US1395000A - Ocean-going vessel - Google Patents

Description

F. A. McRA'E.

OCEAN GOING VESSEL. APPLICATION FILED N0v.25, ISIS. IIENEWED APR. 2s, 1921.

41,395,000. j Patend oct. 25, 1921'.

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OCEAN-GOING VESSEL.

Specification of Letters Patent.

Patented Oct. 25, 1921.

Application ledNovember 25, 1918, Serial No. 264,119. Renewed April 28, 192.1. Serial No. 465,245.

To @ZZ whom t may concern.'

Be it known that I, FINLAY ALEXANDER MGRAE, a subject of the King of Great Britain, and resident of the city of Montreal, in the Province of Quebec, Dominion of Canada, have invented certain new and useful Improvements in Ocean-Going Vessels; and I do hereby declare thatthe following is a full, clear, and eXact description thereof.

My invention relates more particularly to passenger-carrying steamships and has for its object to provide a vessel of this class which will possess maximum safety and be economical to construct and maintain, and in addition be proof against destruction by torpedo attack, collision or running against icebergs or rocks.

The invention may be said broadly to consist of a flat body structure of relatively broad beams and deep keel, the hull from the load-line to the-keel proper converging in gentle curvature to present a sharp and deep keel. The upperpart of this portion of the hull contains a flat horizontal space for baggage and freight, and a boiler room and Ibunker space is located below this baggage and freight space and extends lengthwise of the hull from midships toward the stern, a corresponding space from midships forward affording coal bunkers and storage rooms. This engine room, bunker andstorage space is contained in a 'rectangular sheet metal hold from which the screw-shaft tunnels run to the stern. This hull constitutes an integral part of the hull and is'stiffened by a fore and aft center bulkhead, the hull outside of this hold and the shaft tunnels being completely filled with concrete, the baggage and freight hold being surrounded by reinforced concrete and the superstructure being overhung at both port and starboard sides and containing a plurality of decks the bulkheads for dividing olf the state rooms, dining saloons, etc., consisting of a reinforced fioatable cementitious material.

For full comprehension, however, of my invention, reference must be had to the accompanying drawings in which similar reference characters indicate the same parts, and wherein:

Figure l is a sectional view of my improved vessel taken on line 1-1, Fig. 2;

Fig. 2 is a similar view taken on line 2 2 Fig. 1; A

Fig. 3 is a similar view taken on line 3-3 Fig. 1; and Fig. 4 is a similar view taken on line 4 4 Fig. 3.

As before mentioned, the object of my invention is to provide an ocean-going passenger vessel offering maximum safety to the passengers and crew from danger of destruction and consequent sinking of the vessel, and I will now describe specifically the structure having this object in view.

The outer skinof the hull consists of steel plates 2 which cover the complete hull including the orlop deck, main deck and upper deck. The main deck 3 is of relatively great breadth overhanging the lower portion of the hull the bottom line of this overhanging structure being the line of the main deck. The orlop deck is indicatedat 4 and `is of suiciently less breadth and length than the hull to provide buffer spaces 5 at the sides and 6 an 7 at the bow and stern, these spaces being separated from the lower portion of the hull by the orlop deck structure 10 consisting of heavy longitudinal wooden beams preferably oak lin contact with shipsplates and spruce through the remainder, these beams being bolted together as at 12 to form a solid buoyant deck structure. The main deck is constructed of spruce timbers 50 which are preferably disposed transversely, the ends being covered with steel plates 51 on which the innerskin 52 of the vessel and reinforced filler are erected.

A fore and aft center structural steel bulkhead 15 extends from stem to stern and from the main deck down through the hull to the keel 16 which is preferably formed integrally with this bulkhead. A portion of the middle of this center bulkhead is cut away to accommodate a reinforced steel hold 17, consisting of structural steel plates, angles and corners riveted or bolted together and united by angles 18 to the center bulkhead along the bottom of this hold and up each end of it. The orlop deck is also united to this center l bulkhead by wide flanged angles 20, and the center bulkhead and main deck are connected together throughout their length by wide flanged angles 21.

Suitable water-tight doors 25 are provided in the bulkhead at the orlop deck. The bulkheads 26 dividing off the spaces 5 and the buoyant filler between the skins 30 of the ship above the main deck to an upper deck consists of a reinforced cementitious structure comprising iron or steel pipes 31 closed at their ends and laid side by side in crossed layers with a filler between the pipes composed of cork dust, 85%, Portland cement, 15% and suflicient tar orpitch, or oil to reduce this mixture to a consistency to be run between the pipes thus making a solid buoyant structure. This structure is also employed in all the bulkheads between the main deck and the upper deck 60. 1 This upper deck consists of longitudinal galvanized iron, aluminum orvother light-weight metal Vpipes 80 having their ends closed to retain the air in them, and establishftheir buoyancy. These pipesl are embedded in a buoyant composition above mentioned and are contained between light- weight metal plates 81 and 32 thus constituting a solid buoyant deck structure. The filler between the outer and inner skins, 36 andr57 respectively above theupper deck 160 consists of corkblocks 70; and the bulkheads 85 are constructed of light-weight metal plates with cork blocks as fillers. Y

The promenade deck 90 is constructed similarly to the upper deck. l

The spaces within the keel below the orlop deck and at each side and fore and aft are filled with concrete which completely embeds the orlop deck and hold 17 containing the engines, boilers and coal bunkers up to the orloa deck which extends along the top of thisold and has openings 32 closed by suitable water-tight hatches 33.v These hatches afford means of access to the hold 17 by companionways or elevators indicated at 35.

In order to augment the keellG, in its function preventing rolling of the ship, this keel is provided near its lower edge with lateral iinkeels 40. i

The object of the relatively deep keel and extreme concavity in each side ofthe hull and extending throughout its length is to obtain maximum co-eflicient of iineness and thereby secure speed and reduce rolling of the ship to a minimum, while the reinforced sides 30, main deck 3,bulkheads 26 and orlop deck presenta raft-like structure possessing maximum buoyancy which vis not affected whatever damage may happen to the concrete filled portion of the hull. Another advantage of this design of vessel is that the boilers are contained within the sheet-metal hold 17 embedded in concrete and closed at the top simply by the timber deck structure 10 having the relatively light-weight main, upper and promenade decks above it and in the event of the boilers exploding the force of the explosion will be driven upward through theV decks andV will leave the major portion of the ship undamaged.` The great buoyancy of the portion of the ship containing the passengers, baggage and freight permits of an accident such as just described without any danger of this main portion of the vessel sinking.

I do not herein claim the'detail construction' of the bulkheads as the same forms the subject-matter of a separate application. Y

. What I claim is as follows:`

1. An ocean-going passenger-carrying ship consisting or a relatively wide and substantially'rflat passenger-,baggage, and freightcarrying portion; and a lower hull' portion filled with av cementitious substance and containing a reinforced hold for boiler, engine and coal bunkers.y

2. A bulkhead for the purpose set forth vconsisting of reinforcement metal pipes and a filler consisting of cork-dust, cement, f

15%, and tar or pitch, or oil as a hydrocarbon binder.

In testimony whereof I have signed my name to this specification in the presence of two witnesses.V n' FINLAY A. MCRAE. o f Witnesses: 2 A v WILLIAM J.v C. IIEwETsoN, C. J. E. CHARBONNEAU.

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