODS OF O „ » , = CO U 1 o a " * ■« - O 0, » ■»" = to' < 4 » ; : : :: : : : :<: i: : :[ m g STEEL SHIP CONSTRUCTION 85 The part marked side is the rivet connection to the inner stringer plate. The intercostal part of the girder, Fig. 92, deck plate and stringer are all riveted together as seen by Fig. 87. The beam framing of this vessel is composed of beam channel, beam bracket', longitudinal and intercostal girder channels and clips as shown by Figs. 87 to 93. The belt frame was shown in Fig. 26 and the figures following it show the deck parts on same. Fig. 94 shows the method of marking the outer spar-deck stringer plate. The inner. edge of the plate EE is taken as a starting part of the laying off of the plate. . S/^/9j e £>/^'^^ //^/)f£^ tflKD ge - 3i. ■O O o o o o o o o o o o €f/^ae^ From the line EE the beam and butts are squared in and the inter- costals for girders and ship side are lined in parallel to EE. The mold A is applied to the edge of the plate representing the ship's side, .which is two frame spaces in length and the rivet holes are universally pitched so that the mold can be used throughout the straight part of the vessel. In the butt spaces a change is made so that another mold is neces- sary there 6nly. » The mold B, shows the rivet holes for the connecting of the stringer to the beam. This mold is applied to the edge EE and as it is the width of the plate it determines the line at side. The rivet hole pitch is made to suit the beam No. 99 and the rivet hole b is rubbed out on this beam and left in on 98 and 100 as shown 86 LAKE SHIP YARD METHODS OF on Fig. 94, this hole being put in to suit the stringer angle pitch of rivets. Mold C is for the inner edge of the stringer plate, a change being made at the butts as shown on Fig. 87. Mold D shows the butt riveting and is used throughout the ship where the plates remain the same width. G shows the mold for the intercostals and is applied to the heel of the beam as shown on Fig. 94. Fig. 93 shows the arrangement of the girder on the vessel which runs under the stringer plate as shown by FF Fig. 94. The mold G is used for marking the rivet holes on the continuous channel between the beams as well as the holes through stringer plate. ■Sr '/>/?0''<^'<. O-ri--^ CfiKoa/i - o o o / /o o o o OOP / o* Fig. 97 shows the mold used for marking the intercostals and the clips for same are marked from mold. Fig. 24. The shell flange of the stringer angle is marked with the mold A; it is moved a hole space so that the holes in the root will not come together. By this arrangement the hole in the shell flange will be away from the heel, while the hole through the stringer pl4te will be near to same. Fig. 95 shows the marking of the inner stringer. The mold A is used for marking the rivet holes on the outer edge which butts on to the outer stringer. This edge is used for squaring the beam and butt lines 90 to 97, etc. STEEL SHIP CONSTRUCTION 87 B shows the rivetitig for the hatch coamings in a fore and aft direc- ■ tion and D the holes across the vessel. ■ Mold B is used for all the sides of the hatches and D which extends , across the vessel as shown by Fig. 88 at the fore and after end of the deck plate mold. These coam- ings are 12-in. channels and are connected to the deck .with rivets about 6 diameters apart. There are always molds on hand with the different spacing of rivets, so that it is the practice to use a mold of the pitch desired on this class of work. Fig. 40, shown and explained previously, is used for 'hole spacing. %M— -/79.98.- All molds of the different spacings of rivets are always on hand and very little time is lost in securing the proper pitch to suit any part of the vessel. ' C shows the beam rivet mold and this is used on every beam where the plate remains the same width. This mold is worked from the outer edge of the plate. Where belt frame beams come and have double angles this mold is turned over for the other flange. E is the butt mold and is used all through where the plate remains the same width. F shows the riveting of the edge of stringer connecting the stringer and girder channels together. This mold is used for the rivet holes on the continuous channel under the beams, for the intercostal channel fitted between the belt frames Fig. 92. LAKE SHIP YARD METHODS OF Any mold with a universal pitch of rivets eight diameters apart can be used for this work. When the mold F is used the hole G is put in instead of the two rivet holes at either side. For all clips used on Fig. 92 the mold, Fig. 24, is used. The close pitch of holes between the hatch coamings DD are put in to suit the deck-plate, Fig. 88, and are for water-tight work. The deck plating on this vessel is only a strip three feet wide as shown by Fig. 88. Fig. 88 is a half of the deck space between the stringer plates and the whole space between the coamings. The mold is turned over after the holes in same are marked, the center line being the guide line for applying the mold to at the center. This half mold suits for marking all the deck plates between the hatches. At the ends of the vessel, molds are made for one-half of the ves- sel. Each mold represents two plates. The holes are all punched for deck fittings and where mooring chocks and cleats come on the stringer angle the holes are arranged from molds to suit same. Fig. 99 shows hatch corner arrangement. The channel running across the ship fits in between the channels running fore and aft. The fore and aft channels are cut the shape of the athwart channels at both ends as shown by sketch. Fig. 98 shows the mold for corner angles, the T-shape serving the purpose of marking a right and left angle. The flange of the clip looking to the center of the ship is long on top and short at the bottom to suit the camber of the beam. Fig. 96 shows the spar-deck stringer beams with a template in place for copying the stringer plate as practiced in Scotland. In Scotland the work would not go on as explained on the lake system, as there is a certain method which is very seldom deviated from. The beam is taken from the stock pile and bent to the shape of beam mold. The camber of the beam is obtained in a similar way to the lake method, but instead of making molds as done on the lakes, the bevels are given on a board and the lengths on a batten. STEEL SHIP CONSTRUCTION 89 Molds are made for the deck plating rivet holes as well as the beam brackets, but the lap holes for the plating are never punched, being drilled after the inside strakes of plating are in place. The lay- ing out of the beam is practically the same in Scotland only instead of making a half mold for the beam, strips are used for the bracket holes. The beam brackets are fitted on the vessel when the beam is faired and the holes drilled in same. Oh this beam there are three rivets connecting the beam to the frame and in Scotland Only one of these holes would be punched, the others being drilled when the beams are faired up. After the frames are erected the beams are put up and ribbands run on top fastening the beams to same which are left there until the beams are riveted to the frames and all the deck girders in place and riveted. Fig. 96 shows a vessel ready for the stringer plate to be put up and the method of copying same. This template is made of pine 6 X 3-16 in. and in length equal to the length of the plate. In this case the template fits to exact place of the plate only the ends are long. The butt marks are put on as shown by dotted lines B. This deter- mines the place of the plate on the ship, care having been taken that room for the butt strap is secured between the beams. The rivet holes in the beams are marked on the template with whitening and when the temj)late is laid on the plate, the marks are down, the template being on the plate as shown on Fig. 96. Under the whitening the plate is dampened and by slightly strik- ing the template with the hand the impression of the rivet holes is left upon the plate. By this method of marking the plate it allows all the holes to be marked and punched on one side and saves turning the plate over to have the holes with the smooth side next the beam. The beam holes are punched small and countersunk through, which removes the rag left by punching on the under side of the plate. Sometimes if the marker does not have enough of work ahead, he will put up two tem- plates on the ship and on one end of each will have a piece of tern- 90 LAKE SHIP YARD METHODS OF .I ^^_^_ i ' plate nailed on representing the butt of the next plate. In this way || he will lift all the plates on the strake and make very good and ' : quick work. The process of making the inner stringer is similar to the outer, only the outer plates must be in place before the inside plates can be proceeded with. 5 After the outer stringer plates are on, a batten is put on and faired I ' in to make sure that the ship's side is true and pleasing to the eye. A line is nicked in on the stringer plate for the marker to put his tem- plate to. The sheer strake butts and any fittings which may come on the angle are painted on the plates or nicked in with a chisel, thus saving the drilling for same and at the same time getting the rivet holes in the right place. All the straps and strips are marked from the ship and any case where there are three thicknesses the holes in the middle plates are punched a size less and rimed out to the right diameter of the rivet. The deck plates from stringer to stringer would also be lifted from the ship by means of a batten wide enough to take ' 1 1 the holes in the belt frame angles and a strip nailed at right angles' to same for the seam holes. The belt frames at deck would be straightened up with shores from the tank top so that the beam angles