Essex Carrier modifications post WW2
By the war's end in 1945, The hangar area design came in for many design conferences between the naval bureaus. Not only were the supporting structures to the flight deck required to carry the increased weight of landing and parked aircraft, but they were to have sufficient strength to support the storing of spare fuselages and parts (50% of each plane type aboard) under the flight deck and still provide adequate working space for the men using the area below.
One innovation in Essex was a portside deck-edge elevator in addition to two inboard elevators. The deck-edge elevator was adopted in the design after it proved successful on the Wasp. Experiments had also been made with hauling aircraft by crane up a ramp between the hangar and flight decks, but this method proved too slow. The Navy's Bureau of Ships and the Chief Engineer of A.B.C. Elevator Co. designed the engine for the side elevator. It was a standard elevator, 60 by 34 ft (18 by 10 m) in platform surface, which traveled vertically on the port side of the ship.
There would be no large hole in the flight deck when the elevator was in the "down" position, a critical factor if the elevator ever became inoperable during combat operations. Its new position made it easier to continue normal operations on deck, irrespective of the position of the elevator. The elevator also increased the effective deck space when it was in the "up" position by providing additional parking room outside the normal contours of the flight deck, and increased the effective area on the hangar deck by the absence of elevator pits. In addition, its machinery was less complex than the two inboard elevators, requiring about 20% fewer man-hours of maintenance. Ongoing improvements to the class were made, particularly with regards to the ventilation system, lighting systems, and the trash burner design and implementation.
These carriers had better armour protection than their predecessors, better facilities for handling ammunition, safer and greater fuelling capacity, and more effective damage control equipment. Yet, these ships were also designed to limit weight and the complexity of construction, for instance incorporating extensive use of flat and straight metal pieces, and of Special Treatment Steel (STS), a nickel-chrome steel alloy that provided the same protective qualities as Class B armor plate, but which was fully structural rather than deadweight.
Quo Fata Vocant-Whither the Fates call