US1658336A

US1658336A - Floating vessel

Info

Publication number: US1658336A
Application number: US742236A
Authority: US
Inventors: Isherwood Joseph William
Original assignee: Individual
Current assignee: Individual
Priority date: 1924-10-07
Filing date: 1924-10-07
Publication date: 1928-02-07
Anticipated expiration: 1945-02-07

Description

J. W. ISHERWOOD IFLOATING VESSEL Filed om. v. 1924 s sheets-#sheet 1 Feb. 7, 1928.

Fem?, lsza- 1,658,336

J. ISHERWOOD FLOATING VESSEL Filed oct. v. 1924` s sheets-sheet s .I Wfs'ernfoiod @f l mm Feb. 7,`T92 8. 1,658,336

J. w. lsHERwooD 1 v l FLOATING VES SEL Filed oct. v. 1924 s sheets-sheet@ FLOATING VESSEL Filed om. v; 1924 s Smets-sheaI e 1 nlhwood Feb. 7, 1928.

, 1,658,336 `J. W. ISHERWOOD y FLOATING VESSEL Filed Oct. '7. 1924 8 Shets-She'ef't 7 Feb. 7, 1928.

J. W. ISHERWOOD FLOATING VESSEL Filed oct. v. 1924 8 Sheets-Sheet 8 Patented Feb.l 7, 1928.

JOSEPH WILLIAM ISHERWOOD, OF GHISLEH'URST, ENGLAND.v

FLOATING VESSEL.

Application filed October 7, 1924. Serial No. 742,236.

This invention relates to floating vessels and has for one of its objects to so modify the construction disclosedin my prlor U. S. Patent No. 1,029,546, dated June 11, 1912,

6 as vwill enable the builders to use for thel transverse lmaterials, channel or other rolled sections of comparatively `shallow -de th,

while retaining the same or greater rlgi ity in the construction and seaworthiness of the vessel.

A further object of the invention is to so dispose the bracing material in the vessel as to save a very considerable weight of metal thought necessary before the invention described iny Patent No. 1,029,546 in vessels of the same strength and seaworthiness.

With these and other objects in view, the invention consists in the novel details pf construction and combinations of parts more fully hereinafter disclosed and particularly pointed out in the claims.`

Referring to the accompanying drawings forming apart of this specification, in which like numerals designate like parts in all the views; s

Figure 1 is aA diagrammatic elevational View of a Great Lakes freighter about600 feet long and embodying the construction of this invention;

Figure 2 is a View similar to Fig. 1 of a somewhat modified form general cargo vessel made in accordance wlth this invention about 250 feet long and capable of passing through the Welland Canal;

Figure 3 is an enlarged sectional view illustrating a portion of the construction on the port side of the vessel shown in Fig. 1, whenthe section is taken on the line 3 3 looking in the direction of the arrows;

Figure 4 is a view similar to Fig. 3, of the starboard side of the vessel shown in Fig. 1,-the section being taken on the line 4 4 of said figure looking in the direction of the arrows;

Figure 5 is a view taken on the line 5 5 of Fig. 6 looking in the direction of the arrows and showing the side construction;

Figure 6 is a view of the bottom construe tion partially broken away, taken on the line 6 6 of Fig. 5 looking in the direction of the arrows;

. Figure 7 is an enlarged sectional View of the bottom construction immediately adja- 55 cent the center keel of the' vessel;

Figure 8 is an enlarged sectional view in plan partially broken away of the sides of the vessel, taken on the line 6 6 of Fig. 5;

Figure9 is a view similar to Fig. 5, of the niodilied form of vessel `shown in Fig. 2;

Figure 10 is a view of the construction shown in- Fig. 9, taken on the line 10 10 of said figure looking in the direction of the arrows; and 1 l Figure 1 1 is an enlarged sectional view of a portion of the construction shown in Figs. 9 and 10.