would be perfectly straight be- fore the marker proceeded with the work. The hatch coamings would be lifted from the ship in a similar way to the other work. It will be noticed that quite a lot of staging is necessary for the men to ' get around on by this method of construction, to even mark the different j pieces. The fitting up of the deck work as per plan. Fig. 87, would i" cost in Scotland $2.50 per foot, while on the lakes this work can be done for one-third less. CHAPTER VII BOW FRAMING AND PLATING Fig. 100 shows the bow framing plan. Frame No. 11 shows the collision bulkhead and is laid out as explained previously. The frames and floor plates are made from molds as heretofore explained. A mold is made for each piece representing the bow framing which is composed of frames, beams, stanchions, stringers, breast-hooks and ridge bars. The spar deck on this plan is simply the floGr of the forecastle as shown by Fig. 101. The angle stringer be- tween the forecastle deck and floor of forecastle is the line of the spar deck. This angle stringer is made from molds supplied from the mold loft. A mold is made to the shape of the ship's side and serves the pur- pose of laying out four angles, two for each side of the vessel. ' These stringers are not connected 'to the shell plating being only riveted to the frames on the inside and connected at the fore end with breast hook. The mold for the shell shape is drilled for riveting eight diameters apart and the holes for the rivets connecting the stringers to the frames are simply gauged from the heel of the angle, care being taken to have a little more material than the diameter of the hole from the edge of the hole to the edge of the flange of the angle. Spar deck. Fig. 101, runs to the shell and is connected to the shell plating with angle clips the length of the frame space ; an angle is run forming a stringer bar and connected to the frames in the usual stringer angle style. For this deck a mold is made for the tapered plates, stringer angles and clips to the shell for one side of the vessel and for parallel plates one mold does for them all. In this case 15 plates are marked from one mold and two plates from each mold for the balance of the deck plating. 92 LAKE SHIP YARD METHODS The stringer angle is marked from a mold made to the shape of the ship's side and the holes for the rivet connections to the frames are gauged from the heel of the angle. The shell clips are marked SPAR DECK from the deck plating molds for the deck riveting and a space mold for the shell rivet holes. The beams for this deck are marked with strip molds. One mold for the deck plating rivet holes does for all ANGLE STRINQER SPAR DECK K'T 94 LAKE SHIP YARD METHODS OF BEAMS I2"X203 CHANNELS MAIN DECK STEEL SHIP CONSTRUCTION 95 the beams by making a change of two holes for the angle connecting the plating and frames and the shell by connecting the deck and shell together. This is done by using a mold with a round end as ex- plained in Article 14, main deck stringer 9, Fig. 85. The stanchions riveted to beams 1, 3, 5, 7, and 9 are marked from one mold and the holes for ridge bar rivets are gauged to suit the width of flange of ridge bar. A mold is made for each beam bracket but one mold serves the purpose of marking all the rivet holes for same on the beams. A bat- ten with the width of each beam scratched in is used and a bevel for the ends furnished on a board. In this way all the beams in the fore peak are marked as well as the deck. Fig. 101. Fig. 102 shows the main deck and for this deck plating a mold is made for each two 96 LAKE SHIP YARD METHODS plates or the one side of tlie vessel. The beams, stringer angle and shell clips are laid out similarly to the deck above. Fig. 103 shows tlie plan of panting stringers. These stringers are all laid out from molds as shown by plan. All tlie angles are marked from the mold made for the plate for the rivet holes connecting angles to stringer plate. The shell flange rivet holes are marked with a mold for that purpose to suit the frame space. Aiolds are made for the flanges of clips to belt frames, brack- ets and clips connecting face bars to belt frames, stringer brackets and beams. Fig. 104 shows the plan of shell plate starboard HI. Fig. lO.S shows the shell expansion forward. Fig. 106 shows a mold for stem plate. The stem plate mold repre- sents the plate, Fig. 104, flat- tened out which is all there is to laying out a stem plate from the mold loft floor. The plate edges are ob- tained from a level line about the center of the plate which are measured around the heel of the frame and the lengtli of tlie plate over the stem is secured by putting the plate in the half breadth plan as shown by Fig. 104. The flanging of the stem plate is done in the bending rolls so that the amount of material necessary is easily obtained by flanging a piece of plate before putting the lines for the plate in the half breadth plan. The most important thing in lading out a stem plate from the mold loft floor is to see that care is taken in drilling the holes square in the stem bar. U 6 O O o o o e o o e e o O o V> e e o o o o o « Oct o o o o e e e « 900090 . : s s s 1 : ; » -f^r'^jut >9-<>. t - ? ^i^^'^t f a ■ — yy«z.z) — B ■ 00 e e fTtf./oi — Fi'r.fo^, — EXPANSION SHtLL PLATINQ. ^^3" HOLLOW HALF KOUND INSIDE esOUT LAKE SHIP YARD METHODS OF The safest plan is to have the stem bar drilled before the reverse stem plate is laid off, then the mold can be applied to the reverse side to test the fairness of the drilling of the stem. The mold shows shell plate HI, starboard and in this case there is no fear of the stem holes, seeing they are marked from this side but the holes on the port side of the stem may be angled enough to make bad holes if care is not taken in drilling the stem. By this method all the work including the shell plating is laid off from the mold loft floor. In Scotland the frames, beams and floor plates are put up and the same faired up with ribbands as explained in the seventh article on shell plating and all the different pieces lifted from the boat and erected in rotation. The cost of this work is all governed from the midship size of ma- terial. If Fig. 101 was in line with the spar deck, it would be consid- ered the spar deck and paid as such. The main deck ends would be paid the same as at amidships, so with all the different parts. The bow framing and plating can be done on the lakes one-third less than by the method practiced in Scotland. CHAPTER VIII ENGINE FOUNDATION Fig. 107 shows the arrangement of stiffening under the engines also the seatings. The floor plates are made solid and lightened with holes which serve the purpose of man holes, being made large enough for a man to go through. The girders are intercostal and lightened with man holes so that from the center keelson to the bilge is accessible through- out the engine space. A shows the thrust stool which is laid down on the mold loft floor and molds made for same. One mold serves for two side plates, one mold for all division plates and a mold for top plate. A batten with a six-diameter pitch of rivets will do for all the fore and aft angles and for the angles at divisions, a mold of tee shape similar to Fig. 24 will do for all these clips. B shows the bearer for bed plate and one is built on each side of the vessel so that for the fore and aft side plates one mold will do for four plates, two top plates are obtained from one mold and eight division plates. All the other pieces are obtained similar to the thrust stool. C shows the seat for the main feed pump, and is on one side of the vessel only. A mold is made for each piece, which is composed of four brackets, top plate and solid frame. D shows the ballast pump seat and is built on each side of the vessel. For the ballast pump seat a mold is made for €;ach piece for one side of the vessel and two pieces are marked from same. E shows the center keelson which is laid out with strips similar to the other parts of the center keelson, only the riveting is all the same with a six-diaineter pitch on both sides through keelson plate, engine seat plate and keel. One batten will serve the purpose of marking all the angles and a tee mold similar to Fig. 9 will do for all the center keelson vertical angles. F shows the intercostals fitted between the floors. A "mold is made for every intercostal on one side of the vessel, 100 LAKE SHIP YARt) METHODS OF STEEL SHIP CONSTRUCTION 101 Fig. 108, two plates are marked from same. For the lightening holes a line is scratched in on the mold as shown by AA and BB, Fig. 108, representing center of same. The vertical angles are marked from tee mold similar to Fig. 9. G shows the bottom after end of the center keelson with the floors and frames removed. The center keelson is not water-tight so that limber holes are punched above the bottom angles as shown by G. Engine floor plates are laid out similar to the _ . belt frames in, the bottom. A mold is made for one side of the vessel and two plates marked from same. Floor angles or reverse bars are laid off with a batten with a six-diameter pitch of rivets through the floor and on the top the rivet holes are arranged to suit the width of plates and angles for seats. The frames in the bottom are usually six-inch channels and are marked after being set and beveled with the floor mold. H shows the plating on top of floor plates which forms the floor of the engine room. This plating is flanged to the ship's side and is made watertight. The frames are cut at the side and run in one piece from the engine room plating to the spar deck. The frames are bracketed to the plating which are^ laid off in the mold loft along with the frames and engine top plating. A mold