US1313592A

US1313592A - Ly-mls

Info

Publication number: US1313592A
Authority: US
Publication date: 1919-08-19
Anticipated expiration: 1936-08-19

Description

I S. GILETTI.

CONCRETE SHIP. APPLICATION FILED JULY 9.1913. PatentedAug' 19,1919

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CONCRETE SHIP.

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Patented Aug. 19, 1919 3 SHEETS-SHEET 2.

S. GILE'TTI.

CONCRETE SHIP APPLICATION FILED JULY 9,1918.

Patented Aug. 19, 1919.

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CONCRETE slrrr.

Specification of Letters Patent.

. Patented.Aug.-1i9,191l.

Application filed Ju1y;9, 1918. Serial N0..i244,'08'5.

To all whom-it may concern.

. Be it known that I, ,SEcoNDo GILET'lI, a citizen ofithe Unitedistates, zresidingat the city and county of San Francisco and State of California, have invented new and useful Improvements in Concrete Ships, Of which the following is-a specification.

This invention relates to concrete ships and pertains especially to the larger types of iselfspropelled vessels which are =constructed entirely of reinforced concrete.

vA concrete :vessel of the typewreferredto must be able-to carry-a alarge tonnage inaddition to machinery, fuel, stores, etc, and the problem involved is therefore ;astructure wherein lightness must abeicom'bined with great strength and resistance to :local and ofthe elements, heavytonnage andstrains, together with vibration resulting from the propelling machinery.-

With these features in View it is one of the objects of the present inventionto-build a commercial, practical, sea-going self-pro- "specific construction, to wit: First, a :reinforced concrete vessel having a double :bottom and sides which are'conn'ected by ver tical and horizontal girders or ,ribs, to-

,gether with a double deck structure, said double sidesnot to extend above :the lower deck. Second, ribs or girders connecting the double bottom and sides extend from stem tostern and so arranged asrito form longitudinal archeswhich resist or support the major "longitudinal bending :or compression strains to which the vessel is subjected, either from unequaldist'ribution 'of load or from wave action. Third,:the ShFHCtUI'BfiII- eludes an exterior and an'internal hull which are reinforced by transverse ribs and conaportion of the hull and'bottom :extend .from stem to stern and are only formed (below the lower o deck shown at 2. 'The sides 1 of the 'hull. are: connected at their upper ends by the lower deck, asshown at 9. They are furthermore connected by "a longitudinal rib or girder winner jand router {sections of the bottom are ,it in'aterially strength of "the: same, thusafurther assisting in strengthenlng the vessel longitudinally.

:nected :by slabs which in themselves :form intermediate lateral .arches transversely of the ship.- Fourth, the :structure includes a paarqofl longitudinalarches formed one on each side .of the vhull which extend ifrom stem to stern, said arches assisting the :longi- :tudinal yarches formed between the double hull and ibotto'm [to resist all longitudinal strains. Fifth, the structure also includes ldecks in which theslabs form arches transverse ofthevessel.

Qther ,features \will hereinafter be more clearly described having :reference to the ac- .company'lng drawings, in ,which- .Eigure 1 lis;a1planview of the ship. sFig. 2 is a central, vertical, longitudinal section. exterior stralns :due to the lnatura-l forces 1 ;Fig. 3 is aicross section. Fig. A: ;.is:' a :perspective .view showing a interior construction. 615 .Fig. 15 is a-detail sectional view .taken'on ithe line 5-;5 "of {Fig 4.

, @Referring to the drawings in detail, A indicates -:in ,zgeneral the upper deck :of the ship,-2, azlOWer deck, and 3;tl1e bottom-which in this instance, consistsof twmsections, as

:shown at .4 and :5, to permit th6 formation of-yaninnerrandzan outerlhull, the sides of which are shownat 7 and :8. The double "T il0rextendingffrom stem to stern and they: are :finally reinforced 'by .a second'girder 11 "which is .ang'ularly disposed and also arranged to extend from stem to stern; The

also connected .byrgirders as shown at 12.

,Any suitableinumber of these girders may be iprovided, and,1as' they also extend from stem tostern, it can readilybe seen1'tl1at-the longitudinal strength of the vessel is prac- 2100 ticallytaken-care of. I

The slabs vforming the inner and .outer 2 sections of the bottom} are arched, as shown at 114:. This not only increases thetransverse strength of :'the"b'o1ttom section, but 1-05 ,K increases :the longitudinal lThe'ship is otherwise strengthened crosswise by laterally extending beams or girders Y tween two girders 14. These girders pass through the double bottom and sides of the hull, as shown at 15 and 16, and thereby notonly serve as a means for connecting the double hull and bottom section-s, but also as a means for dividing the space formedbetween the same into a great number of entirelyseparated water-tight compartments. The'upper portion of each girder. is extended under the lower deck line, as shown at 17, to form a support for the same and. their outer ends are knee-shaped, as shown at 18, to form a rigid connection between the sides of the hull and also a tie between the same i The slabs forming the sides of the hull are reinforced and tied together not'only by the main girders 14 already referred to, but also by smaller intermediate girders 19 which extend from wall to wall The small intermediate girdersarethree in number in this instance and will therefore divide each compartment formed between the main girders 14" into four intermediate compartments all separated and water-tight with relation to each other. Each main slab beis therefore divided into four small intermediate slabs, and, as these are curved or arcuated, as shown at 20' and 21, the strength is enormously increased.

