US1029546A - Construction of floating vessels. - Google Patents

Description

J. W. ISHERWOOD. CONSTRUCTION OF FLOATING VESSELS.

APPLIUATION 11.31) AUG.15, 1910.

1,029,546. Patented June 11, 1912.

5 SHEET8SHEET 1.

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abbot/neg 7 J. W. ISHERWOOD. CONSTRUCTION OF FLOATING VESSELS. APPLICATION FILED AUG.15, 1910.

1,029,546. Patented June 11,1912.

5 SHBETSBHEET 3.

J. W; ISHERWOOD. CONSTRUCTION OF FLOATING VESSELS.

APPLICATION FILED AUG.].5, 1910.

Patented June 11,1912.

5 SHEETS-SHEET 5.

directly attached.

JOSEPH WILLIAM ISHERWOOD, 0F MIDDLESBROUGH, ENGLAND.

CONSTRUCTION OF FLOATING VESSELS.

flriginalapplicationfiled January 28, 1907, Serial No; 354,521.

Specification of Letters Patent.

Patented June 11, 1 912.

Divided and this application filed August 15, 1910. Serial No. 577,159.

' T 0 all whom 'it may concern:

Be known that I, Josnrrr \V. Isnnuwooo, a sub ect of the King of Great Britainyformerly residing at Catford, in the county of London, England, now of Zetland Buildings, lVliddlesbrough, England, have invented certain new and useful Improvements in the Construction of Floating Vessels; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertainsto make and use the same.

This invention relates to improvements in the hull construction of floating vessels of all types; and ithas for its object to com bine lightness of construction with great strength and resistance to any tendencies to longitudinal bendings or buckling to which vessels are ordinarily subjected in a-sea way.

It is well known that vessels have been built heretofore in which the shell plates have been flanged in a fore and aft direction and it has also been proposed to flange the deck plates in a similar manner. Again, it has been proposed to fit fore and aft frames in combination with comparatively closely spaced transverse beams and it has been suggested to build vessels with longitudinal frames and beams having transverse sectional materials on the inner edges of the frames, and under the longitudinal beams.

The general practice, however, in ship building is to provide for the necessary support for the sides of the vessel and decks by means of a number of closely spaced trans verse frames and transverses beams. These closely spaced transverse frames and beams constitute the supports to which the plating is generally closely fitted and to which it is But in these ordinary constructions, the transverse frames are usually spaced from about 20 to 30 inches apart and are usually formed of single or built up sections from three inches in depth, insmall vessels, to twelve inches or more in depth, in large vessels, and the transverse deck beams are fitted either to every frame or to every alternate frame, while the deck is directly attached to the beams. It is likewise well known that in order to provide for additional transverse strength in vessels having transverse frames, web frames are often fitted, and in combination with these,

there are provided fore and aft plate side stringers-for the purpose of supporting the intermediate transverse frames, all as will be clear from Lloyds Rules, 19054), pages 148 (0 151. That is to say, I have discovered that a considerable saving of metal may be effected by the following construction I provide transverse frames having a depth and spacing substantially the same, or

greater, than are the large transverse frames of the web frame system, and of the same, or of a greater strength than are said web frames. These said frames are continuous with respect to the longitudinal frames, and extend to the skin or deck. I also substitute for the intermediate framing in the web frame system, a multiplicity of relatively small and closely spaced longitudinal frames comparatively weak in cross section, also,

lying adjacent and attached directly to the skin of the ship. In such case, not only will a considerable saving of metal be effected,

but a vessel of equal or greater strength will be produced. The details of the said web frame construction and spacing of the same just-referred to, may be ascertained by referring to the requirements of the rules of Llog ds Register 0 Ship i'ng, see pages 1-48 to 151 of Lloyds Rules of 19056.

In the specification and claims, by the word plurality, I mean several fold, and by the term' frames in the claims, I intend to cover when notinconsistent, with the meaning, the transverse and longitudinal beams of the deck, as well as the side and bottom frames of the vessel.

This application is a division of my to pending application No. 354,521, entitled Construction of floating vessels and filed January 28, 1907.

