US1066039A - Ship construction. - Google Patents

Description

J. R. OLDHAM. SHIP CONSTBQCTION. APPLIOATION FILED ooT.11, 1912.

Patented July 1, 1913.

2 SHERTHHBET 1.

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INI/EN TOR.

J. R. OLDHAM. SHIP CONSTRUCTION. AYPLIOATION FILED ooT.11, 1912.

Patented July 1, 1913.

Fly. 8.

NVENTOR.

2 SHEETS-SHEET 2.

1"NNN`W QITNESSES citizen of the United States, residing at UNrTED STATES PATENT OFFICE.:

JosErH n oLDHaM, or CLEVELAND, omo.

sin? coNs'rnUoTIoN.

l pplioation tiled October 11 To all it may concern:

Be it known that I, JOSEPH 2R. OLDHAK, a

Clevel`and, in the county-of Cuyahoga and State of Ghio, have invented a certain new and useful Improvement in';Ship Construc tion, of whichl'therfollowng'is a specification, referencebeing had tothe accompanying drawings.

The `ponderous unloadin machinery -employed on the. Qreat La es, comprising grabs or buckets lifting seventeen tons weight -of ore at one lift, frequently cause serious injury to, or destroy pro'ecting' angle or channel bars of exposed web rames,- strlngers and hold bulkheads, and even the strongest up er bottoms and side-water ballast' tanks 'itherto-"constructed are com"v monly found injured and leaking through impact withsuch unloading mechanisms; and it seems that a surf-ace having nofgreater project-ions than the edges of-thin plates, strongly supported from within, cannot, for' anyv length of time, resist the energy' of about twenty tons weight' moving inl all directions within the cargo holds ,ofA orecarrying-vessels. I c A The primary object, therefore, of my invention is the construction of a steel vessel, especially` a large ore carrier, having unobstructed cargo holds, without hold beams or pillars, or other projecting bars below the transverse deck girders, and with-the framing of the sides, deck, and bottom, as Well as the stifening bars of the hold division bulkheads, inclosed and protectedfrom the unloading mechanisms and the loading of heavy cargoes, by an inner skin and double skin bulkheads.

Another object of my invention is the adoption of homogeneous elements for the framing and stifening .of the hull as far as possible whereb great` strength and increased rigidity is obtained with a moderate amount of riveting, which is probably the heaviest item of expense in steel ship or vessel construct-ion. In this novel structural device the transverse and longitudinal fram ing, 'as well as the bulkhead stiffening, is composed almost entirely of channel bars, constructed in close connection and having metallic contact with each other; :but an angle bar section will be most economical for cross t-ieing the inner fabric together, and for supporting the inner and outer longitudnal frames, for securing the bracket- Specification of Letters .'latent 'Fig is a fra plates to the channel bar vgeb. frames and the watertight transverse -division platesA within Patented July 1, 1913. ,1912. saranno;'125,1114.` 'f

the two skins,-`thus :securing augmented.

transverse and longitudinal strength with economical construction. l

.This invention ma be said to consist in the constrct-ion an combination of elements and members hereinafter described and .definitely indicated in the claims.

In the accompanying-drawings, wliichdn'.- vdicate forms inwhich in invention' may be carried into ractical e ect;Fi'gur-e 1 -isxa fragmentary' ongitu'dnal section with close spaced hate ways of larg'efdimensions trans versely of the hull.l 'l 2 is la similar section vwith wide spaced hatjchwa`ys'.\ 'Fig -is a. transverse section between hatch'w'a'ys, or

'pairs of hatehwafys. Fi' 4is'anotlretrans verse section abreast@ ofi-'narrow hatohfways. entaryf-vjew of lthi-ree vtiers of 'transverse c annelbaisfdrrningpartofaf main web frameandSalienz-invv :three'ilon ilt-udinal frames' in-A place, yan1 a' space tween v"-two rofl Y the? inter-costal channel bars,- throu'gh which 'the-,lorl'g'itiid'lal' frames are' p and. where-they"arefisecu'x'fedv by the cross bars.- "-Fig.` Gig gs'imila'ifview' showing a portion vlof ,n n "intermediate .transverse frame bar, three -.longitndinal drames, bracket plates andY bars, 1 F ig. 7' is 'a fragmentary end-elrevation-'ffof a transverse web frame lbar with two longitudinal frames horizontal section, or exposed .plan view, of.

the inner-,and outer-skins, showlnga ortion of double skinned transverse hold ivision bulkheads, stitfenedby vertical channel bars and supporting struts, Fig. 12 is a fragmentar transverse section showin 'an 1ntermediate girder-connected to the ilge.