iS made for each side of the vessel for the plating similarly to all the other work after leaving the midship part of the vessel. Fig. 109 shows the boiler saddles, A shows a section looking fore and aft and B a view across ships. Molds are made as shown by plans and all the pieces gotten out and riveted in place before the boilers are shipped. In Scotland the frames, floor plates and reverse angles would be put together and riveted before being put in the vessel, after which r ° o o ; o P o \ o o o -fyq^loi, o 1*:.. A_° o o 6 i o o 102 LAKE SHIP YARD METHODS OF they would be bolted to the center keelson and faired up with rib- bands as explained previously. All the parts outside of the center keelson and frames, floors and reverse bars would be lifted from the. vessel. The boiler saddles would be laid off from the mold loft floor but the top angles would not be put on until boilers were in place. It would cost $600 to mark, punch and erect the engine room work and boiler saddles as per plans, Figs. 107 to 109, in Scotland. On the lakes this work as shown would cost only half of that amount. SHELL PLATING AFT Fig. 110 shows the expanded shell plating aft from the keel to the bulwarks. Keel plate, No. 21, is fitted in two pieces the butt coming where the sfern post begins to taper. These plates are templated from the ship when all the other plates are in place. A, No. 20, the second last keel plate connects onto the stern post and is made in one-piece box shape as shown by Fig. 111. Fig. Ill shows the keel plates 20 and 21 and the B strake and frames and floor plates cut off in line with the sight edge of keel plate. The stem post inway of the keel with shoe part cut off is also seen on Fig. 111. STEEL SHIP CONSTRUCTION 103 Molds are made from the frames inway of keel plate, No. 20 and to get the proper width of the plate before setting same to shape the molds are rolled on the plate at the frame lines which determines the shape of same. After A, No. 20, is bent to shape the holes for the frames, keel liner, stern post straps and seams are laid off and drilled without any reference to the ship whatever. The frame liners and straps are also marked and punched with the same molds used for marking the plate with. The whole keel is laid off with molds with the exception of the foremost and aftermost plates, in this case No. 1 and 21. B strake on the stern post is treated similarly to a stem plate and, is laid off from stem to stern post with molds. C, the boss plate shown by Fig. 112, is made to shape and marked from the ship. The bossed frames are not punched for rivets until the boss plate is put up in place and any tap rivets in the stern post are drilfed from the boss plate. All other holes are marked upon the plate with templates so that the boss plate is completed and ready for bolting up when erected in place. D strake is treated the same as stem plates and is laid out from stem to stern post. E strake connecting on to the stern post is set to shape and marked from the ship with template wood. ' G, No. 40 and 41, are marked from the ship; No. 41 is made as shown by Fig. 113 and marked from the ship with template wood. This oxter plate is very complicated but after it is made to the shape of the ship the frame lines and edge of the stern post are obtained 104 LAKE SHIP YARD METHODS OF from the solid set made for getting the true form of the plate from the ship. The gauge marks obtained in this way remove the complica- tions likely to occur by any other means. Fig. 113 shows part of three frames, transom, upper parts of stern frame, oxter plate and rudder trunk. The two after plates on H strake, after plate on J, three after plates on K, two on L and one plate next the stern plating on M are marked with templates from the ship. Molds are erected on the ship and faired up for the bulwark plating also. , The rudder trunk A, Fig. 113, is laid out, fin- ished and riveted to the stern post before the post is erected in place. Fig: 11^ shows the meth- od of 'laying out a rudder trunk, the rudder trunk being in one piece and flanged to the transom floor. ABCD, Fig. 114, repre- sents the rudder trunk connected to the stern post and plating, looking across ship. This trunk is parallel and is expanding; same is treated as a beveled pipe. On the line AB with 3 as center a half circle is described A, 1, 2, 3, 4, 5. This half circle is di- vided up into five equal parts and represents the half of the rudder trunk. The points 1, 2, 3, 4 and 5 are drawn in parallel to AC, inter- secting the lines AB and CD at 1, 2, 3, 4 and 5. STEEL SHIP CONSTRUCTION 105 The line AB being square to the stern post this Hne is extended over to ELG, being made in length equal to the circumference of the rudder trunk including the flanges to the transom frame. LF is put in at right angles to ELG, representing the after end of the trunk AC. Around the half circle A, 1,2, 3, 4 and 5, a batten is bent and the points of intersection 1, 2, 3, 4 and 5 marked upon it from A. On the line ELG this batten is applied, holding the point A to L, which gives the lines, 1, 2, 3, 4 and 5, which are drawn in parallel to LF and at right an- gles to ELK. The line 5 repre- sents the stern post and ends the circular part of the rudder trunk. The lines 1, 2, 3, 4 and 5, in- tersecting CD are transferred over to the expanded lines par- allel to ELG as shown by dot- ted lines running from CD to 1, 2, 3, 4 and 5, and a batten passed through these points will give the desired cut of rudder trunk from the stern post to the center of the trunk and by transferring these points to the other side the whole trunk will be completed from 5 to 5 as shown on line HFK. The lines EH and GK repre- sent the edge of the ."itern post as shown by BD. - fy shows the width of the top flange and FFi the bottom flange. The projecting parts beyond EH and GK represent the flanges for the connection to the transom frame. After the plate is sheared to the shape shown by the expanded lines the transom floor flanges are turned, then the parts for the stfern post 55GK and 55EH 108 LAKE SHIP YARD METHODS -OF are set to suit the curve as shown from 5' to B after which the plate is rolled to the shape of circle, whatever diameter the trunk is made to. ■ Afterthe trunk is rolled to the circular shape the top and bottom flanges are turned at the forge. If the stern post is drilled the rivet holes are punched in the trunk before it is bent. STEEL SHIP CONSTRUCTION 109 SHELL PLATING AFT Fig. 115 represents a rudder trunk wider at the bottom than top. It is necessary sometimes to build the rudder trunk in this shape in order. to ship the rudder when the vessel is on the stocks.. This trunk is made in one piece and flanged to the floor plate as shown on Fig. 114. A different process is prac- ticed for ^developing a trunk of this kind compared to the pre- vious figure. Fig. 116 shows the first proc- ess in laying out a trunk of this kind. AB is the top of trunk and CD the shell line. The line CD is considered the same for the width of the trunk nine inches each side of the center line. The top of the trunk AB" is treated similar to the last article, a half circle is 'described froih the point 6 and divided up into eleven parts, the eleventh line coming on the edge of the stern post and forming the knuckle, for the rudder trunk at this point. The points 1 to 1 1 on the half circle ^e squared over to the line AB as shown by the same numbers. , . ' ' At the bottom and a convenient distance from CD the line,.EF,^js put in and a half circle drawn with 6. as center-, the points E and F iDeing perpendicular from C and D. The half circle is divided- into ■eleven spaces similarly to the top and the points 1, 2, 3, 4, etc., erected perpendicular until they intersect the line CD as shown by the num- bers 1 to 11. , ■ The points 1 to 11 on CD are joined tp the points 1 to 11 on AB which form parallel lines to AC and BD as shown on Fig. 116. - _ /^Q //^_ 110 LAKE SHIP YARD METHODS OF Fig. 117 shows the method of expanding the plate for rudder trunk. A line is drawn parallel to EF, Fig. 116, intersecting 6 on the line CD after which the line AC is continued until it intersects the new line at right angles to 6-6 the center of the rudder trunk in a fore and aft direction. .KLKHH represents a cone similar to the after half of the rudder trunk only the line XLK is below C and above D, Fig. 116, but the same width from the point 6 on CD. HH repre- sents the line AB, Fig. 116, and GL the line 6 or center of rudder. KLKHH, Fig. 117, represents the rudder trunk turned upside do^yn and LG the center line. G is found by continuing the lines KH until they meet at G on GL and with G as center and GH as radius the line BAB is described long enough to develop the plate as shown by Fig. 117. A batten is bent around the half circle A 1, 2, 3, 4, 5, 6, 7, 8, 9^ 10, 11, B, Fig. 116, and these points transferred to the line BAB, Fig. 117, measuring from A to B as shown by the same numbers on both plans. From G to the points 1 to 11, Fig. 117, the lines are ex- tended long enough to get the length of the trunk on each line as numbered on both plans. . By measuring along the lines from AB to CD, Fig. 1 16, and trans- ferring them to the same numbered lines on Fig. 117 and measuring from the line BAB gives points for the curved line DCD as shown. CABD, Fig. 117, is the curved half of the rudder trunk. DF:FB is the part which is fastened to the sternpost and is found by measuring from the line BD the line of the stern post. The part projecting be- yond EF is the flange for connecting the trunk and transom together. The width of the flange is measured from BAB and DCD as shown by AAi and CCl It is necessary to get the true form of the trunk on the