US1911625A - Ship construction - Google Patents

Description

M y 30, 1933- w. LAMBERT ET AL SHIP CONSTRUCTION 1930 2 Sheets-Sheet 2 Filed April 11 5 8 Z 6 E a f8 2 l 74 EM 8 M 6 IOU ME :1 J 2 ".5 2 \\\\\\\\\\m V k 2 7 a d ;2 w 2 M mm a Patented May 30, 1933 UNITED STATES PATENT OFFIC WALTER LAMBERT AND noanon HENRY GERMAN; or MONTREAL, QUEBEC, cANADA SHIP CONSTRUCTION" Application filed April 11, 19150. I Serial No. 443,383.

The invention relates to ship construction, as described in the present specification and illustrated in the accompanying drawings that form part of the same.

The invention consists essentially in add ing new structural features in the way of longitudinal girder members that will rigidity thehull and isolate thebilge sections and form bilge conduits for certain defined purposes.

The objects of the invention are to establish in ship building a new method of traming, which will include side tanks constituting box girders and bilge conduits and extending in length for the major portion of the ship through all intermediate bulkheads; to insure greater strength per ton of weight and greater safety for the cargo by decreasing the areas of the side hold walls exposed to the water; to construct passages as integral parts of the hull extending through from bow to stern and adapted to form conduits for theinstallation of all kinds of piping for repair and replacement purposes,' the introduction of ballast and for the protection of the ship interior and its'contents; to eliminate the waste spaces situated at the bilge portions of the ship and facilitate the handling of cargo by the constructional changes incidental to utilizing these spaces; to carry a greater weight of cargo at a less capital cost; to avoid the dangers incident to the starting of a plate or plates where the side walls are likely to strike against piers, wharves, banks and other hard surfaces likely to come in contact with the mostvulnerable'portion of the ship, especially for the passage through canals and in docking'at terminals and intermediate points; and generally to construct at a moderate cost a ship having excellent carrying capacity as well as safety features which in themselves will' prove a great factor in the saving of lives and 4:5 property.

In the drawings, Figure 1 1s a side elevational View of a ship showing the invention applied thereto.

Figure 2 is a plan view of the ship showing the inwardlyinclined side walls at the upper end.

Figure 3 is a plan'view showing the holds and the bilge conduits.

Figure 4 is a transverse sectional view, showing the bracket construction on either side at dili erent points.

Figure 5'is a fragmentary sectional perspective view, showing the constuction of the sidewall in the interior.

Figure'6 is a line drawing, showing the shape of the ship transversely with the bilge conduits.

Figure 7 is a line drawing, showing the shape of the ship transversely with the outer walls of the bilge conduits shown apart from the hold enclosure.

Figure 8 is a detail showinga doorclosing a man hole into a bilge conduit;

Like numerals of reference indicate corre sponding parts in the various figures.

Referring to the drawings, the'hull illus-. I

tra t-ed is thatof a' barge or self propelled" ship and customarily such vessels are out off at the bow and stern to form in the bow a forepeak tank 15 divided from the main portion of the ship by the'bulkhead- 16. and in thestern the aftpeak tank 17 divided from the main portion of the ship by the bulkhead 18, the'intervening portion of the ship, that is to say, between bulkheads 16 and 18 is usually in freight carriers, divided into so several holds. I

The bilge portion between the bulkheads 16 and 18 on each side constitutes a box girder, and at the same time abilge conduit, indicated by the numeral 19.

Each box'girder or bilge conduit is formed of the longitudinal plating 20 on the insides, the'longitudinal plating 21 on the outsides, and the longitudinal plating-22 on the bottom sides, also the continuous longitudinal keels'on 55 and the continuous longitudinal side stringer 56, theplatings 21 being joined at the upper end to the intermediate plat ings 23 of the side walls on the outside and the plating 20 being joined to the plating 23 on the'inside; i

The plating 22 is joined from each bilge conduit or box girder to plating 24 forming the'mid-section of the ships bottom.

The transverse framing 25 extends from the bottom sections 22 up the vertical sections 21 and down the plating 20 and across the bottom sections 22 having the supporting brackets 26, 27 and 28, thus insuring a longitudinal tubular member of considerable strength at each side of the ship, joined to the bulkheads 16 and 18 and the intermediate bulkheads 29, 30 and 31 in watertight joints.