In order that this invention may be the more lclearly understood, it is said Referring first to Fig. 1 of the drawings, the Great Lakes freighter there illustrated is provided with two transverse bulkheads 1 and 2, which extend entirely across the ship and are spaced about 144 feet apart. This said'vessel also has wing tanks 3 and 4, as best shown in Figs. 3 and 4, which may extend substantially throughout the length of the vessel and each of which is made about 72 feet long having end walls numbered respectively 5 and 6. These said Wing tanks, with their transverse end walls 5 and 6, coupled with the transverse bulkheads 1 and 2, form an economical bracing structure which coacts withy other bracing structures that will be more fully disclosed below. That is the vessel of Fig. 1 is provided with a plurality of deep transverse frames 7 spaced 24 feet apart and extending down to the tops 8 of the wing tanks 3 and 4, as illustrated. The bottom ofthe vessel is provided with top transverse channel membersv 9 and with bottom transverse channel members 10 spaced longitudinally of the vessel` 6 feet apart throughout said bottom. It thus results that when this bottom structure is considered in connection with the side or wing tanks 3 and 4, the deep transverses 7 and with the transverse bulkheads 1 and 2, there is provided a lurality of box-like girder structures in t e vessel which mutually coact to give a maximum of stiffness with a. minimum weight of metal, and that the channel sections are so longitudinally a-nd vertically disposed in these various girders to stifi'en the same to a maximum degree with a minimum weight of metal.

For example, in the Wing tanks 3 and 4, there are secured to the outer side plating 13 at a distance of 6 feet apart a plurality of vertical channel members 14 located inside the tanks 3 and 4, which extend from near the bilge of the vessel up to the tank tops 8, as shown. Above the tank tops and spaced 12 feet apart in the vessel of Fig. 1, are a plurality of similar channel sections 16 which extend from said tank tops 8 up to the deck 17 of the vessel. Inside the tanks 3 and 4 and opposite said transverse channel members 14, are disposed similar channel members 18 in the same transverse plane as are the channel members 14. The inner platings 19 constituting the inner sides of the LIU tanks 3 and 4, are secured to these transverses 18 and r,all of said

transverses

14, 16 and 18 are notched for the passage of longitudinals as shown. That is, through the notches 20, Figs. 3 and 4, of the transverses 14 are passed the longitudinals 21 which are secured to the skin 13 of the vessel, through the notches 22 of thel transverses 16 are passed the longitudinals 23; and all the longitudinals 21, 23 and 25, as well as their

corresponding transverses

14, 16A and 18, are

secured directly plating. y

The bottom transverses 9 are in line wlth the transverses 14 and are likewise notched, as at 26, Figs. 3 and 4, and there are longitudinally disposed angles 27 passed through said notches 26 as shown. Thesefsaid angles 27 and transverses 9 are secured to the plating 28 of the bottom tank 29. Likewise, the bottom transverses 10 are notched as at 30, and, channels or other shapes 31 are passed therethrough and secured to the bottom to their cgrresponding plating 32, as illustrated. f In the bilges 15 are placed transverseplate-brackets 33 which are likewise notched and longitudinal. channels 34-passed therethrough as illustrated. The ends of the transverses 9 and A10 are further secured to the bilge plates 33, as indicated in Figs. 3 and 4. The extensions 35 of the bottom tank top 28 constitutes the bottoml of the wing tanks 3 and 4, and fitted to said extensions 35 and to the corresponding transverses 14.H and 18, are the vertical stitfening plates 37, as shown. Corresponding vertical stilening plates 38 are fitted between the transverses 14 and '18 in each tank 3 and 4 and to the Brackets 39 are secured between the tank ...ceding -gu tops 8 of the said tanks as lllustrated.v

the longitudinal girderor plate 50 to which the rectangular plates are conveniently fastened. The pl-ates are Preferably fitted continuous, as shown.v The deck 17 is of a construction somewhat similar to the bottom and is supported by the deep transverse beams 56 spaced 24 feet apart and rigid with the deep transverses 7. These beams are notched as at 57 to receive the longitudinally disposed channels 58.

