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Th pee Se ieee: Bow Section of the Vessel Nearly on Her Beam Ends During the Rolling Operation that the HILE the majority of Great W Lakes shipyards are ade- quately equipped to build vessels of the largest size, their use- fulness in building salt-water tonnage is restricted by the limitations imposed by the size of the canal locks through which ocean-going vessels have to pass on their way to tidewater. Thus, Great Lakes yards, during the war, built vessels up to 4200 tons dead- weight capacity, the maximum _ size which could pass through the locks intact. The war record of lake yards in speed of construction testifies to the important part they could play in building world tonnage if means were available for getting large ships to the Atlantic. The government early attempted to increase the volume of lake tonnage adapted for war service on salt water. This was done by first enlisting the full strength of the lake shipbuilding capacity and second by cutting in two vessels too long to pass the locks but of suitable beam. A number of such vessels were taken to the Atlantic, the halves being rejoined on the lower St. Lawrence river. The restriction imposed by the locks on the breadth of these larger vessels again introduced a limiting factor, which prevented lake yards from send- ing out the largest size of vessels. To overcome this barrier, a plan was worked out for cutting a vessel in two and taking the halves through the locks on their beam ends. This plan is said to have originated with several men at about the same time but the plans were matured by F. A. Eustis who obtained permission of the shipping board to prove the prac- ticability of the idea. An official report of the government, which is freely abstracted in this article, shows that exhaustive pre- liminary experiments were conducted. This was done with a tin model in a large galvanized iron tank. These experiments were encouraging and later larger wooden models of actual ships were made and tested. No data had been obtained, aside from rough approximations, of the weight and position of the center of gravity of these ships, so experi- ment did not bear any intimate relation between the per- formance of the model and what might be expected of the ship. It did, however, disclose the fact that under certain con- ditions the model could be rolled. over gradually on its side. It also proved that if the ballast used in turning the model were all placed upon the deck that the model would flop after it reached an angle of inclination of about 35 degrees. It did not turn all the way over but after several oscillations it would come to rest at approximately 65 de- grees. This was a_ serious matter which called for the most careful in- vestigation in order that no accident might occur when the big ship was turned, — It was first proposed to build a new ship, but this was subsequently re- vised by a suggestion made by the engineers’ committee, that an existing bulk carrier of the approximate size of the proposed new ship be requisi- tioned and cut in two for the purpose. This recommendation proposed the commandeering of the Cuartes R. Van Hise. On May 28, 1918, Mr. Eustis re- ceived authority from Mr. Piez to pro- ceed with the work of requisitioning the Van Hise. On June 28, 1918, work was begun on her at the yard of the Lake Shipbuilding Co., Buffalo. Some Alterations Were Necessary This ship was constructed upon the longitudinal system, with heavy belt frames every 24 feet and intermediate web frames every 12 feet. It was necessary to increase the depth from 29% to 33% feet as the ratio of depth to length, over 15 to 1, was excessive for ocean service. As the ship was to be used in the coal trade, the full depth of hold was not required for stowage purposes and it was decided to let the old belts and arch beams remain and simply raise the deck 4 feet. The old spar deck stringer was also retained, and a girder run on the inboard side between the old and new spar deck stringers, forming wing tanks, to be used for ballasting pur- poses. These wing tanks were quite important in turning the vessel upon 174 Successful Engineering Feat Opens Broad Field for Lake Yards her side before locking her through. There was no time to make cal- culations before starting work, if the ship was to be completed before cold weather. The plans for the recon- ‘struction were finished as fast as pos- sible without regard to, or knowledge of, any special requirements for turn- ing her over. A survey of the locks gave us the information that 44 feet Careful Preliminary Tests Made 4 determine the feasibility of the plan of taking the steamer CuarLes R. Van Hise through the locks of the Welland and St. Law- rence canals on her beam ends, careful experiments were first made in a tank using tin and wooden models. From these experiments approximations were obtained re- garding the weight and position of the center of gravity at several points during the subsequent rolling operation on the ship. These experiments disclosed the fact that under certain conditions the model could be volled over gradually on. its side. They also proved that if the ballast. used in turning the ship was all placed on the deck it would flop after an in- clination angle of 35 degrees was: reached, In these experiments, the model did not turn all the way over but after several oscillations it would come to rest at an approxiunate angle of 65 degrees. This was a serious factor which called for the most thorough investigation in order that no mishap might take place when the ship was turned. x The problem of handling such a _ large vessel in this manner was a novel one and the successful man- ner in which it was solved is indi- cated by the fact that actual turning Operations were carried out without — difficulty. The forward half was towed from Buffalo to Port Col- borne and taken into the first lock on trial. Opening of navigation this spring will permit both halves to be taken to the lower St. Lawrence where they will be rejoined. Na SATS te WR cae PP ies Piel oft Ser he GRD OBESE PONE ; b ES ye! Re te aay ark i a Na te £4 i iS ae ; Few ge hia SSE eel ees eco i Pe Pe ara. af tas Al i ae pee ee aes