The frames 32 are introduced in the conduit 19 in alignment with the bulkheads 29, 30 and 31. These frames may or may not be closed in and have door openings and doors such as is shown in the construction of the end frames 33 and 34, one of which is illustrated with the watertight door 35, closing a corresponding man hole.

There may be other ways ofireinforcing the box girders or conduits, such as by longitudinal angles bars or by other forms of transverse ribs, the salient feature being the structural strength of these supporting hollow beams or box girders and their influence on the other structural features of the ship, as well as the protection to the holds of the ship, which is provided in the inwardly inclined walls represented by the plating 20.

The plating of side walls and bottom, including the outer walls of the box girders continue into the bow plating 36 and the stern plating 37 of the hull fore and aft respectively and the side walls may be inclined inwardly between bow and stern portions as shown in the upper sections 38 joined to the deck plating 57 though this is by no means essential as these walls in their upper sections may be perpendicular.

The framing 40 in the form of buttresses extends upwardly from the bilge conduit por- 'tions at intervals.throughoutthe light framing 41, and as already explained the inter-Y mediate bulkheads 29, 30 and 31 divide the ship into the holds 42, 43, 44 and 54.

The ceiling 45 may be of removable plating or of removable plating covered by wood 46, and usually this is supported slightly above the mid-section 24 of the bottom on the beams 48.

The aprons 47 form extensions from the plating 20 over the downwardly turned sections 59 and lay over the ceiling 45, to form an efficient end connection to the floor 48 and also so as to facilitate the handling of the cargo, but this ceiling 45 may be continued from the plating or aprons 47 and form a double bottom, of course this inner bottom is usually considerably higher than the ceiling shown as there is no necessity to limit this, invention to a single bottom ship, even though it is particularly adaptable to the single bottom ships sometimes used as canal carriers in America. V

The pump 50 is connected by the piping 51 to the several ballast tanks and to the bilge described is quite a new departure in the construction of ships for passage in confined waters, especially is this so in the Great Lakes, rivers and communicating canals of America, where it seems almost impossible for the master of a ship to so navigate his vessel as to avoid bumping into walls and piers, and this bumping, as a rule occurs at the bilge,'with the result that a plate is frequently started and the water leaks in, perhaps very slowly, but nevertheless it certainly will leak into the conduits,v instead of intothe cargo holds as would occur in ordinary ship construction. I

This does little or no damage, it may give the boat a slight list, if the leak is bad, but it is a very simple matter to pump it out, or to put a corresponding weight of water in the other side.

It will further be noticed that the inclined upper portions of the side wall leave only a short intermediate portion in which any damage can be effected, and this is taken care of by the rubbing strakes 52, consequently there is little chance of the water reaching the cargo in the hold for it is very seldom that the bottom is damaged, unless it is a serious accident or catastrophe, but in the ordinary course of navigation, especially in the inland waters, the bilge portion of the ship usually meets with the hardest knocks, and it is there that the plates are more likely to be started.

The introduction of the conduit bilge or longitudinal watertight compartment shortens the span of the bottom transverse girders, called floors, and the weight and size of these floors may accordingly be reduced to attain the same standard of strength as would be afl'orded by ordinary ship construction which requires longer floors.

In a similar manner the span of the side frames is also interrupted or shortened and these also consequently may be reduced in section and weight. Therefore the weight of these members being reduced, at greater weight out of the total displacement is available for the carriage of cargo.

WVhat we claim is:

In ship construction, a hold separated from the remainder of the vessel and having end walls in common with the bow and stern portions, upper side walls in common with the upper side wall structures, ceiling in common with the deck and lower side walls individual to the hold and cutting ofi considerable sections of the outer skin of the vessel extending upwardly to common side wall sections and inwardly to a middle hold section of the bottom and thus forming a water tight box hold flanked at the lower end by Water tight chambers having end walls extended from the hold end walls and having access openings with closures.

Signed at Montreal, Canada, this 18th day of February 1930.

WALTER LAMBERT.

HORACE HENRY GERMAN.

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