Title: Canadian forest industries July-December 1920
Identifier: canadianforjuldec1920donm (find matches)
Year: 1920 (1920s)
Authors:
Subjects: Lumbering; Forests and forestry; Forest products; Wood-pulp industry; Wood-using industries
Publisher: Don Mills, Ont. : Southam Business Publications
Contributing Library: Fisher - University of Toronto
Digitizing Sponsor: University of Toronto

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December 15, 1920 CANADA LUMBERMAN AND WOODWORKER 43 The Logship is Unbreakable and Unsinkable She Can Weather Any Storm and Resist Ice Screwing—How the Craft is Built and Her Advantages in Transportation of Lumber Overseas References were made in the English Press some months ago to the effect that the late Sir James Ball, Timber Controller of Great Bntam, had announced that plans were under way in Canada for prac- tical tests of shipping lumber across the Atlantic and the Pacific by means of demountable rafts. It was then pointed out that, should the experiments prove suc- cessful, they would solve the problem of high ocean freights and at the same time afford easy facilities for transporting the forest wealth to Great Britain. The designer and patentee of the logship referred to is Mr. Alexander Livventaal, of Montreal, who has given the follow- ing information as to the construction and capabilities of the logship to a representative of the "Canada Lumberman." The logship, says Mr. Livventaal, is not a ship in the common acceptation of the word "ship" i. e. a "bottom," but a cargo of sawn lumber, piled and fastened into the forms and lines of a flat sailing schooner. Cargo and ship are but one. On arrival at destination the ship is dismounted and nothing is left except sails, rigging, rudder, navigating implements, and fastening devices, which are packed and returned to the base to be fitted to another logship. Thee Cargo and Ship Are One. The logship navigates water logged; there is no water-tight hull, and, therefore, no calking. The logship is unbreakable and unsink- able, does not fear the Arctic ice, can weather any storm and resist ice screwing. She can sail on moderate smooth ice, break through it, cut the broken ice and push her way out. The construction is simplicity itself and does not require highly skilled labor. Undertaken by a trained engineer, construction pro- ceeds at the speed of output of the sawmill. There is no stevedorage nor piling. The pieces necessary to form the keel, the keelson, and the stiff backbone extending from stem to stern, and from keel to deck, as well as the binding members, are assembled ashore and floated into position, where they are fastened together. Lumber to be transported is carefully packed lengthwise and crosswise between the binding members and the backbone; every one of the pieces is attached to the next by means of a patent clip composed of a disc of steel, having sharp projecting pins on each face. This patent clip practically solidi- fies the entire cargo frame and binding members into a solid piece of wood. Fore and aft the binding pieces are firmly secured to a running gunwale, extendmg from stem to stern, and to secure the whole and g ve ,t an additional safety, co-efficient five extra lashings composed of chains at the bottom of the ship and of steel wires on the sides are brought together on the deck by five powerful double screws, the pres- sure of which can be regulated to suit the expansion resulting from the penetration of the water into the wood. This penetration is very small on the side of the log, but very great at the ends; therefore the ends of each piece have to receive a coat of tar. This is very beneficial ship ^ becomes the trade mark of lumber shipped by log- With a force of thirty laborers, led by one killed engineer and one killed carpenter, handling one hundred and fifty standards per day—1. e. five standards per man (a very low average)—the loo-ship can be constructed in ten days; the fixing up of the rigging and the preparations to sail would absorb another ten days, and it may, then-- fore, be safely assumed that a ship containing and put to sea every twenty days of work. The logship could not be constructed on the water during the win- ter, but could be constructed on launching ways so as to sail over hard ice to the fringe of the water, where it would break through and free itself under sail. The theoretical displacement of the ship is four thousand five hundred metric tons, this varying with the density of the wood. The total length is 298 feet; loaded water line 267 feet; draft of water 17 feet; beam 49 feet; height 24 feet; height over water, forward 22 feet, amidships 7>4 feet, and aft 15^ feet. Assum- ing three tons per standard the logship would be composed of fifteen hundred standards, of which twelve hundred would be the cargo proper and three hundred the structure and binding frames. Rides the Sea With Ease and Grace By her homogeneous nature, giving a uniform distribution of weight throughout her mass, and by the unit construction allowing water to perpetrate through the small spaces left between the logs, the logship is very much less sensitive to the rolling effects of the sea than ordinary vessels. At the moment that the oscillation takes place the water forced on the sides of the ship percolates through all the spaces left free by the "grips" and is to some extent drawn in by the depression that is taking place on the other side of the vessel. The logship will also be less from pitching than other ships; by her design Scaf, /%, =Jmif"
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Livventaal's logship of 3500 tons as she appears when fully equipped for sailing across the ocean

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