Referring to the accompanying drawings forming a part of this specification, in which like numerals designate like parts in all the view-sz Figure 1, is a perspective transverse sectional view of a vesselbuilt in accordance with my invention; Fig. 2, is a perspective view of a portion of the vessel showing certain of the parts illustrated in Fig. .1, before the shell plating is attached; Figs. 3, 4 and 5, are, respectively,a half sectional, a part profile, and a deck plan, view of a single decked cargo steamer, fitted with a double bottom for water ballast; Figs. 6, .7

and 8, illustrate variations in the method of I sels having fitting the inner and bottom plating in vesdouble bottoms; Fig. 9,-is a half section of a vessel designed for carrying petroleum or other liquid in bulk; and, Fig. 10, shows an alternative method to that shown in Fig. 9, of fitting the floors vessels with single bottoms. v

*1 indicates transverse frames, which, as above stated, "are a plurality of times stronger than has heretofore been customary in the same type of vessel.

2 indicates the shell plating, which is at: tached'directly to the frames 1, as shown.

3 indicates transverse beams, which are likewise a plurality of times stronger than are thebeams usually'employed in the same type of vessel, and to these beams the deck plates I are also directly attached.

' The frames 1 and beams 3 are not only a plurality of times stronger than are the former frames and beams, but are also ,spaced a plurality of times farther apart' than has been heretofore customary. That is to say, in a vessel of the type here illustrated,'transverse frames and beamscorresponding to the frames and beams .1 and 3 would ordinarily be spaced from 20 to 30 inches apart, while in my invention, said frames and beams may be spaced from ten to twenty feet apart, if desired, although the actual spacing in a given case, of course, would depend to a great extent on thesize and type of the vessel to be constructed, as

. well as to the particular use to which she is to be put. In any'case, however, the-total weight of the frames and beams 1 and 3 will be very much less than, the total weight of the corresponding frames and beams of the ordinary construction heretofore employed. Said frames and beams are-preferably curved into each other, as illustrated at 5 ;Y but, .of course,

they may be otherwise suitably and rigidly attached to each other.

When so attached, they form, in combination with the bottom construction to be hereinafter described, a transverse structure extending around the vessel except where the same has to be cut in order to form'deck openings, hatchways, etc. 'Some of the beams 3 are shown as being cut at'7, in order to form the hatchways 8, while others of the beams are shown as continuous. Notwithstanding thefact that the beams 3 are cut, as illustrated, I still find that the reinforcements formed by attaching the shell and deck plating directly to the said frames and beams are sufficient to give the necessary rigidity and strength to the vessel as a whole. Inconjunctlon with the strong transverse frames 1, I preferably supply the longitudinal frames 10, which may, if desired, be continuous, and pass through, cuts ornotches 11, in the transverse framesl, as best illustrated inFig. 2. The shell plating 2 is also directly attached to said longitudinal frames I the same distance apart,

impairing impairing in any dinal frames 10, I supply longitudinal beams 12, which, conveniently, pass through notches 20 in the transverse beams 3. The deck plating 4 is also directly attached tosaid longitudinal beams 12. It will thus be seen that the shell and deck plating 2 and I, in fact, constitutes; a-portion of the frame-work as shown. In add-itiiin to the longitu of the vessel, when it comes to estimating the strength of such frame-work. In other words, it is evident that instead of employinga given amount of metal, as has been heretofore customary, in securing the necessary strength in the" frames and beams alone, I am'enabled to employ a less, amount of metal in said frames and beams, and tomake up. for the deficiency by forming them heavier, spacing them farther apart, and by utilizing to the full the transverse and longitudinal strength that already exists in the shell plating and in the deck platings.

The fore and aft frames 10 and the fore and aft beams 12 maybe, of any usual section; they may be'single or compound in structure; and they may be arranged to run qontinuously through, with. or without direct attachments, to the strong transverse frames 1 and the strong transverse beams 3. On the other hand, of course, and aft frames 10, and the said fore and aft beams 12, may be cut at the said frames 1 and at the said beams 3, or at any other transverse structure; and in such cases, they may be provided with any suitable and well known attachments, so long as said attachments enable the continuous shell plating to be fitted to said transverse frames 1 and transverse beams 3, respectively. The said strong transverse frames 1 and the strong transverse beams 3 may be formedof any suitable material, but are preferably formed of plates with suitable mounting bars, and they are in all cases of greater depth than thelongitudinal frames and beams described. As above stated, the transverse frames and beams for an ordinary cargo ivessel may be spaced from about .ten to twenty feet apart, but the fore and aft fiames'lO are preferably spaced about or somewhat farther apart than the ordinary transverse frames are now fitted. On theother hand, the fore and aft beams 12 may be spaced the said fore much wider apart than the ordinary frames heretofore employed. That is to say, said beams 12 may, if desired, be spaced from say thirty to fifty inches apart.