Thev structural details shown in the drawl ings may be considerably varied without departing from the spirit of my invention which, however, they will serve to make clear. l

Like letters indicate like parts throughout- -the drawings.

A represents the main transverse frames, each composed of a central channel bar extending from the center keelson to the bilge, and from the bilge to the deck plating respectively, with channel bars in` several miliar construction throughout, though supported and strengthened by this novel framing device; and with an inner skin throughout the cargo holds,-is marked H. The deck, also of familiar construction, except as"regards this novel support or strengthening, is marked J. Bottom K. Hatchways L. Transverse hold division bulkhead-skins are marked M. Vertical stiflening bars of same, O. Watertight plate divisions within the double skins or wallsof hull, P. Transverse deck girders R. Knee plates S. The cargo holds, which may be arranged all in consecutive order between the bow and the machinery space aft, or separated by the machinery space, when arranged near midlength of the hull, with the double skin and novel framing, constructed continuously through such space, are marked T. The center keelson is designated U. Bilge futtocks V. The space bet-Ween the ends of the marginal bars of main web frames, to permit of the longitudinal frames passing between them, is marked W.

According to this invention the familiar transverse frames and bro-ad plate web frames with vertical angle bars, are eliminated throughout the cargo holds, or from the. after part of bow almost to the fore part of stern, with ordinary freight steamer boiler and engine equipment located at the after end; but in Way of the run and forward, from the fore end of the fore hold to the stem, the familiar arrangement of close spaced angle, or channel bar, frames and plate web-frames may be adopted. My

transverse web-'frames are constructed of channel bars, widely spaced longitudinally of the hull, say from about eighteen to about thirty-six feet with angle cross bars between the two skins at each longitudinal Vframe. My longitudinal frames are also formed of channel bars, closely spaced, say,

with from one to three frames to each strake of bottom, side, and deck Stringer plating;

though the keel strake, sheer strakes, and

narrow bilge strakes will frequently be suiliciently supported without a longitudinal channel bar frame; These longitudinal frames abut on the watertight plate divisions within the double bottom and double sides, and when the hold division bulkheads are widely spaced, and this spacing may vary from about sixty to about one hundred and twenty feet, alternate or most of the alternate longitudinal frames will pass through, between, the upper and lower, or

inner and outer ends of marginal bars, of the main transverse web frames, while the remaining frames, will abut on the main transverse web-frame marginal bars, and be attached thereto by bracket plates and bars. With my transverse hold division bulkheads and watertight division plates within the double skins, closely spaced, this structural device can readily beadopted for the construction of oil carrying vessels; and the double skins form a space eminently suitable for the stowage of bunker oil fuel in bulk, when the longitudinal frames, in one length if practicable, will pass between t-he transverse Web-frames and abut`on the watertight divisions within the two skins, and be secured by knees or brackets.

Myl inner skin, or shell, is constructed throughout the holds, o1" from the entrance to the run of the vessel; the decks also having an upper and lower skin, thus providing with the double bottom, a vessel of cellular construction throughout the cargo holds, or from the bow to the stern.

Another novel feature of my invention is that the hold division bulkheads are constructed with a double skin, abutting on the inner skin of the hull and supported by a novel construction of stii'ening bars and struts to save space, these being inclcsed by the double skins t prevent them being `injured by the ponderous mechanisms which are now being used for unloading iron ore, or other cargoes.