It will now be clear that this Great Lakes freighter illustrated in Fig. 1, has its hull structure braced by the transverse bulk heads 1 and 2 Fig. 1, spaced 144 feet apart; by the wing tanks 3 and 4, Figs. 3, 4, 5 and 8 having the transversely disposed ends 5 and 6 spaced 72 feet apart; by the vertically disposed deep transverses 7 spaced 24 feet apart; by the vertically disposed -transverses 16 spaced 12 feet apart; and by the vertically disposed l,transverses 14 and 18 spaced 6 feet apart. In addition to this the'bottom is stift'- ened by the upper transverses 9 and the lower transverses 10, While the deck is provided with the deep transverses 56. This transverse stiii'ening' combines with the longitudinals21 and 23, with longitudinals 25, with the longitudinals 58, and with the longitudinals 27 and 31 to form a plurality of boxlike girders whose strengths are greatly increased by the fact that all the longitudinal and transverse members are directly attached to the shell. plating comprising the deck sides and bottom of the vessel. It refJ sults that in a vessel of about 600 feet long it is found by this system of bracing and disposition of the parts about 100 tons of metal'can be saved over the lprior constructions and provide a vessel of the same capacity, strength and seaworthiness.

In the same way a considerable saving oi metal can be accomplished by building smaller 'sized vessels such as those illustrated in Figs. 2, 9, 10 and 11 according to the foregoing disclosure with slight modifications nowto be noted.

In discussing'said Figures 2,V 9, 10 and 11 the same parts arenumbered as in the preres, and only the differences in construction over the preceding vessel are stressed.

tops 8 andthetransverse members 16, whiehw V61 are the transverse Vframes, which are as stated above are fitted between the deep transverses 7, which are spaced 24 feet apart. As best illustrated in Figs. 5 and 6, there are disposed throughout the bottom of the vessel a plurality of rectangular plates 45 which arey secured between the upper chan- 'nel members 9 and the lower channel members 10 of the bottom. These said plates 45 serve to bind the transverses 9 and 10 securely together, and on each side of the center keel 46 there-are dis osed and secured somewhat similar plates 4 as illustrated.

spaced about half the spacing of the widely spaced deep. transverse frames in rn said Patent No. 1,029,546. iThe are of c iannel` sections, 12inches deeplan '31 lbs. per foot and spaced 6 feet apart. 'These channel frames are notched on their edgesat 62 adjoining the skin plating 13 to permit of continuous longitudinal frames 63 preferablyof channel, bulb angle or angle section to pass through the said transverse frames. 64 are transverse channels ten inches .deep by 23 lbs. per foot spaced 6 feet apart support- On each side of the keel there is disposed l ing thel inner bottom plating 28 and are notched at 65 to permit of longitudinal stiffeners 66, 5% inches deep to pass through said transverse channel. 'The outer bottom plating is supported by

transverse channels

67, 10 inches deep by 23 lbs. per foot and are notched to permit of continuous longitudinal frames 68, 51/2 inches deep to pass through said transverse channels; 680 are diaphragm plates whose purpose is to connect the transverse sections to the tank side 69. In the deck construction 70 are the transverse notched channels spaced 6 feet apirt and 71 the continuous deck longitudi-A na s.

Should it be specified that a given size and class of ship is to be built according to my said patent above mentioned, or according to the Isherwood systemj ship builders and naval architects throughout the United States and most countries of the world would readily know the' dimensions or scantlings of the various parts to be employed, and would therefore have no dili eulty in building such a ship, nor iii having the shippassed as being seaworthy or safe by any ofthe standard classification societies.

In other words, the builder would proceed at once to use the various shapes, weights and dimensions of the various parts which have been used and are still used in so many of these Isherwood ships that said parts may be said to have been standardized for each size and class' of vessel. In fact, the ship itself would be equallywell known as having been built on the Isherwood system or on the longitudinal system. Therefore, wherever the words Isherwood system or longitudinal system occur in the claims, it is to be understood that a construction is referred to in which the parts are so disposed and are of suoli dimensions as to comply with the well known requirements of a vessel of the same size and class built on a system now in general use and known to the world as the Isherwood l system.

