Steamships and their story

by E. Keble Chatterton

From a Photograph. By permission of the Cunard Steamship Co.

With these different types before us, we may now go on with our main subject. Having settled the question as to the type and character of the steamship to be built, the next thing is to design the midship section, which shows the general structural arrangements and scantlings of the various parts. In the drawing-office the plans are prepared, and the various sections of the ship worked out by expert draughtsmen attached to the shipbuilding yard. This necessitates the very greatest accuracy, and the building is usually specially guarded against those who might like to have an opportunity of obtaining valuable secrets. The plans having been worked out on paper, there follows the “laying off” on the floor of an immense loft, called the “mould floor,” where the plans are transferred according to the exact dimensions that are to be embodied in the ship. In many cases the future owner insists on a wooden model being submitted in the first instance, by the builder, so that a fair idea may be obtained of the hull of the proposed ship.

Each vessel is known at the shipbuilder’s by a number and not by her name. The keel is the first part of her to be laid, which consists of heavy bars of iron laid on to blocks of wood called “stocks,” and the line of these slants gently down to the water’s edge, so that when, after many months, the time arrives for the launching of the great ship, she may slide down easily into the sea that is, for the future, to be her support. After these bars have been fastened together, then the frames or ribs are erected, the ship being built with her stern nearest to the water, and her bow inland, except in the few cases (as, for example, that of the Great Eastern), where a vessel, owing to her length in proportion to the width of the water-space available, has to be launched sideways. These ribs are bent pieces of steel, which have been specially curved according to the pattern already worked out. Let us now turn to [the accompanying illustrations] which show the steamship in course of construction. These have been specially selected in order that the reader might be able to have before him only those which are of recent date, and show ships whose names, at least, are familiar to him.

THE “GEORGE WASHINGTON” IN COURSE OF CONSTRUCTION.

Showing Framing from the Stern.

From a Photograph. By permission of the Norddeutscher Lloyd Co.

The photograph [opposite page 286] represents the Mauretania being built on the Tyne. This striking photograph shows the floor and the double cellular bottom of the leviathan in the foreground; whilst in the background the frames of the ship have been already set up. Some idea of the enormous proportions may be obtained from the smallness of the men even in the foreground. [The next illustration] represents the Norddeutscher Lloyd liner, George Washington, and exhibits the framing of the ship and bulkheads before the steel-plating had been put on. The photograph was taken from the stern, looking forward, and one can see already the “bulge” which is left on either side to allow for the propeller shafts. [Opposite page 290] is shown the bow end of the Berlin (belonging to the same company) in frame, and on examining her starboard side it will be seen that already some of her lower plates have been affixed. Finally, [opposite page 292] is shown one of the two mammoth White Star liners in course of construction. This picture represents the stern frame of the Titanic as it appeared on February 9th, 1910. No one can look at these pictures without being interested in the numerous overhead cranes, gantries and scaffolding which have to be employed in the building of the ship. The gantries, for instance, now being used at Harland and Wolff’s Belfast yard are much larger than were used even for the Celtic and Cedric, and have electric cranes, for handling weights at any part of the berths where the ships are being built. Cantilever and other enormous cranes are also employed. Cranes are also now used in Germany fitted with very strong electro-magnets which hold the plates by the power of their attraction, and contribute considerably to the saving of labour.

Whilst the hull of the ship is being built, the engines are being made and put together in the erecting-shop—which also must needs have its powerful cranes—and after being duly tested, the various parts of the engines are taken to pieces again and erected eventually in the ship after she has been launched. After the frames and beams are “faired” the deck-plating is got in hand. Besides affording many advantages, such as promenades and supports for state-rooms, the deck of a ship is like the top of a box, and gives additional strength to a ship. The illustration [opposite page 292] shows the shelter deck of the Orient liner Orsova. The photograph was taken looking aft, on August 1st, 1908, whilst the ship was being built at Messrs. John Brown & Co.’s yard, Clydebank. The photograph is especially interesting as showing the enormous amount of material which has to go to the making of the steamship. But even still more significant is [the next illustration], which shows one of the decks of the Lusitania whilst in course of construction. To the average man it seems to be well-nigh impossible ever to get such masses into the water.