shell plating so that the holes may be punched in the shell and the hole for the rudder stock cut out right. Fig. 118 shows the method of obtaining the true form of the trunk opening through the shell. The line CD is longer than EF, and the lines 1 to 11 are erected perpendicular to EF dividing same equally on CD. At right angles to CD the lines 1 to 11 are extended long enough to get points equal to the distance 1-1, 2-2, etc., from the line EF. Distance from EF STEEL SHIP CONSTRUCTION lU to 1-1, 2-2, 3-3, etc., are transferred to the same numbers from the line CD which gives an oval shape as shown and is the true form of the bottom of the trunk. The process of setting and flanging the cone-shaped trunk is simi- lar to the other, only care must be taken in rolling the plate to the lines given or the ends will not come together right. The trunk should be put in the rolls with the line AC parallel to the rolls. With the exception of the plates laid out with molds the work is done similar to the Scotch methods and is done as cheaply as it is done in Scotland. CHAPTER IX DECK HOUSES Fig. 119 shows the deck house aft completed. Fig. 120 shows the -interior of the after deck house, viz.: The spar deck plating, stair- way, engine casing, boiler and coal bunker bulkheads and openings, deck house coaming angle and spar deck beams cut at edge, of same. Fig. 121 shows plan of steel top of deck house. One mold is made for half of the longest beam and the holes are so arranged that the one mold serves the purpose of marking all the beams on the top of house. For the lengths of the beams a batten is used for the width of the house at every beam and the bracket mold is applied to same which gives the bevel of the beam end as well. The top angle of the side plating has a universal pitch of rivets for the deck the rivets coming in line with the beam holes — inway of same. The same arrangement of rivet holes is made on the outside angle, which is fastened on the edge of the plating projecting over the sides of the house. In this case the centers of the holes are lined in on -the top plating and the beam hole mold applied to same. Measurements are given for the curve of the outside angles and as the rivet holes are universal very little trouble is experienced in laying out the deck plating with strips. Fig. 122 shows the starboard side of the after deck house. One mold serves the purpose of marking all the holes for stiffness and the holes for the pilasters. The top and bottom angles having a uniform pitch of rivet holes require only two molds for marking the whole side of the plating. All that is required for marking the plates are the widths and top and bottom bevels, one measurement being all that is ■necessary for whatever curve may be in the center of the plate. STEEL SHIP CONgTRUCTION 113 114 LAKE SHIP YARD METHODS OF STEEL SHIP CONSTRUCTION 1,15 One mold is all that is necessary for marking all the pilasters. The pilasters are usually left' one-eighth of an inch long top and bottom and the flange of the angles chipped to remove the slightly beveled edge on the flange of the angle. Fig. 123, shows the port-side of the after deck house which is marked with the same molds used for 'the starboard side. Fig. 124 shows the fore end of the after deck house which is treated similarly to the side plating. The butts are all perpendicular so that the bevel of the top and bottom are worked from same. Fig. 125 shows the after end of the deck house which is treated similarly to the fore end, Fig. 124. To get the proper shape of the deck house plating the heel of the coaming angle is run in on the mold loft floor as shown by Fig. 120. Fig. 126 shows the body plan with the other lines removed from where the heel of the coaming angle rests upon the beams ; the deck , house runs from No. 157 to 196 on the spar deck. The after end of the deck house takes the shape of the beam from the point where the beam is cut off as shown by No. 196. It is the same at frame 157, the fore end of the house, the beam mold being used from side to side as shown by the ending of the line No. 157. 116 LAKE SHIP YARD METHODS OF A.D.\ I :/=F ■ ct /y. iSy '92. 1£C &£Rfvt Mt,t.a /J-;*,;,. -/=7<^./3S from the templates, after which the plates are punched and erected in place. The top angle is then put on binding the sides of house plating together which are up in place. The plates at the corners of the houses and tops of doors are then completed. The stiffeners are punched, being marked from a mold C, Fig. 138. The pilasters are all marked from the ship but the beams and STEEL SHIP CONSTRUCTION 123 X >: — R y brackets are marked from molds, Fig. 138. The beam mold, Fig. 138, shows some widths as numbered. The beam hole mold, Fig. 138, has the beam lengths marked upon it as shown by dotted lines and to get the shape 9f the end of the beam which stands plumb or parallel, to the center line a bevel is used. The bevel is applied to the beam mold and the line transferred to the beam angle after which the mold A, Fig. 138, is applied to same the round end of mold being applied to the cutting line of beam. The same mold is applied to the I top of the stiffener, the round part being held to the top of stiffener or deck line. During fte laying out of the sides of the house the beams and stiffeners are gone on with and when the pilas- ters are on the stiffeners are bolted up on the opposite side after which the beams and brackets are bolted to the stiffeners. Before riveting the sides stout timbers are bolted to the plating length- wise which keeps the house nice and fair. The top of the house is all marked from the ship after the beams are in place and faired up with braces and shores. All the houses are treated similarly. Cost of marking, punching, beveling,, bending and erecting houses, is $600 in Scotland and half of same on the lakes. ./3^_ /-7"p. /■36, CHAPTER X MAST MAKING Fig. 139 shows A, the fore, and B, main mast, of the usual con- struction on the great lakes. The fore mast is 72 ft. long and the main mast 69 ft. The diameters at the heels are 19 inches, tapering to 8>4 inches at the head. The top masts are 10 ft. long and are also of steel. The thickness of the plating runs from 12i/^ pounds to 7j4 pounds per square foot. The method practiced for laying out the masts is to line the masts in on the mold loft floor as shown by Fig. 139. The diameter at each butt is measured and the same scribed in on the floor as shown by Fig. 140 which represents the two plates of the mast. Set irons half an inch wide and of the same thickness of the plates are made to the shape of the half circles shown by Fig. 140. A set is made for each half at each butt the whole length of the mast and the center line AB marked upon it. A line is run in on the floor repre- senting the center of the strake of plates and at the butts of each plate a line is put in at right angles to same. The sets are now straightened out and applied to the lines repre- senting the butts which gives the expanded width of plate at same and a batten passed through these points gives the half circumference of the mast at each plate butt. The lines for the expanded strake are the finished lines and the inside plates are reduced to suit the smaller circle. Molds are made for each plate and as the masts seldom vary the molds are always on hand for a set of masts. In cases where sometimes the masts are laid out without references to sets the following method is practiced : The diameter at each butt is measured from the masts. Fig. 139, the diameter of each half of the mast being considered separately. STEEL SHIP CONSTRUCTION 125 o o o ' o o 06 00 o I o o o '% o o ' o o o o 5 ^ »!f ' ^ I 00 0*0000 o < I o o o 6 o I o o ^ Ai — ^^j:. /itidiH. J 126 LAKE SHIP YARD METHODS OF Fig. 140 shows the diameter of the mast without and in strakes of plating. The outside diameter of the mast at the butt of No. 6 plate is 18 inches at the lower end and 16^4 inches at the top of the plate. To get the circumference of the mast at the lower butt the thickness of the plate is subtracted from the diameter of the mast and the remainder multiplied by 3 1-7 which gives the diameter be- tween the holes, the landing over the holes being added to same. Example -''{'^,- = 29^ inches. The top butt of the plate being inside, the diameter is further reduced; the outside diameter of the plate is 15% inches instead of 18 inches at the lower butt, then ^^^ = 24.35 inches, the distance between the holes for the half strake of plating. The plate between the butts No. 7 plate of the inside strake meas- urement 17%. inches diameter and the width of the plate between the holes measures ^4f? = 26j^ inches. Fig. 141 shows a mold made for plate No. 6 with the dimensions as shoiivn by example; the measure- ment in the middle corresponds to a straight line so that the holes are straight from one end of the plate to the other. The holes for the seam rivets are universal with a pitch of from 5 to 6 diameters from bottom to top. The butts are lapped treble riveted with a pitch of 4j4 dijuneter centers on the greatest diameter. The same number of spaces are divided off on the inside lap so that when the plates are put together the holes come opposite each other. No. 6 plate is % inch thick. The doubling plates shown at D, Fig. 139, are treated similarly to the inside butt lap, the doubling on the outside plate being cut at the edge of the inside seam lap and the insjde plate doubling being the whole width of the plate. The rivet holes have an eight diameter pitch on the mast plate with the same number of spaces, but closer pitch on the doubling plate. The rake is 1^4 inches on the foremast and 1% inches on the main mast, and Figs. D and E show the method of obtaining the cut of tlie bottom plates of the mast. ABCD, Fig. 142, represents the bottom of mast cut off at AB at right angles to the center of the mast. STEEL SHIP CONSTRUCTION 127 The lap of the plate is shown at L and the half circle A, 5, 4, 3, 2, 1, and B is the plan through AB. On the half circle AB the line is divided up in six equal parts which gives the lines 5, 4, 3, 2 and 1, being 29^ = 4! inches. These lines are drawn parallel to AD, which intersects the bottom line of mast CD. /f*^ - - - -^ Fig. 143 represents the expanded plates for the bottom of the mast and the true form of the shape of same where it rests on the deck or step. The expansion is obtained by bending a batten around the half circle A 5, 4, 3, 2, and 1 and B and copying these points on it. The line AB, Fig. 142, is extended long enough to get in the lines A, 5, 4, 3, 2, 1 and B, which are 4^ apart and at right angles to AB, Fig. 143. The batten is applied to the line AB, Fig. 143, and tihe marks for lines put on the floor which are drawn parallel to BC, Fig. 142. To obtain the shape of line DC, Fig. 143, the distance from AB, Fig. 142, to the intersection of the line DC is measured on a batten and transferred to Fig. . 