Having an inner and outer tier, or series, of longitudinal frames and an extra skin, which is made extra strong to withstand the impact and weight associated with the carrying of large ore or coal cargoes, I dispense with the usual broad plate web frames, and their angle bars, whether perforated or notched; and substitute central transverse, or vertical, channel bars passing between, and connected directly to, both series of longitudinal frames. These channel bars extend in one length from the center keelson to the bilge futtock, and from the upper bottom, or bilge 'futtock, to the inner, or under skin of the deck respectively, to which they are att-ached. These central bars form struts cr ties and also tend to hold the longitudinal frames at practically a right angle to the inner and outer skins. On either side of these long central bars, side, or marginal `filling up the space between either flange of the longcentral bar, and the inner and outer skins, to which they are directly attached, being Hush with the longitudinal frames. These side, or marginal bars, are made in several lengths, varying from about three feet to about nine feet so as to leave an opening of about three or four inches between their ends to allow of alternate or most of the alternate longitudinal frames passing thro-ugh between, while the remain` 'lng -frames abut near marginal bars.

The side bars being flush with the longitudinal frames and in'metalliccontact with the inner and outer skins, are allI securely riveted together and thus forni my transverse web frames. Bars, preferably angle bars, are fitted across the three transverse channel bars, uponwhich the longitudinal frames rest and to which they are riveted; these main web frames, with my extra strong hold division bulkheads and intermediate gil-ders, while supporting lthe outer and inner skins, will provide, with t-he strong watertight-plate-divisions wit-hin the two skins, ample general transverse strength for the hull: Between the mainweb frames are placed intermediate transverse bars,A about two to three between pairs of main web to the middle of these frames; these girders are of the same breadth, and of similar section, to the central elementof the main web frames, they pass between the inner and outer longitudinal frames, and are lin metallic contact and attached thereto, and further secured by cr0ss-bars, spanning the space between the inner and o-uter skins, at each longitudinal frame, thus' tying the longitudinal framesi and the inner and outer skins, securely together. To make more clear the economy of this structural device as applied to the framing; my longitudinal frames may be thinner than those of a single skin ship, though I prefer to make these for a very large vessel, of thc greatest breadth procurable at moderate cost where the maximum stresses, or strains, may be experienced; and I prefer a length of about sixty feet for some halt of these frame-bars; part of the remainder being shorter, and so-me of slightly greater lengt-h, when procurable, their weight will vary greatly, but the mean breadth should not be less than eight inches.

Augmented strength of hull may be secured economically by arranging a good shift et butts for the longitudinal frames; thus, when the outer longitudinal frame bar abuts o-n a certain marginal transverse channel bar, the inner longitudinal frame, at the same level or plane, will pass through bep tween the ends, of the transverse frame marginal, or Aside bars; while the next frame will abut thereon and be secured thereto, as well as tothe central transverse bar, by bracket plates, and be further secured, asalsothe longitudinal frame passing between, by a cross baigpreferably an angle bar. This in brief is one arrangement for procuring what is termed a shift of butt-s with wide spaced bulkheads.

The extra security against foundering by the 'adoption of a strong double skin is another object of this invention. Though the breadth of channel bars as commonly rolled, and placed on the market, ives a somewhat restricted space within the ottoni and sides-the structural economy of this device being based largely on the close assemblage of channel barsthis invention would permit of the construction of special channel bars, larger than have hitherto been onv the market, it a greater breadth than here shown between the two skins, were desired. T he extra weightI of my inner frames and skin will be largely compensated by the extra strength of these elements, or members, permitting of a large reduction in weight of the outer shell and deck plating` while maintaining, or retaining, the full strength of the ship considered as a girder, both transversely and longitudinally of the hull.

'lhis structural device of longitudinal and transverse framing, strengthening and supporting the bottom, sides and decks, with the double skin transverse hold division bulkheads, as well as the inner skin, is mainly designed for the construction throughout the cargo holds of 'a steel Vessel, but the deck vframing, supporting the upper plating of the deck, may economically be extended beyond the holds, or even from stem to stern. The deck framing will be constructed of three tiers, similar to the sides with broad hatchways extending transversely of the hull, but with narr0werhatchways, say not exceeding sixty per cent. of the breadth of beam, I prefer to make the deck framingof two tiers, the upper bars extending longitudinally of the hull, attached to the upper plating, and the lower bars attached to the lower plating, extending transversely of the hull, and further secured by` cross bars in a similar manner to the sides.

