The TRrni about the Bulkhead System. 



47 



she will do as the water levels up to the main <lei:k, 

 she will then bo in the position of Fig. 4E, with no 

 possible chance of saving life. 



Fig. ^K illustrates the weight formerly borne by the 

 entire hull (along its length of keel), is now concentrated 

 mainly upon bulkhead D. There is compressed air 

 between this bulkhead and the water in the ship. The 

 turning movement initiated by the weights in the 

 ends is now a.ssisted, and continued as in Fig. i by 

 the varying pressure, as illustrated by the weights A 

 and B, between the foot and top of bulkhead. This 

 bulkhead cannot possibly bear the weight of the ship ; 

 therefore the turning pressure will continue only to 

 breaking strain, when (as in Fig. 4F) the bursting of 

 bulkhead is illustrated bv the release of the weights 

 and the ship disappearing end on, the final turning 

 movement being completed in the process of sinking. 



Fig 5 is a ship fractured by collision in the engine 

 and i)oiler compartments. In this case there is no 

 danger of the altered weights causing a turning move- 

 ment. .-\s here shown, the incoming water will be com- 

 pensated by an increased resistance, as represented by 

 the weights, and as shown in Fig. 3 the bulkhead fulfils 

 its requirements. 



Fig. 6 shows how the dci ks can be utilised to prevent 

 the turning movement illustrated in Figs. 4A, 4B, 4c, 

 4D, 4E, IF, and thereby prevent the ship sinking. G 

 is the lower deck, which has been made water-tight 



and strong enough to resist water pressure. II mdicates 

 the hatchways, now secured by iron water-tight pres- 

 sure-resisting covers. The lower deck will thus form 

 an inner bottom, on which the ship will continue to 

 float in safety. The previous danger of the ship sinking 

 is now resolved into a question of altered weights, 

 which are heavier at B and C and lighter at A. 



Fig. 7 is a fracture by collision indicated by the 

 cord of weight C being severed. The result is similar 

 to Figs. I and 4A, for the following reasons : After 

 accident the damaged end becomes depressed and the 

 inrush of water flows towards the depressed end ; 

 finding its way through bulkhead doors, it passes down 

 the adjacent hatchways, filling the lower compartments 

 from above. In this manner the ship fills completely 

 up in the one end, and executes the same turning 

 movement, as is shown in the above various figures. 



Fig. 8 is a repetition of Fig. 7, but the ship is now 

 .secured against the water gaining access from above 

 to the compartments beneath by reason of the deck (/v) 

 nearest to the water line and hatches (11) being secured 

 in a manner similar to Fig. 6. With this system of 

 air and water tight pressure-resisting decks and hatch 

 covers on intermediate decks, there is no danger of 

 water finding access to undamaged compartments ; 

 consequently the ship is secured against sinking from 

 any class of accident. She is also secured against 

 destruction by fire, and is a security ship. 



THE MASTERS OF THE BOARD OF TRADE. 



ifERCHANT ShIPI'INT, ADVISORY COMMITTEE. 



Charles I'.arric, Esq., Shipowner (Master Mariner). 

 Sir Raymond Beck, Chairman, Lloyd's Underwriters. 

 Kdmund Cathery, Esq., Sailors' and Firemen's Union. 

 Captain W. Corkhill, President Mercantile Marine 



Service .Association, Liverpool. 

 Samuel Cross, Esq., Underwriter. 

 Sir Theodore Doxford, Shipbuilder. 

 Captain G. N. Hampson, Ex-('hairman Merchant 



Service Guild, 

 [ames Ilcnson, Esq., .Sailors' and I'iremen's Union. 

 Sir \. Norman Mill, Solicitor (Liverpool Steam Ship 



Owners' Association), 

 lohn Inglis, E.sq., Naval .■\rchite( t. 

 Michael Joycx-, Esq., M.P., Pilot (President Pilots' 



.•Vssociation). 

 Cuthbcrt I^ws, Esq., Manager Shipping Federation. 

 Henry R.idrliffc, Esq., Shipowner, Cardiff. 

 William II. Kacburn, E.sq., Shipowner, Glasgow. 

 John .\. Roxburgh, Esq., Shipowner, Glasgow. 

 Sir W.illcr Runciman, Shipowner,' Newcastle. 

 George Shearer, Esq., Engineer. 

 Ihomas Speni-er, i-'.sq.. Engineer. 

 !•'. Sh.irlu.irth Walls, Esq., Shipowner. 

 I. Ilaveloi k Wilson, Esq. 

 Peter Wright, Esq., Labour Representative. 



Co-opted Members. 



T. Rome, Esq., Owner (Pacific Steam Navigation Co.). 



R. A. Ogilvie, Esq., Uncterwriter. 



S. J. P. Thearle, Esq., .\uthorof "Ship Construction." 



W. J. Luke, E.sq., Manager Clydebank Shipbuilding Co. 



T. Royden, Esq. (\'ice-(!hairman Cunard Co.). 



J. Foster King, Esq., Chief Surveyor of the Priiish 



Corporation for the Survey and Registry of 



Shipping. 

 Trevisa Clarke, Es(|. 



Bulkhead CoMMrriKE. 



.\rchibald Denny, Esq., Shipbuilder (Messrs. Denn\- 



Brothers, Dumbarton). 

 James Bain, Esq., Late Supt. Engineer, Cunard Co. 

 H. R. Champness, E.sq., Assistant Director Naval 



Construction, The .Admiralty. 

 G. B. Hunter, ICsq., Shipbuilder (Wallsend Ship \'ard). 

 Summers Hunter, Esq. (.Marine Eng. Co.. Wallsend). 

 J. Foster King, Esti.. Chief Surveyor of the British 



Corjioration for the Survey and Registry of 



Shipping. 

 ,\mlrew Idling, I''si(.. Wallsend Slipway Co. 

 W. J. Luke, K>f|..Shii)luiilder(( lydebank E. and S. Co.). 

 S. j. P. I'hearle. l"..-i(.. Chief Ship Surveyor of Lloyd's. 

 Professor [. ]. Wilcli, Professor of Naval Architecture. 