143 as shown by tracing the lines from Fig. 128 LAKE SHIP YARD METHODS OF D and E, viz.: DD, 55, 44, 33, 22, 11 and CC which completes the half of the mast' at bottom to the depth of BC. Fig. 143 shows the bottom of the mast ABCD expanded. It is only necessary to develop the half of the plate on each strake as the mold for same can be turned over for the other half. Masts which are built flush and butt strapped are treated as three cylinders one fitting into the other. The strap of the outside plate will butt up against the seam of the inside plate and the same pitch of rivets will do for both the strap and inside plate at butt. The strap for the inside plate will require to be the thickness of the mast plate less in radius so that the pitch of rivets will require to be closer to retain the same number of holes. Angle rings on the masts require a little different consideration than the plate. Fig. 144 shows a ring 4 in. x 4 in. x 15.7 in. angle, to get the length of this ring the diameter of the ring is multiplied by 3 1-7 and twice the width of the flange added to same. Example: "^^-1-8-67- Fig. 145 shows the length of angle necessary to make this ring. So that the outside of the flange will be long enough when bent for the ring to have a close fit, the difference between a circle 19 and 27 inches must be obtained. This is done by adding the width of the flange to the diameter and using the same rule for the length. Exam- ple : y+lil2 ^72! equals length of flange outside. 72- — 67^ = 4^, the difference between the standing and hori- zontal flanges as shown at A, Fig. 145, when a number of rings are to be made they usually bend one-half of a ring and find out if the calculation is correct. For an inside angle ring, once the flange, that is one width of the flange, must be deducted before using the calcu- lation 3 1-7. Less material is required for a small ring than a large one, and less material for a ring turned at the fire than at the furnace where it is bent in one heat. In Scotland all the mast plates are piled up for each strake begin- ning at the bottom, number one plate. The plans supplied give the length and width of plates and diameter of mast at each butt on each strake. Battens with a universal pitch of rivets of five diameters are made and applied to the line obtained from the plan for the edge of STEEL SHIP CONSTRUCTION 129 the plate. The lap butt holes are divided up with compasses, the same number of holes being punched in the plates which come together. On plates which may be longer at the ends the batten is moved along so that the desired number of holes may be obtained to complete the plate. The process of laying out the masts is to raise the plate on the top of the pile enough to get the clip on the plate for holding the lap strip in place until all the rivet holes are marked. A center line is put on the plate similar to Fig. 141 and the butts squared in with a steel T square, also the half length of the plate where the plate may be slightly curved on the edge if there be much taper to the mast. The batten is held to the marks put on for the width of -the plate and all the rivet holes marked, then between the lap holes the butt cap holes are divided off with compasses, the same number of spaces being in both ends only the smaller or inside plate having the rivet holes closer together, the plate when marked being similar to Fig. C. When masts are flush with butt straps the straps are all punched and when the plate is squared off the inside of the strap is lined in on the plate and the strap held to same. For the difference in length of the butt strap and width of plate the strap is moved slightly from the center of the plate so that the end hole will be in its place when the strap holes are marked. If there is any dotibt about making allow- ance for the one plate fitting into the other, either in this country or Scotland, a piece of plate is punched and betit to the outside diameter then a piece of plate is bent for the inside, fitted, marked and punched, and on straightening the plates out and putting them together the proper location of the rivet holes .will be found. To mark, punch, roll and put together in Scotland the plates and rings of masts like Fig. 139 would cost $72, while on the lakes they cost only half of that. ' CHAPTER XI ERECTING MATERIAL Fig. 146 shows the stock yard, the material is laid out in a way to be easily picked up when needed for marking. Fig. 147 shows the plate being punched in the punch shop. The crane for handling the plate is clear of the punch machine which is a great advantage over the crane built upon the punch machine. With the greatest of care in building the foundations for punching machines, through time the machine gets out of plum, likewise everything at- tached to it. When the crane droops it is very hard upon the men punching the plates, seeing there is always a tendency for the plate to slide out of the punch machine. On this crane is a pneumatic hoist which is very easily manipulated and is capable of lifting 5 tons. Fig. 148 shows the plate finished and being hoisted for erection on the ship. In hoisting this plate it will be noticed that the crane projects out over the staging and is considered the most advantageous crane for ship work. It will be seen that a track runs between the two building berths so that the material can be distributed the whole length of the berths, which saves the turning over of material. The material is laid down all along the berths in a way that when it is needed the plat,es are hoisted right up to place on the ship without any second handling. The track shown on this Fig. 148 is a sample of what is run all through the ship yard, turn tables being numerous so that the hand- ling of material by men is almost entirely .dispensed with. Fig. 149 shows the finishing of a keel plate at the furnace. The bending slabs it will be noticed are large and quite smooth for this kind of work. Oil fuel is used for heating the furnaces and every appliance of modern ingenuity is on hand to make the work easy for the men on STEEL SHIP CONSTRUCTION 131 the bending slabs. The work from the furnace is going like clock- work all the year round and compares very favorably with Scotland in cost. Fig. 146. Fig. rSO shows an arch beam being hoisted in plaCe on the ship. This structure as will be seen is riveted with the exception of the frame rivets. The deck plate is riveted to the beams as well as all the brack- ets connecting the beam and deck together. Three holes at each side under the deck show slots for two chan- nel stringers and hole for pipes and wires which run along the vessel under the deck. As soon as four arch beams are up in place the channels under the beams are driven in place and the other work follows up in rota- tion. The erecting of the keel of this vessel was commenced on May 10, 1906, and Fig. 151 shows the amount of work done in three days. 132 LAKE SHIP YARD METHODS OF The first thing done after erecting the keel blocks is to put up the keel and bottom shell plating; this forms a staging for the men to stand upon. The shell plating is supported by shores of scantling size put in anywhere to keep the plating about at its height. The center keelson is next built up and as it is being riveted up the frames in the bottom Fig. 147. are placed as well as the deep floors which -form the center keelson to the main deck as shown by Fig. 151. Fig. 152 shows the work of erecting a week later. The bottom framing is all in place to the stern post, rider plates are all on as well as the main deck stringer for a considerable length of the vessel amid- ships and quite a number of arch beams. Fig. 153 shows the work done on May 27, 1906, fifteen working days after they commenced to lay the keel. Fig. 154 shows the launching of the vessel, June 30, 1906, 45 work- ing days after commencing to lay the keel. STEEL SHIP CONSTRUCTION 133 BOLTING UP This term is not understood in Scotland as it is done on the great lakes. The riveters do the bolting up in Scotland, while here a gang of unskilled men are used for that section of the work. For a vessel of the size just mentioned, it would cost in the neighborhood of three Fig. 148. thousand dollars for doing this work and completing that class of work throughout. REAMING Reaming is little known in Scotland because where there are any unfair holes the plater has to pay for same and as a rule he makes a deal with the riveter who cuts the hole with tools made for that purpose. 