sel of :a given strength according to the system now set forth, I am enabled to save a great deal cf metal without in any manner the-longitudinal and transverse strength orstifiness of the vessel, or without wayher seaworthiness. In fact, actual practice has shown in certain Asabove disclosed, in constructing a vesclasses of vessels, built according to my invention, that I am able to save as much as five hundred tons of metal without impair: ing either the seaworthiness ofthe vessel or her cargo carrying capacity. In reality, I have effected a saving of ten per cent. of structural metal .in several vessels ranging from three hundred to four hundred feet in length, while I, also, have saved considerable in the cost of labor and in riveting.

In order-to enhance the value of the construction above described, the bottom framing, including the floors 15, in vessels of either double or single bottom, is fitted in a longitudinal direction and is provided when and where thought desirable with transverse intercostals or divisions 16, at suitable intervals, see Fig. 4.

In vessels with double bot-toms, such as are shown in Figs. 3 and 6, the strong transverse frames 1 may be cut at or near the top of the tank bottom, as indicated at 21 and 25in said figures, respectively; or they may be cut at the extreme edge or margin of the tank, as indicated at 22 and 23, in Figs. 7 and 8, respectively. In all cases the said strong transverse frames 1 are rigidly and efiicient-ly attached to the tank bottoms, and in order to maintain the necessary" continuity of transverse strength, floors or intercostals 24 'are fitted in line with the strong transverse frames 1, as shown.

When preferred, of course, the longitudinal bot-tom framing or floors 15 may be fitted intercost-ally between transverse. divisions or floors 24 that are in line with the strong transverse frames 1; or the said transverse frames may be made continuous around the bottom, when desired, and the tank margin out where it stands in the way of said frames. Of course, suitable rigid fastenings between the cut and continuous parts will be provided in all cases, in order to maintain the continuity of strength of the said transverse frames.

A convenient construction for vessels having a single bottom is shown in Fig. 9, wherein the bottom framing'is shown as provided with a continuous construction; but such framing may be fitted intercostally between the framesl, as indicated in Fig. 10; or, if desired, the floors 15 may be of a reduced thickness and fitted the full depth of the strong transverse frames 1. The middle line bulkhead 30 shown in Fig. 9, of course, would not be required in vessels not adapted for carrying liquid cargoes.

Pillars 31, of any suitable sect-ion, may be fitted to the frames 1, and they'require no intermediate pillars or girders .at. their heads, but when the said frames 1 are of a sufiicient strength, these pillars may be dispensed with, leaving a clear hold.

It is obvious that when transverse bulkheads directly attached to theplating land deck are provided such as are fitted in all steamers for the purpose of sub-division, they may take the place of one or more of the strong transverseframes and strong transverse beams, and this is especially important in vessels designed for carryingpetroleum or other liquid in bulk, where, from the nature of the cargo to be carried, several such divisions must 'be fitted; but it will be evident, that it is not necessary for structural. strength with my system of framing, for transverse bulkheads to be fitted. Similar remarks apply to partial bulkheads. When such are fitted, they may be arranged, where practicable, to take the place partly or wholly of a strong transverse frame.

In vessels designed for carrying oil in bulk, such as the one which is shown in Fig. 9, it is considered advisable that a somewhat closer spacing of the strong transverse frames and beams be adopted, in view of the nature of the cargo to be carried, and the consequent more'than ordinary strength then required. It will be observed that the middle line bulkhead 30 is shownas being supported by deep vertical plate stiifeners 35 in continuation of, and connected to, the strong transverse frames, and .the strong transverse beams. The intermediate support is obtained by fore and aft stiffeners 36, having the same spacing as the side frames 10. I

It is recommended) that the transverse bulkheads forming i1 cdmpartments be stiffened with horizontal stifi'eners, in conjunction with vertical web plates, and the spacin of these horizontal stifi'eners should coinci e with that. of the longitudinal frames 10, and middle line bulkhead stiffeners 36, in order that bulkhead stifi'eners can be directly bracketed to the longitudinal frames 10, and to the'middle line bulkhead stiffeners 36.