Therefore, it will now be clear, that by providing a construction as that above disclosed, in both types of vessel that one may produce ships having the following advantages The transverse materials are formed of channel or -other convenient sections instead of web plates and angles as in the Isherwood system, and that they are spaced about half the normal spacing with the'longitudinals spaced somewhat further apart than is required by my Patent #1,029,546. This admits of a reduction in depth or size of the longitudinal frames and a material saving in metal. This said structure also provides for a very rigid construction in each class of vessel which will resist damage to the structure when the vessel contacts with concrete dock walls. The bottom construction is simplied in like manner or in other words, transverse members are fitted in the double bottom in line `with said members in the side of the ship, and not intermediate transverses in the double bottom. The transverse menibers, in the double bottom are formed of channels similar to those in side of shi). These channels have notches cut in their edges which contacts with the bottom plating and tank top plating through which pass continuous longitudinals, both the transverses and longitudinal materials being diiectly attached to the shell and tank top plating. This results in a more rigid bottom construction which is less costly to build and is more readily accessible than the prior constructionsinvolving plate oors lhaving manholes foraccessibility.

It will thus be seen that this vessel einbodies a construct-ion between the main transverse bulkheads spaced about 144 feet that greatly stifl'ens the hull at its sides in the said wing` tanks, which are stilfened by an intermediate bulkhead about 72 feet apart with intermediate transverses made up ot' channels and plates in the bottoms and sides in lieu of solid plates. This, together with longitudinals notched through the above channels, of comparatively' shallow depth gives greater rigidity of structure and at the same time, in a 600 foot vessel, would save about tons of metal.

1. In a floating vessel the combination of a .bottom comprising spaced transverse -rolled section members extending substananda side tank composed of rolled sectionv members comprising transverse members associa-ted .with longitudinally disposed rolled section members, said transverse 'members being more closely spaced than in the Isherwood system and more widely spaced than in the ordinary transverse system, whereby Ithe ship involves greater local rigidity and simplicity of construction than in either the Isherwood system or the ordinary systems.

2. A Heating vessel provided with main transverse bulkheads spaced more than 72 feet apart serving to stien the hull, and also provided between said bulkheads in its deck and bottom portions with a plurality of pairs of transverse members composed of-v also provided in said dec passing through said notches and more widely spaced than in said system, and with longitudinally disposed wing tanks on its s1des;

whereby there is "produced a vessel with increased rigidity, of a less weight of metal, and of a greater simplicity of construction than in said system.

3. A loatingvessell provided with main transverse bulkheads, spaced substantially twelve times the spacing of each pair of transverse members, yserving to stitlenA the hull, and also provide between said bulkheads in its deck and bottom portions with a plurality of pairs of transverse members composed of rolled sections having notches, said transverse members extending substantially from the sides to mid-beam and being somewhat more closely spaced and individually lighten than in the Isherwood system;

said vessel also provided in said deck andbottom portions with longitudinally disposedmembers passing through said notches and'more widely spaced than in said system; and with longitudinally disposed wing tanks on its sides; whereby there is produced a vessel with increased rigidity, of a less Weight of metal, and of a greater simplicity' of construction than in said system.

4. A floating vessel `..-.4Vided with main transverse bnlkheads spaced substantially seventy-two feet apart serving to stii'en the hull, and also provided between said bulkheads in its deck and bottoni portions with a plurality of pairs of transverse members composed -of rolled sections having notches, said transverse members extending snbstantially from the sides to mid-beam and being somewhat more closely spaced and individually lighter than in the Isherwood system;

vsaid vessel also provided in said deck ad bottom portions with longitudinally disposed members passing through said notches and more widely spaced than in said system and with longitudinally disposed wing tanks on its sides; whereby there is produced a vessel with increased rigidity, ot' ra less weight ot metal, and of a greater simplicity of constructlon than 1n said systenn ln testimony whereof I al'lix my signature.

JOSEPH WILLIAM 1SHERWOOD.