& 



238 THE APPLICATION OF ELECTRIC WELDING 



members were increased to permit of them taking a greater part of the stresses than is at 

 present customary. The scantlings of the transverse plates were slightly reduced. Trans- 

 verse plating, including all connections thereto, frames, floors, deck beams, etc., were de- 

 signed so that they could be prepared in the shop and delivered to the ship in complete units, 

 ready for connection to the adjoining plating. 



In a 6- foot length (6 feet being the width of plate suggested) there are six transverse 

 parts of the hull to be set in position : namely, port and starboard outer and inner bottoms, 

 including floors; port and starboard side plating, including frames; upper deck; lower deck, 

 including beams. The longitudinals were also designed to be lifted in large sections so 

 that in, say, a 30-foot length there would be 10 sections to place in position; namely, 2 

 sheer strakes, 4 stringer plates, 2 bilge plates, 1 center girder and keel, 1 rider plate. 



The method of construction proposed consisted of a header to travel on rail tracks, 

 placed lengthwise of the slip, the construction to commence from the after end and to pro- 

 gress in specific stages, regulated by the time required for entirely completing one 6-foct sec- 

 tion of the hull. On the header being moved back the six transverse lifts are to be placed in 

 position by the cranes provided for the purpose on the top of the header. Clamping and 

 securing devices provided on the header are then applied to secure and regulate the sections 

 in position. 



The welders, who operated on staging or platforms carried on the header, are provided 

 with the necessary current by apparatus placed in the header. The necessary stores, tool- 

 shops, etc., are also located in the header. 



The object of this method of construction is : — 



1. To enable a large part of the work to be prepared in the shop. 



2. To enable the assembling in the ship to be done with a small number of pieces. 



3. To enable the work to be laid off in such a way that each day will have its specific 

 task and that the entire hull construction gang will be under the immediate eye of the fore- 

 man in charge ; the header only moving backwards upon the section being, as far as the hull 

 is concerned, completed. 



4. To enable the fitting of machinery, equipment, etc., to proceed at the same time as 

 the hull construction. 



As soon as the few after sections are completed the engineers could get ahead with the 

 fitting of the stern tube, shafting, propeller, etc., and with the fitting of steering gear, 

 winches, etc. When the hull construction has' been completed up to the forward end of 

 the engine-room the engines can be placed in position, and in a similar manner, when the 

 construction is completed up to the forward end of the boiler-room, the boilers can be placed 

 in position. The work of installing auxiliaries and connecting up the machinery can proceed 

 and be completed by the time the hull construction has reached the stem. 



In like manner, carpenters, joiners, pipe-fitters, etc., can proceed with their work, the 

 object being to launch the vessel, complete in every respect, immediately the last rivet is 

 driven in the stem. 



The most radical suggestion in this design is, of course, the abandoning of shift of 

 butts. The practice of shifting butts seems to be a relic of old wooden ship construction, 

 where the butts had no efficiency and consequently could not be placed all in one line. 



In ordinary bridge construction the major stresses are taken by upper and lower 

 strength members, connected with diagonal or other bracing. In a like manner it would be 

 possible to design a ship with sufficient strength in the bilge strakes, keel and two upper cor- 