Vhen the longitudinal space between pairs cf hatchways is only about three feet, the top flange of the transverse deck-girders will cover in that space, thus joining the lower skin of deck across the center from side to side. To strengthen the decks in way of long hatchways, partial transverse girders, or channel bar struts arranged diagonally between the sides of hull and the hatch coamings, may be fitted. Though my longitudinal frames will usually pass between, and abut, on the transverse web-frames, alternately; to prevent short lengths of marginal webframe bars, pairs of longitudinal frames may be abutted consecutively on the marginal bars. The deck and sides of hull are further strengthened and supported by transverse deck-girders attached to the inner skin of sides and deck, one, or two, twin-l girders beinglocated between pairs of hatchways. These hatchways and coamings may be of any etiicient .design and dimensions, and the hatches of an approved type or construction. Deck an side Stringer plates and bottom keclsons lnay be of familiar construction.

A requisite number, or all of the watertight compartments, may be adapted for carrying water ballast.

When the marginal bars of my main web frames, in construction, or erection, are built up or erected in place, after the longitudinal frames are fitted, the web ofthe transverse frame .marginal bars may be continued into touch with the web of the longitudinal frames and be connected thereto by an angle bar clip for stronger connections.

'lo deflect the cargo from the junction tf the inner skin and the transverse bulkheads with the upper bottom, what I term deflecting plates, formed, preferably, of corrugated metal, may be fitted; these plates, with theirl necessary bar connections, will also .strengthen the connection of the inner sides and the hold bulkheads at their base, as well as facilitate the removal of a bulk cargo.

The cellular space within the double skins may be entered through manholes in the upper bottom, inner side, or lower skin of deck respectively.

Having described -my invention, what l desire to secure by Letters Patent is l. A steel ship or vessel, having inner and outer skins and comprising a plurality of longitudinal inner and outer spaced channel bar frames, transvers." frames each comprising central channel bars extending across the bottom and sidesbetween the inner and outer longitudinal frames, cross bars secured to the` longitudinal and transverse frames and intercostal transverse bars filling the spaces between the central transverse frame bars and the inner and outer skins and secured thereto and to the transverse bars with angle barsand bracket plates substantially as and for the purpose specified.

2. A bulk cargo vessel having inner and outer skins and comprising a plurality of longitudinal inner-and outer spaced channel bar frames, central transverse channel bars extending across the bottom and sides respectively between the inner and outer longitudinal frames, cross bars secured to the longitudinal and transverse frames, and interccstal transverse bars, with longitudinal frames abutting thereon, and passing their ends alternately, and filling the spaces be tween the central transverse frame bars and the inner and outer skins, and secured thereto and to the transverse frame bars; also angle bar andV bracket plate connections substantially as and for the purpose set forth.

3. A steel vessel having inner and outer skins and comprising a plurality of longitudinal inner and outer spaced channel bar` frames, transverse frameseach comprising central channel bars extending across the bottom and sides betweeninner and outer longitudinal frames, cross bars secured to the longitudinal andtransverse frames, and intercostal transverse bars filling the spaces between the central frame bars and the linner and outer skins and secured thereto,

and to the transverse bars, with angle bars and bracket plates; substantially as and for the purpose'set forth.

4. A steel ship having unobstructed cargo holds with inner and outer skins, and comprising aplurality of longitudinal inner and outer spaced channel bar frames, transverse frames each comprising central channel bars extending across the bottom and sides between the inner and outer longitudinal frames, cross bars secured to the longitudinal and transverse frames, and intercostal, marginal, transverse bars filling the spaces between the central transverse frame barsl and the inner and outer skins and secured thereto, to the central channel bars, and to the longitudinal frames by angle bars and bracket plates; substantially as and for the purpose specified.