The lower deck and also the upper deck are similarly reinforced and constructed, that is, intermediate deck beams 22 are formed between the main girders or beams 17 which divide each main deck slab into a series of smaller slabs. These slabs are also curved or arcuated in construction, and, as they extend transversely of the vessel, it can readily be seen that the strength of theship in general is further increased without'resorting to a heavy deck construction. The

' lower deck is supported entirely by the main beam 17 and the knees 18, while the upper deck is almost entirely supported by main and

intermediate beams

24 and 25 and upright posts 26 carried by the lower beams 17.

Each deck is, of course, provided with longitudinal girders 27 which extend from stem to stern to increase the longitudinal strength of the ship.

For the purpose of further increasing the longitudinal strength of the ship or to permit it to completely withstand longitudinal compression and :bending strains, a pair of main arches 30 have been provided. There is one arch formed in each side and each arch extends substantially from stem to stern, as shownin Fig. 2. These arches are built integral with the outer sides or hull of the ship and the thickness of the same is shown at 31 (see Fig. 3). V

The reinforcing'steel employed throughout the ship may be embedded and arranged in any suitable manner, but preferably as here shown, that is, every rod employed :the vessel 1s, in

should be electrically welded or tied to eliminate any danger of separation when the ship is subjected to unusual strains, the rods employed in the longitudinal arches 30 being also electrically welded 0r similarly secured to the rods forming the bottom section and also to the rods carried by the main cross girders 14.

"the vertical and horizontal girders 10,11 and 12'formed between the double bottonr and hull. Transverse strains are, of course, taken care of'by the main girders 14 and the intermediate girders 19 and also by the construction of' the deck'employed;

By referring to the drawings it will be seen that the slabsforming the sides, bottom and decks are all arcuate in construc- ,tion,the arcs in the'slabs forming the bottom sections extendin longitudinally from stem to stern, while the arcs in the slabs forming the sides of the hull run transversely of the ship. This is of great importance as the strength of the slabs will, in this manner, materially assist in reinforcing the strength of the ship as a whole against the several strains to which it is sub ected. The slab structure furthermore permits the structure as a whole to be materially lightened and the amount of reinforcing steel employed to be proportionately reduced. formed between the sides and the bottom of The water-tight compartments the hull sections are preferably formed by placing sheet iron molds or tanks between the sections wh le the ship is being cast. Th'ey therefore become thoroughly embedded in the concrete as it sets and furthermore become a permanent part of the structure. The spaces may therefore be used to advantage for the purpose of'carrying fuel oil,- water, or any other material desired, the

metal lined spaces or chambers referred to being employed only between the bottom sectlons.

From the foregoing it will be seen that I have succeeded in dispensing with a great quantity of materlal, said quantity being at least reduced by the amount of material that is eliminated from each slab, both in the sides and will, in most instances, be reduced to ap-' proximately two and one-half inches. A

'hull having a thickness such as described should therefore have a great flexibility, in 'fact, almost equal'to that of'a ship. conand the bottom of the hull, thereby saving structed of steel plates. A reinforced concrete ship constructed as shown may therefore yield sufliciently to distribute all strains and will therefore not readily rack or crumble from vibrations or other strains.

In considering the strength of the ship longitudinally account must be taken only of such material as actually contributes to the strength for an appreciable length in the vicinity of the section. I secure this strength by employing the two main arches 30 described and also by the longitudinally extending girders 10, 11 and 12, together with the arched construction of the bottom slabs. As the several girders extend from fore to aft I am able to secure a great supporting strength from each girder. The transverse strength is taken care of in a similar manner, first, by employing the main girders 14, secondly, the intermediate girders and beams 19, and, thirdly, by the deck structure shown, which not only reinforces the ship transversely but also ties it together longitudinally.

In the construction of a sea-going vessel of reinforced concrete as above described I employ a series of outer and inner steel molds. The inner molds are first set in place and, as they conform to the interior shape of the ship, it can readily be seen that the reinforcing steel may be placed in position and shaped in accordance therewith. The outer molds are then placed in position and the concrete may finally be poured. The construction of the molds, together with the manner of assembling and detaining the same after the reinforcing steel has been placed in position and while the concrete is being poured, forms the subject-matter of a co-pending application and will therefore not be further described. The mixture of the concrete employed may also be varied as this-does not form any part of the present invention.

The essence of the invention resides entirely in the construction of a cellular floating vessel formed of reinforced concrete and so reinforced by girders and beams that weight and strains may be equally distributed, whether caused by external or internal causes; and furthermore a structure which combines lightness and strength in greater proportion than has heretofore been obtainable.

Having thus described my invention what Copies of this patent may be obtainedjor five cents each, by addressing the Washington, D. c."

secure by Letters Patarches extending from bow to stern, said.

arches being integral with the said last named hull sides, with the adjacent of said vertical girders and with the lower deck and with the upper deck' at the highest points of the arches, said arches extending below the lower deck and having portions integral therewith and being also integral with the outer walls hull sides.

2. In a concrete ship, a hull having a dollble bottom and sides which latter are double at their lower portions, a lower deck having its opposite sides extending across the space between the double portions of the sides at the respective upper edges of said of said double portions of the double portions of the sides, an upper deck,

spaced vertical girders between the two decks integral with each and with the parts of the hull sides between the decks, a pair of arches extending from bow to stern, said arches being integral with the said last named hull sides, with the adjacent of said vertical girders and with the upper deck at the highest points of the arches, said arches extending below the lower deck and having portions integral therewith and being also integral with the outer walls of said double portions of the hull sides, vertical spaced girders between the lower deck and the hull bottom, and longitudinal girders in the double portions of the hull sides, said arches also having portions integral with adjacent portions of said last named vertical and longitudinal girders.

In testimony whereof I have hereunto set my hand in the presence of two subscribing witnesses.

SECONDO GILETTI.

W itnesses:

JOHN H. HERRING, W. W. HEALEY.

Commissioner of Patents,