134 LAKE SHIP YARD METHODS OF On the great lakfes men go over all the rivet holes and try rivets of the diameter required in every hole and where the rivet does not enter through all the thicknesses the reaming tool is used to fair up the rivet hole. In cases where the countersink is affected the hole is recountersunk and every care is taken to have the holes fair and ready for the riveters to knock down the rivet. Fig. 149. For reaming all the holes in a vessel of this kind the cost conies close to the bolting up, so that these two items would cost $6,000, which would not be considered in the items of cost on the Scotch- built ship. Reaming has always been practiced on the great lakes and the cost of same has not been affected through the system, of mold work. The keel plates and bottom plating being as a rule erected first, the reaming is all done before the bottom framing is put in place. With the use of pneumatic tools this work is very simple and the class of work as far as rivet holes is concerned, is all that can be desired. STEEL SHIP CONSTRUCTION 135 RIVETING As explained in the previous article all the work is bolted up and the holes examined prior to the riveters starting work. Pneumatic tools are the principal ones in use on this work and as the rivets are a quarter of an inch longer for the same work over those for hand work it goes to show in itself the superiority over hand riveting. Fig. ISO. Fig. 155 shows the style of rivets used and formed throughout on lake-built vessels. , A, B, C and D show ^, }i, % inches and one inch diameter rivets with the countersunk points and pan heads, the points are left slightly concave as shown by sketches and termed full rivets. E, F, G and H show the pan head and snap point which is used everywhere clear of the parts that have to be flush. Table I shows the diameters, and length of rivets for hand work for two thicknesses 136 LAKE SHIP YARD METHODS OF of plates; for each thickness of plates over two, % of an inch must be added to the length of an additional J4 of an inch for machine riveting. TABLE I Table showing diameter and length of rivets, butt straps and overlapped joint breadths for various weights of plates. Weight in lbs. per sq. ft.... 12.5 15 17.5 20 22.5 25 27.5 30 32.5 35 37.5 40 Diameter of Riv- ets H % a M H % li n % y i" i" Length of riv- e t s counter- sunk points..' lyi lii I'A lyi 1 11-16 1 15-16 2 3-16 2J^ 2}^ 2^ 23< 2T4 . Length of riv- e t s snap points Wi 1^ IH 2 2 3-16 2H 2H 2J4 27/i 3 3'A 3\i Breadth of III straps 145i 14J4 16J4 165^ 163^ 1654 19 19 19 II straps 8 8 9H 9M 9?4 115< 1154 H'/i 1154 IIII butt laps.. 12 12 12 12 14 14 14 III butt laps... 7yi 7Vz yyi 9 9 9 9- lOJ^ lOJi lOJ^ II butt laps 4'/i A'/i 5 55 6 6 6 6 III edge laps.. T'A 8^ 8'A 8J4 11 edge laps.... 2?4 2% 4'A AV2 4yi 5J4 Syi SVi S% 6 6 6 [ edge laps.... 2Ji 2}4 2^ 2J^ 2^ 3 3 3 3 The width of butt straps and laps are also shown on this table. Table II shows the number of rivets in laps between the frames. TABLE II Minimum number of rivets in edges of plating amidships including rivets in frames. Spacing Number of Rivets in Each Row. of Diameters. Frames. % Vt % 1" 18 4}4 Diameters Fore End 24 7 6 5 36 9 8 The pitch of rivets run for lapped and strapped butt con- nections 3j^ diameters, water-tight work on center keelson five diameters, water-tight bulkheads, three shell, six diameters, and stem and stem posts five diameters. With these exceptions all water-tight work has a pitch of rivets of 4j4 diameters and the balance seven to eight diameters. • The riveting in Scotland, including bolting up, is d'one 40 per cent cheaper by hand than in this country. The pneumatic riveting can be done 30 per cent cheaper on the great lakes than hand work, so that the hand work including the bolt- ing, up in Scotland can be done 10 per cent cheaper than the pneu- matic riveting and by adding 20 per cent fpr bolting up shows in STEEL SHIP CONSTRUCTION 137 favor of the Scotch hand riveting 30 per cent over the machine rivet- ing on the great lakes. The riveting prices in Scotland are listed in book form and cover 300 items. The riveting price list even takes up cases of rivets com- ing in way of heels of angles — what is termed bad laying out of the fitters. The mold system of work prevents any of this kind of work '" 1 ^.._. ^m ^^Y^^^ mu^^ Wast '$^ ■ f r^' v'^,^. i- "* P^";^ ■m'm - .--. . _ -j-i-^* "«\ f& I ■ ■- Aim^i ^^m Fig. 151. and the regular pitch of rivets and nice line of same is clearly shown throughout on a vessel built from molds. Fifty items cover all the prices on lake-built vessels in the riveting because there is nothing covered up in a way to make it awkward for the riveters to get at the work. The keel plates, liners and straps, keel angles, center keelson plates and top angles are erected and riveted before the frames are put up. The frames are all riveted on the ground including the center keelson vertical angles and beams, the only exception being at the side 138 LAKE SHIP YARD METHODS OF stringers ; one clip is left until the intercostals are in place which are put in as soon as the frame is hoisted. The belt frames are also riv- eted up on the ground from the keel to the main deck, only one of the clips at the stringers and the lap which comes on the tank top angle being left unriveted until the belt frames are erected. The seam connecting the belt frame at side to the bottom is left until the work has been examined and proven fair on the top sides. The arch plate, Fig. 1S2. the top of the belt frame, is also riveted on the ground including the deck plate between the hatches and all connections on same; the frame rivets and one of the clips for the continuous channels are all that are left to be riveted in place. At the ends the frames with all the component parts are riveted on the ground and when erected the frame is placed in place com- plete. The side stringers and breast hooks are riveted together in a way so that they can be gotten between the beams. The collision bulk- STEEL SHIP CONSTRUCTION 139 head is also riveted with all the parts and erected in place complete so that very little is left to rivet when the peaks have the material in place. All the skeleton work on the spar deck follows up after the frames are erected and riveted up before any of the stringers are put on, which leaves no odd work' whatever to do when the decks are com- pleted. The girders and intercostals in the bottom follow up as soon as the frames are erected and this work is all cleaned up including the Fig. 153.- shell plating before the tank top plating is put on. This work follows up so closely that the tank top is on and riveted within 12 ft. of the girders and shell plating and as the ballast piping is shipped along with the girder plates there is no delay for the tank top on that ac- count and all the work is thoroughly cleaned up in the tanks before being covered in and very little cleaning out of the tank is necessary with this arrangement. 140 LAKE SHIP YARD METHODS OF On tlie sides of the vessel all the work is also cleaned up before' the shell or tank at side is put on, thus cleaning up all the inside work before covering same up. The shell hand riveting costs in Scotland including bolting up, for five-eighths diameter $1.74, three-quarters diameter $1.98, seven- eighths diameter $2.22 and one-inch diameter rivets $2.70 per hun- dred. Fig. 154. The inside work runs about three per cent less for the straight away work. On the great lakes $2.50 is paid for five-eighths diameter, $3.00 for three-fourths, $4.00 for seven-eighths and $5.00 for inch rivets without any bolting up. The inside work runs the same for flush work by hand. All ma- chine work is 30 per cent less than hand work not including bolt- ing up. STEEL SHIP. CONSTRUCTION 141 142 LAKE SHIP YARD METHODS OF CALKING Calking on the great lakes is all done by pneumatic tools and is finished for one-third the price of hand work. The hand work in Scotland would cost for calking overlapped work on shell 10 cents and edge and edge 12 cents per yard, tank top TYi cents, and decks 6j/^ cents per yard; on the great lakes the cost would be the same. Fig. 156. Calking by machine on the lakes costs 3 cents and edge and edge work 6 cents per yard. Chipping costs in Scotland 5 cents per foot for each one-eighth in thickness and by machine on the great lakes costs half the same. The chipping and calking by hand on the great lakes are'the same as in Scotland but the machine calking is one-third only and the chip- ping one-half of the cost of hand work. TANK TESTING The center keelson and divisions at the ends of the tanks are made STEEL SHIP CONSTRUCTION 143 water-tight and come under a pressure of about eight pounds per square foot. The air pipes are used for the head and a hole is drilled in same about 16 feet above the tank, or any height specified. The water is pumped up until there is a stream from the drilled hole in the air pipe. The stream of water runs into a pan or is run Fig. 157. over to the side of the vessel not under test. This pressure is held until the center keelson, divisions and tank top are carefully examined after which the tank is passed as O. K. In Scotland a pan is usually fastened to the top of pipe and water is run in until it is filled to top, the water is expected to remain in the pan during the examination of the divisions and tank top. The same precautions are taken on the great lakes as in Scotland in look- ing out for stoppers, etc. The cost of doing this work on the great lakes runs about the same as in Scotland. 