'5.1 In ship construction, the combination of a hull having inner and outer skins and, comprising a plurality of closely spaced longitudinal inner and outer channel bar trames', central transverse frame bars each comprising channel bars extending across the bottom and sides between inner and outer longitudinal frames, cross bars secured to the longitudinal and transverse frames, and intercostal transverse bars, in several lengths, filling the spaces between the central transverse frame bars and the inner and outer skins and secured thereto and to the longitudinal frames and to the central transverse bars; longitudinal deck frames supported by intercostal transverse bars and intermediate channel bar girders and angle bars with brackets and' knee plates, substantially as and for the purpose set forth. A

G. In ship construction, the combination of a hull with cellular deck and double skins lthroughout the cargo holds, and comprising a plurality of inner and outer spaced channel bar frames, on and pass between the adjacent ends of marginal@ intercostal, channel bars which are secured to central transverse channel bars, forming wide spaced main web frames filling the spaces between the double skins, to which they are secured with metallic com which alternately abut tact; cross bars secured to longitudinal and transverse main web frames and to intermediate transverse channel bar frames with angle bars and bracket plates; substantially as and for the purpose set forth.

7. In ship construction, the combination with double skins at bottom, sides and deck, of close spaced longitudinal channel bar frames and wide spaced channel bar main web frames filling the spaces between the inner and outer skins and secured directly thereto, cross bars, secured to each longitudinal frame, intermediate transverse channel bar frames; transverse deck girders, secured to the inner skins, transverse watertight plate divisions within the double skins, knee-plates and bars; substantially as and for the purpose set forth.

8. A steel vessel havingr a double bottom and cellular sides and deck throughout the cargo holds, a plurality of longitudinal inner and outer spaced channel bar frames, trans- `verse frames each comprising central channel .bars secured between the inner and outer longitudinal` frames, cross bars secured to t-he longitudinal and transverse frames, and marginal transverse. bars fitted intercostally between the longitudinal frames, which pass through the spaces left between the adjacent, ends of the transverse marginal,

-intercostal bars, and are secured thereto and to the longitudinal frames abutting thereon, and to the vinner and outer skins, substantially as and for the purpose specified.

9. In a bulk. cargo vessel having unobstructed cargo holds, a combination of oellular decks, sides and bottom, comprising a plurality of longitudinal inner and outer spaced channel bar fframes, transverse frames each comprising central channel bars extending from keelson to bilge, and from bilge to deck, and secured thereto; cross bars secured to the longitudinal and transverse frames, and to marginal barsfitted intercostally, leaving space between their ends sufficient for longitudinal frames to pass through, to which they are secured by the transverse angle cross-bars; substantially as and for the purpose specified.

10. A bulk cargo vessel having a double skin over the bottom, sides, and decks, and unobstructed cargo holds, the combination of inner and outer bottom and side channel bar longitudinal frames, with channel bar main web frames and channel bar intermediate transverse frames, in metallic contact and tied together by angle cross bars; longitudinal and transverse channel bar deck frames tied together by angle cross bars and secured to the double skins, transverse deck girders secured to the inner skins, watertight plate division bulkheads within the two skins; knees and bracket plates and bars; substantially as and for the purpose specified.

11. In ship construction, the combination of a hull without hold beams or pillars, or other projecting bars below the transverse deck girders, throughout the cargo holds, with inner and outer skins and comprising a plurality of longitudinal inner and outer spaced channel bar frames secured in metallic contact to the inner and outer skins, transverse channel bar main web frames filling the spaces between the inner and outer skins, and secured thereto, extending across the bottom from the center keelson to the. bilges, and from the bilges to the deck plating, to which they are secured; intermediate transverse channel bar frames, extending across the bottom and sides between the inner and outer longitudinal frames to which they are secured; cross bars secured to all of the longitudinal and transverse frames; channel bar longitudinal and transverse deck frames secured to the upper and lower skins of deck; transverse deck girders secured to the inner skins by plates and angle bars and brackets; substantially as and for the purpose set forth.

JOSEPH R. OLDHAM.

Witnesses:

J. F. RIDEGEWAY, E. J. BROWN.

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