The economy above mentioned resulting from following the new system in place of the ordina y system with its great multiplicity of brackets, will now be obvious, as

well as theincreased structural strength that is obtained; at the same time the arrangements also admit of the vessel being expeditiously erected.

I would have it to be understood that when I use the term frames herein, I use it in the sense in which it is generally used among practical ship builders viz., supports to which the plating is closely fitted and directly attached.

As an example of "the application of my systeni to a vessel of-stated dimensions, it is said :For a single decked car o steamer 329.17 fax 44.74 a. x 25.42 t.; Lloyds dimensions, and estimated to carry 5,000 tons dead weight, the inner bottom could be fitted as shown in Fig. 3, or as shown in Figs. 6, 7, or 8. In a vessel of this character, I fit the strong frames 1' and the 7 strong beams 3, 16 ft. apart. I make said frames 30 inches in depth, measured from the shell plating at the side, and of a thickness of nine-twentieths of an inch.- I also provide double shell attachment angles 5"x5" double riveted to the frames 1, and shell plating. The face angle will be eex4axeg as will be readily understood by those skilled in the art. The strong transverse beams areconstructed in a similar manner,

but are twenty inches in depth and are fitted with single,.double' riveted deck attachment angles. The strong transverse frames and strong transverse beams in the bridge between decks are fitted immediately above those in the. holds but are of reduced dimensions. In this manner the between decks and shade decks of vessels of any kind can be constructed.

By this new method of building a vessel,-

it will thus be seen, all transverse frames and beams may be dispensed with, other than the before mentioned widely spaced strong transverse frames and strong transverse beams.

It is obvious that those skilled in the art may vary the detalls of construction andthe arrangement of parts without departing from the spirit of my invention and, therefore, I do not wish --to be limited to such features, except as may be required by the claims.

What, I claim is 1. A vessel in its main body portion provided with consecutive transverse frames individually a plurality of times stronger and spaced a. plurality of times farther apart than has heretofore been customary in the same class of vessel, said frames ex-. tending to the shell or deck plating of the being Y also of a less aggregate total-weight than has heretofore been customary 1n the same'itype of vessel, Y and extending to the shell or deck plating .of the vessel,-said vessel being also provided in said portion thereof with longitudinal frames which, as compared with the trans verse frames are individually weak in cross section and very closely spaced, and which also extend to the shell or deck plating of i the vessel, substantially as described.

3. A vessel in its main body portion. provided with consecutive transverse frames individually a plurality of times stronger and spaced a plurality of times farther apart than has heretofore been customary in the same class of vessel; said frames extending to the shell or deck plating of the vessel; said vessel being also. provided in said portion thereof with longitudinal frames, which as compared with the transverse framesare individually weak in cross section and very closely spaced, and which also extend to the shell or deck plating of the vessel; and said transverse longitudinal frames being of a less aggregate total weight than has heretofore been customary in the same class of vessel, substantially as described. I

4. A vessel in its main body portion provided with consecutive transverse frames 1ndividually a plurality of times stronger and spaced a plurality of times-farther apart than has heretofore been customary in the same class of vessel; said frames extending to the shell or deck platlng of the vessel; saidvessel being also provided in-said portion thereof with longitudinal frames which, as compared with the transverse frames are individually weak in cross section and very closely spaced, and which also extend to the shell or deck plating of the vessel; connections for said frames; and said frames and connections constituting a framework having a less aggregate total weight of metal than has heretofore been customary in the framework and connections of the same class 4 of vessel, substantially as described.

5. A vessel in its main body portion provided with consecutive transverse continu ous frames and beams individually a' plurality of times stronger and spaced a plurality of times farther apart than has heretofore been customary in the same class of vessel; said frames extending to the shell and deck'plating of the vessel; said vessel being also provided in said portion thereof with longitudinal frames which, as compared with the transverse frames are individually weak in cross section and very closely spaced, and which also extend to the shell ordeck plating of the vessel; said frames and beams andtheir connect-ions constituting a framework of a less total weight of metal in the aggregate than has heretofore been customary in the framework and connections of the same-class of vessel, substantially as described.