144 LAKE SHIP YARD METHODS OF The construction in Scotland is somewhat different than the great lakes in the greater part of the vessel. Fig. 156 shows the center girder and keel plate erected in place and riveted. The riveting is done by hydraulic machines, which is considered better for closing up the material than the air. The rivet- ers will close the material up by placing the dies of the machine on the material which acts similar to a clamp seeing the machine spans the center keelson, as shown on Fig. 156. Fig. 158, The same power is used as if a rivet were to be driven, then the bolts at either side of the machine are tightened up, which takes up any loose material. This, of course, suits the system, because the riveters are responsible for bolting and closing up the material, while on the great lakes the work is all bolted up and ready for the riveters to proceed with their work. The closing up with the machine is not necessary on the great lakes. The vessel shown in this article is very much heavier than the one built on the great lakes and referred to in these articles. But will STEEL SHIP CONSTRUCTION 145 serve the purpose of describing the method practiced in Scotland see- ing it is of a late issue. This vessel is 672 ft. 6 in. by 72 ft. by 52 ft., and in the construc- tion of same 12,000 tons of steel is used, with 1,800,000 rivets to fasten same. The great lakes vessel, 552 ft. by 56 ft. by 31 ft., has 3,600. tons of steel in construction and 550,000 rivets. Fig. 159. The time from when the keel was laid until launched in Scotland was one week less than a year, and on the great lakes seven and one- half weeks. The keel of the vessel shown in Fig. 156 is flush on the under side the entire length of the vessel, which is considered a great conveni- -ence in docking the vessel. The keel is built up of three thicknesses of plating 55 in. wide with a combined thickness of three inches. The center keelson is five feet deep, over one inch thick and fas- tened to the keel plate and tank top with heavy angles. 146 LAKE SHIP YARD METHODS OF The keel plating is reduced at the forward and after ends. The keel plating and center keelson is erected with a movable crane, as shown on Fig. 156. Fig. 157 shows the bottom framing with margin plates on from the fore end of the engine room to the after end of the vessel. Al- though this is the most economical way in building the vessel so that the engine work can be gone on with, yet it is necessary to build a Fig. 160. vessel this way where there are no overhead cranes so that the road will be clear for the cranes as shown in Fig. 157. In erecting the floors which are completed and lying along the ground at the ship's berth the movable cranes are used for that pur- pose, as shown by Fig. 157 on each side of the keel. The frames, it will be seen by Fig. 157, are in two pieces on each side of the center keelson in ^vay of the engine, as the water bottom is carried up higher on the ship's side, the tank margin in way of same becoming a girder. STEEL SHIP CONSTRUCTION 147 Fig. 158 shows the forward part more fully completed, with some of the tank top plating on, also the margin angle and clips for top side frame brackets. In the process of getting the bottom framing in place a ribband is run just immediately under the margin plate shown by Fig. 157 and shored up to the height so that when the frames are erected they rest upon the ribband and are supposed to be in place. At the ends where Fig. 161. the floors are shorter the ribband is put on after the floors are in place and not until the ribbands are fastened to the frames and line of the bottom checked is the bottom work proceeded with. All the work with the exception of the keel and center keelson is marked from the ship and erected as soon as the bottom is faired up. Fig. 158 shows the result of all these pieces being put together. Fig. 159 shows the work further completed and a tunnel built on the tank top. These conduits are as a rule laid out in the shop prior to erecting same on vessel. 148 LAKE SHIP YARD METHODS OF The conduit work is put upon the tank top and erected with gin poles as shown by Fig. 159. Fig. 160 shows the erecting of the side framing, which is com- posed of channels nine inches deep amidships, and angles and reverse bars at the ends. The frame spacing is 32 in. amidships and 27 in. at the ends. The belt frames are spaced six frame spaces apart beyond and five frame spaces in the boiler and machinery spaces. Fig. 162. Belt frames are 30 in. deep and Yi in. thick, with frames double to shell and heavy face bars continued from tank top to main deck. The bottom framing is composed of floor plate and angle; the angle is jogged over the shell plating inway of the inside strakes in the double bottom. The beams are erected along with the frames, as shown by Figs. 160, 161 and 162. Fig. 161 shows the engine room with framing up abaft same. The poles at each side are for hoisting the frames and beams to place. STEEL SHIP CONSTRUCTION 149 Fig. 162 shows the framing and deck beams amidships. Fig. 163 shows the bow framing and Fig. 164 the stern framing. These frames at both ends are bunched together until the stem and stern post are fixed in their places. Fig. 165 shows the upper decks and openings Fig. 163. over the machinery space. Fig. 166 shows the bridge and shelter deck construction forward. Fig. 167 shows the machinery compartment during construction. The forest of shores will be noticed inside of the vessel during con- ISO LAKE SHIP YARD METHODS OF struction and how much could be saved by having the material all made from the mold loft. Fig. 168 shows the boiler room with the seatings completed for the boilers, as well as the great number of shores supporting the decks. The shell plating runs an inch thick and has an average width of five feet amidships; it is lap-butted and almost entirely quadruple riveted. Fig. 165. The four top side strakes of the plating of the hull are double strapped and quadruple riveted. Within the range of the double bottom the shell is also double- strapped* treble riveted inside, and double riveted outside and the butts of the keel plates are treble riveted. Wherever possible, hydraulic riveting was resorted to, and even before the rivets were put in, the plates and angles were forced and held together by hydraulic power, so that the temporary bolts and nuts STEEL SHIP CONSTRUCTION ISl Fig. 164. 152 LAKE SHIP YARD METHODS OF would bring the surface as closely together as possible before riveting. In this way there was absolutely no possibility of yielding when the rivets were put in. The work done by hydraulic power includes the center girder, keel-plate garboard strake, the center strake of the inner bottom, the intercostal girders, the end frames to the reverse angles of beam-knee brackets, the bridge-deckshear strake, the shel- ter-deck stringer angles, and the side stringers between the web- frames. The rivets in the shell and tank top plating vary from %. Fig. 166. in. to ly^, in. in diameter, spaced on an average four to five diameters apart. In the bulkheads the sizes generally are %■ in. in diameter, spaced four to five diameters apart; the deck rivets are ^ in., spaced generally four to five diameters apart. The riveting machine was, as is shown in several illustrations, carried on a beam, having on its other end a counter-balancing weight. This beam was supported in the center upon a lattice-built column running on wheels, or on a small track running on a railway track which was laid on each suc- cessive deck as soon as there were beams to carry it. The ten plates, 169-178, will give an idea of time taken in build- ing the largest vessel in the world described by The Engineer last year. STEEL SHIP CONSTRUCTION 153 The Cunard express steamer Mauretania is in length over all 785 feet, length between perpendiculars 760 feet, breadth, extreme, 88 feet, depth molded 60 ft. 6 in., gross tonnage 33,200 tons, net tonnage 11,900 totis, maximum draught 37 feet, displacement at maximum draught 43,000 tons. Fig. 169 shows midship portion of structural cellular bottom of vessel done in November, 1904. The whole of this part of the struc- FiG. 167. ture, including the bottom shell plating, is riveted by hydraulic pres- sure, and from this view, as well as several of the others, a good idea may be gathered of the method of carrying out the work, and .the heavy tools employed in doing it. The floors with bars attached, having been riveted together, are brought into position by means of the five electric overhead cranes with which the covered in berth is equipped and are riveted to the center keelson by means of large gap hydraulic riveters, these having 154 LAKE SHIP YARD METHODS OF gaps up to six feet. These machines are carried by light swinging jib cranes fastened to the columns of the covered berth. These swing- ing cranes are portable, and can be easily transported by the electric overhead cranes and fixed anywhere required. The overhead cranes are, of course, much in demand for transporting and erecting the heavier items in the structure. Fig. 168. Fig. 170 shows work done in February, 1905, which includes the double bottom side framing and portions of stem bar in position. Fig. 171 shows the work done in April, 1905, and is a view from the after end, showing the forward portion of the framing erected, and the inner bottom partly plated. STEEL SHIP CONSTRUCTION 155 The double bottom, as will be seen, extends well up the round of the bilge for the sake of increased strength and increased safety. As may also be seen, from this and the other views, the franling consists of channel bars and deep web frames closely spaced. This feature is even better brought out in Fig. 172 which also illustrates clearly the mode of suspending the hydraulic riveting tools already referred to. Fig. 169. The framing in this view, as will be seen, has been completed to the stem and the transverse and longitudinal bulkheads are erected to level of lower deck. Fig. 173 shows a view from aft with frames and beams in position up to engine room. This view gives a good idea of the overhead elec- tric and side swinging jib cranes and clearly shows the channel frames and web frames, also the deck beams in the position as far as the machinery bulkhead. The great height of the covered-in berth stand- 1S6 I.AKIC SHI)' YARD Ml'.TllDDS Ol' ards, and the runners with electric overhead cranes soniewliat dwarf tlie height of this great vessel itself. Fig. 174 shows a vitally important part of the huge liner, and at a highly interesting stage of the work of construction. This is a view from aft, and exhibits the frames as they approach the stern post, and Fig, 170. the bossing necessary for the outside propeller shafts, also the sweep up of the "deadwood" to meet the fore end of the stern post casting. Fig. 175 shows the stern framiiif^ on Jan. IS, 1906. Fig. 176 is a bow view on May 5, 1906. Fii,'. 