74 AN ANALYSIS OF THE ISHERWOOD SYSTEM 



and cargo has got to be stowed between the transverses. Against this is the fact 

 that webbed frames can be dispensed with. 



"In repair work, we consider the Isherwood ship is as easily repaired as an 

 ordinary frame ship. The longitudinals on an Isherwood ship run practically the 

 whole length of the hold, but in case of damage to the shell or bottom, we have in 

 all cases allowed the repairers to cut these longitudinals and connect them with a 

 bosom piece and strap and find that this does not in any way impair the strength 

 of the vessel. This obviates the necessity of removing a great deal of the shell 

 or bottom plating in order to get out the longitudinals for full length. 



"I do not think that I can add to the above, but consider that from both a 

 technical and practical point of view, the Isherwood ship compares very favorably 

 (more especially for ships carrying oil in bulk) with vessels built to the ordinary 

 system of framing. * * *" 



From an English shipping firm, who request that their name be withheld : — 

 "* * * Both of these ships have now been at sea for over five years, and 

 they have so far proven quite satisfactory in every way. They are reported to us as 

 being easy in a seaway, and, owing to the longitudinal system on which they are 

 built, the ventilation is good. * * * ji^g double bottom is easily cleaned and 

 scaled, and the holds are readily accessible for cleaning. There is an absence of vi- 

 bration, and we have had no signs of straining in upper structures. * * *" 



From Lawther, Latta & Co., London, England: — 



"* * * Broadly speaking, the Isherwood system of longitudinally building 

 ships appealed to us as allowing a much cleaner job. Experience has further veri- 

 fied that there is less liability to bad workmanship, as it is easier for a workman to 

 make a good job than to scamp his work. For steamers of increasing length, and 

 when resting on two waves, the center part of the vessel may be said to be not al- 

 together fully water-borne, so that the Isherwood longitudinal strength in this de- 

 partment is undoubtedly advantageous. We have found no weakness in front of 

 the bridge, which was quite common in the other type of vessel. There is un- 

 doubtedly less vibration, and in consequence we imagine the general upkeep of Isher- 

 wood steamers will prove to be less expensive, and in the absence of something in- 

 tervening in the meantime which we have not so far detected, we should imagine as 

 old vessels they will prove more efficient, as being more free from vibration at the 

 crucial time than vessels built on any other principle. * * * In the case of our 

 S. S. Anglo Brazilian, which had very serious bottom damage at Montreal, we had 

 her repaired at Newport News and were astonished at the ease with which the 

 Isherwood principle of bottom build allowed of such a repair being carried out. 

 Practically the whole of her bottom had to be dealt with, and the complete repair 

 was carried out in the exceptionally short time of nineteen running days. We 

 are not of the opinion that a steamer with the same amount of damage, built on the 

 ordinary system, could have been repaired in anything like the same period. * * *" 