6. A vessel in its main body portion provided with consecutive transverse frames,

some of which are provided with slots, in-

dividually a plurality of times stronger and spaced a plurality of times farther apart than has heretofore been customary inthe same class o'f-vessel; said frames extending to the shell or deck plating of the vessel; said vessel being also provided in said portion thereof with longitudinal frames; some of which pass through said slots; and, which longitudinal frames, as compared with the transverse frames are individually weak in vessel being alsoprovided in said portion cross section and very closely spaced, which also extend to the shell or deck plating of the vessel; said frames and connections constituting a framework of a less total weight than has been'heretofore customary in the framework of the same class of vessel, substantially as described.

7. A ve'ssel'in its main body portion provided with consecutive continuous slotted transverse frames and beams individually a plurality of times stronger and spaced a plurality of times farther apart than has heretofore been customary in the same class of vessel; said" frames and beams extending to the shelland deck plating of the vessel;

said vessel being also provided in said portion thereof with longitudinal frames, some of which pass through said slots, and which, as compared with the transverse frames are individually weak in cross section and very closely spaced, .which longitudinal frames also extend to the shell or deck plating of the vessel, said frames and connections consti-' tuting a framework of a less total Weight than has been heretofore customary in the framework of the same class of vessel,substantially as described.

8. A vessel in its main body portion provided with consecutive transverse frames individually a plurality of times stronger and spaced a plurality of times farther apart than has heretofore been customary in the same class of vessel, saidf frames extending to the shell or deck plating of the vessel, said vided with consecutive transverse framesin dividually a plurality of times stronger and spaced a plurality of times-farther apart than has heretofore been customary in the same class of vessel, said frames extending.

to the shell or deck plating of the vessel, said vessel being-also provided insaid portion thereof with longitudinal frames, which as compared with the transverse frames are individually weak in'cross section and very closely spaced, and which also extend to the shell or deck plating of the vessel, said frames and connections constituting a framework of a less total Weight than has heretofore been customary in the framework of the same class of vessel, and a bottom transversely braced in line with said transverse frames, and also having longitudinal stiffening;- the said transverse and longitudinal materials being also secured to the shellplating, substantially 'as described.

.10. A vessel in its main body portion provided with consecutive transverse frames individually a plurality of times stronger and spaced a plurality of times farther apart than has heretofore been customary in the same class of vessel, said frames extending to the shell or deck plating of the vessel, said vessel being also provided in said portion thereof with longitudinal frames which, as compared with the transverse frames are individually weak in cross section and very closely spaced, and which also extend to the shell or deck plating of the vessel, and a double bot-tom having transverse floor plates in line with the said transverse frames and provided with longitudinal floors and also intermediate transverse plates in the said 7 double bottom fitted between thesaid floors in line with transverse frames, the said transverse and longitudinal materials secured to the shell plating and tank top plating, respectively, substantiallyas described. 11. A vessel in its main body portion pro vided with consecutive transverse frames individually a plurality of times stronger and.

spaced a plurality of times farther apart than has heretofore been customary in the,

same class of vessel, said frames extending to the shell or deck plating of the vessel, said vessel being also provided in said por- "tion thereof with longitudinal, frames which,

as compared with the transverse frames are individually weak in cross section and very closely spaced, and which also extend to the shell or deck plating of the vessel, whereby a lesser total weight of frames and beams and a lesser amount of riveting may be employed to obtain the same rigidity and strength than heretofore; a double bottom with transverse floor plates in line with said transverse frames; intermediate transverse floors in said bottom between said transverse frames; and longitudinal floors and sectional materials at the tank top and shell plating; the said transverses and longitudi nals secured to the shell plating and the tank top, substantially as described.

12. A vessel in its main body portion provided with consecutive transverse frames mj dividually a plurality of times stronger and spaced a plurality of times farther apart than has heretofore been customary'in the same class ofvessel, said frames extending 10 frames,

to the shell or deck plating of the vessel,-

said vessel being also provided in said portion thereof with longitudinal frames which as compared with the transverse frames are 5 individually Weak in cross section and very closely spaced,'and which also extend to'the v shell or deck plating'of the vessel, and a double bottom having notched transverse floor plates in line with said transverse and provided with longitudinal JOSEPH WILLIAM isHERWooD.

Witnesses:

\ H. W. CURCHIN,

H. TENNANT.

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