177 shows the bow near completion on Sept. 6, 1906, and Fig. 178 shows the stern on same date two weeks before launching. STEEL SHIP CONSTRUCTION 157 This vessel was launched on Sept. 20, 1906, but is not yet in com- mission. She was built at the ship yard of Swan, Hunter & Wigham, Richardson Ltd., Wallsend, England. A sister ship of the Maure- tania, the Lusitania, was launched from the Clydebank ship yard, Glasgow, Scotland, on June 7, 1906. Fig. 171. 158 LAKE SHIP YARD METHODS OF Fig. 173. STEEL SHIP CONSTRUCTION 159 Fig. 174. CHAPTER XII THE ADVANTAGES OF MOLD WORK The greatest advantage derived from the mold system is the con- tinual working of the machinery in the punch shop from the beginning to the launching of the vessel. This cannot be accomplished on a single vessel by the old method of lifting the work from the ship. Fig. 172. Where two or three vessels are building at one time the punch shop tools may be kept going continuously, but otherwise on the old system. The despatch of the building of a vessel depends entirely -on the output of the punch shop and when six men can furnish work for 13 STEEL SHIP CONSTRUCTION 161 punching machines working night and day it goes to show the advan- tage of the mold system. With the mold system of laying out the material, two building berths are arnple for any large concern, because in a few days after the punch shop work is done the vessel' can be launched, providing the ma- chinery space of the vessel has been got ready for the engine and boiler builders to get. same installed. In the mold system any part of the vessel can be built first so that there is no trouble in getting the engine and boiler space ready first. The riveting as explained is well cleaned up so that no odd work is left, which is a large item both in economy and de- spatch. The ribbanding of a vessel is quite an item and is prac- tically dispensed with on the great lakes. The bottom plating is put up along with the keel plating and center keelson as shown b.y Fig. 179. The bottom of the ves- ' Fig. 181. sel has a rise of three inches in the width and this is taken care of as shown by Fig. 179. A straight edge is held to the underside of the keel plate and the difference measured at D strake, the ending of the straight line. The keel plate and liner measure approximately two inches and D strake and liner one and one-quarter inches, so that the height above the keel 162 LAKE SHIP YARD METHODS OF Fig. 175. STEEL SHIP CONSTRUCTION 163 Fig. 176. 164 LAKE SHIP YARD METHODS OF plate will measure three and three-quarters inches at end of straight line where the curve of bilge commences, shown by Fig. 179. In this way the bottom is tested as regards the rise oi floor. Very little trouble is experienced ■ in fetching the - bottom to the proper rise because the bottom framing is all riveted on the ground . Fig. 182. Fig. 183. prior to erecting and when fastened to the center keelson pulls, the shell plating in place if it should be nearer a straight line than the rise designed. When the plating is put upon the bottom the straight edge will be used every hundred feet so that the plating will require less bolting up when the framing is placed on the plating than when wholly de- pendent on the eye. To hold the plating in place shores of scantling size are used which serve the purpose until the bulk of the bottom ma- terial is in place. STEEL SHIP CONSTRUCTION 165 The top sides are proceeded with as soon as the margin plate is on. The belt frames are erected and all the lengthway parts run so that the frames are attached to same, the longitudinal parts serving the purpose of ribbands. The deck work follows in the same way and as soon as the arch plates are iii the girders under the deck are run and the beams are rested on and bolted to same. The intercostal work is all riveted Up, then the shell and stringer plating is erected in place without the aid of either shores or ribbands. The erecting of the ma- terial where all the parts can be completed effects a sav- ing, in time and cost and the wood work can be got out complete from the lines, which finds more accurate - steel work and makes better work of same. The shoring of a lake vessel is not elaborate compared to the ves- sel built for end-on launch. Fig. 179 shows all the shoring there is to g. vessel built. on the lakes; the shores have the same spacing as the keel blocks and remain until the vessel is about to be launched. ■ Cribs, about four on each side, are built, under the bilges and this is all that supports the vessel until she is launched. The vessel being launched sideways sits plumb on the keel blocks so that the bracing and shoring is not required like the vessel built to a declivity. The vessel built plumb from the keel blocks has a great many advantages over the vessel built with a declivity. Fig. 180 shows two vessels, A Fig. 184. 166 LAKE SHIP YARD METHODS OF Fig. 177. STEEL SHIP COI^STRUCTION 167 Fig. 178. 168 LAKE SHIP YARD METHODS OF built for side launching and B for end-on launching. The vessel B for end-on launching is 25 feet higher at the bow than the vessel A. It is a well-known fact that men will do more work nearer tlie ground than too high above it. The use of declivity battens and plumbs for the end-on launching are more troublesome than the plumb and level when the vessel is built Fig. 185. on the old style, but with the mold system it would make little differ- ence, seeing that after the first few frames were erected to position the material would work into its own place. The laying out of ship work in the ship yard is somewhat behind the structural iron work on a large building. I superintended the 16-story Rockefeller building in Cleveland, O., for the owner, which was designed by Knox & Elliot, of Cleveland, O., and I was surprised to STEEL SHIP CONSTRUCTION 169 see 2,000 tons of material laid out with a steel tape, and the class of work would put the ship builders to shame. I tested every rivet in the .building and only found half a dozen slightly jarred rivets in the whole lot. Fig. 181 shows the steel work above the sidewalk on June 16, 1904. Fig. 182 shows the work done on August 13, 1904, nearly a month later. Fig. 183 shows the steel work practically completed on Fig. 186. Sept. 24, 1904. For erecting the steel of a building of this size three months is considered the time. Fig. 184 shows the building nearly completed April 17, 1905. REPAIRING VESSELS' Some very large repairs have been done on the lakes with economy and despatch. Fig. 185 shows the starboard bow repairs to the steamer R. L. Ireland in dock at Superior, Wis. Fig. 186 shows the 170 LAKE SHIP YARD METHODS OF STEEL SHIP CONSTRUCTION 171 port side of bow of same vessel, of R. L. Ireland in the dock. Fig. 187 shows port side stern view THE PIONEER IN MOLD WORK. At the 'Naval Architects and Marine Engineers' seventh annual meeting, Nov. 16, 1899, Mr. W. I. Babcock, then general manager of the Chicago Ship Building Co., and now of the firm of Babcock & Penton, engineers and naval architects, Cleveland, O., read a paper on "Ships of the Great Lakes," in which he described the work he was Fig. 187. doing on the mold system and the amount of same. I had consider- able dealings with Mr. Babcock at that time as I was engaged by the owners to look after -their interests on vessels building by Mr. Bab- cock at Chicago. 172 LAKE SHIP YARD METHODS My dealings with Mr. Babcock were very pleasant and, interesting, for he was always improving on and simplifying the ancient methods of ship building. Mr. Babcock was very modest in his paper at that date, for he simply came out as one of the builders on the great lakes, when he was the only one who had ventured so far on mold work and under the severest criticism from the knowing ones who predicted all kinds of misfortunes ahead of him for daring to cast aside the old methods. At the writing of this paper Mr. Babcock did not favor the laying off of the bilge strakes from the mold loft, but later he did this, and made very good work of it. The comparing of the foregoing chapters with Mr. Babcock's paper will show that he was well ahead of the times. Mr. Babcock ended his paper, by saying, "As a matter of personal opinion, however, after an experience covering the construction of some thirty ships of large size under the mold system, the writer thoroughly believes that this system is the cheapest known and can be applied to a large extent with great advantage in any yard where large ships are built, of any type." Today shows how clearly Mr. Babcock saw ahead of him. Mr. Babcock is one of broadest, bright- est and most unselfish men in the business, and he deserves great credit for advancing the mold system and pneumatic tool work on the great lakes.