US2506549A

US2506549A - Framing construction for vessels

Info

Publication number: US2506549A
Application number: US607045A
Authority: US
Inventors: Kervarrec Bernard
Original assignee: Individual
Current assignee: Individual
Priority date: 1942-03-14
Filing date: 1945-07-25
Publication date: 1950-05-02
Anticipated expiration: 1967-05-02

Description

May 2, 1950 B. KERVARREC FRAMING CONSTRUCTION FOR VESSELS 2 Sheets-Sheet 1 Filed July 25, 1945 ATTORNEYS R O N E V m ,Barn a "Q flervar/zc May 2, 1950 B. KERVARREC FRAMING CONSTRUCTION FOR VESSELS 2 Sheets-Sheet 2 Filed July 25, 1945 INVENTOR jar/7 2rd ffer'varraa ATTORNEYS Patented May 2, 1950 Applicati0n July 25, 1945, SerialNo. 607,045 =In'-France March 14,.1942

" Sect' ion L Public Law 690, August 8, 1946 "Patent expires Ma'rch'14, i962 7 I Claims.

.The presentzinvention:relates toithe: construction:oficargof'shipsand similarvessels.

:In shipbuildingiandtmiore' particularly in the building of ships zdestinedrto'icarry heavy fcargo "it 'is usual to support'the deck or idecks; generally constituted by iron sheets ior'zplates :securedon small transversely extending :beamsfby "girders extending llongitudinally ol the ship. These longitudinal' .fgirders fhave fconsid'erable "height "and rest upon'zrows dfrstanchions conveniently placed at regular distances' within th'e h'ull and which stanchions transmit? the aload' from the :longitudinalgirdersithat carry or suppoft the' decks down to the bottom frameworkc'of the ship. "Conventionally, the stanchions are disposedin several rows extending"longitudinally lofithe "ship and transversely ispaced with respect to each other.

It is also usual practice to provide spaced vertical rribs along the "side of the ship. The webs'of these'ribs have considerable depth and'together with the longitudinally :extendinggirders protrude into the internal "space "of the vessel which is designed to accommodate the cargo. Therefore, the protrusion of the longitudinal girders and the ribs and the presence of a relatively important numbenof I stanchions not only disturbs'the handling and' storing of cargo ='that it to be disposed in"the hold's"and betweenithe decks, butalsoxrenders *pra'ctieally useless for cargo an important part of the "volume of the holds and of the volume comprisedbetween the decks.

The present invention has for its object, the provision in shipbuilding of astrong frame or skeleton structure of greatly reduced weight and considerablyreduced size. This is principally attained by a reductionin vertical height --of the transverse cross 'section'of the girders and by a reduction to a 'strict'rminimum in the number of stanchions.

Theframe or skeleton according to the invention comprises, for every deck, highly resistant transversely and longitudinally extending beams or girders consisting of-box girders having very wide inner and outer reinforcing plates, one of which is constituted by 'the. main-deck itself,-and by upright or vertical girders, which may also be of the box type with wide innerand outer reinforcing plates and which are'secured on the lateral walls of the ship as ribs or riders in order to support said transversely extending girders. Said longitudinally and transversely extending girders are connected at their crossing points preferably by electrical welding; so. as to form together with saidupright-ribs:oregirders a rigid .2 structure permitting the stanchions to be eliminated or at'least reduced to a minimum in number. The beams, of thetype ordinarilyemployed for supporting deck planking, may be 'used as the webs for the transverse and upright box girders.

The longitudinal girders may have across:- section of conveniently variable height. and be distributed according to requirements andmay extendover apart or over the whole of. the height of the coamings so as to resist asieiiectively. as possible the vertical iorce constituted by the load and the longitudinal bending stress of the whole ship.

The above described arrangement may still be improved by reducing the dimensions of the box girders, and consequently reducing their weight by arranging longitudinally of the ship, the beams usually employed for supporting the deck plankingbetween the-hatches and the lateral walls of the ship so as to increase the stiffness oi the deck, together with the'cross section of the deck area resistive to longitudinal compressive and bending stress.

In the accompanying drawings which showfby wayof example, two diagrammatic constructional forms of a skeleton for a cargo vessel according to the invention:

Fig. 1 is a diagrammatic plan view of the first embodiment of the ship, the rear .part thereof being omitted,

Fig. 2-isalongitudina1 cross section On a'large'r scale taken along lineII]1 of Fig. 1,

Fig. 3 is a cross sectional View. also on an enlarged scale taken along the broken line III-III of Fig. 1,

-Figs.4 and 5 are cross sectional detailed views on an enlarged scale showing the arrangement of a longitudinally extending girder and a transversely extending girder, respectively, and

Fig. 6 illustrates a fragmentary perspective cross-sectional view withparts broken away of the skeleton of a ship built according to the second embodiment of this invention. I

.In the arrangement of "Fig. 1, which shows in plan the maindeck, which comprises two strong longitudinally extending beams or box girders |,-2,-each=of said girders comprising as shown in Figure 4, channel irons 3, -in any number, connected by a strong inner sole or reinforcing plate 4 and by a-corresponding upper or outer .plate 5. The latter is constituted by a plate of the main deck, so that by taking advantage .of the :important width of thepiate "5 the-height of the 3 girder and consequently the weight of said girder may be reduced.

The girders I, 2, constitute the longitudinal head ledges of the hold hatches such as B, 1, 8 and9. The longitudinal girders may extend as one piece units or be provided in sections of any desired length and be as numerous as required by the length of the ship. For instance, in Fig. 1,

in the fore part of the ship, the girders ll), I i, are

arranged as shown in Fig. 4, but they are separated from each other a distance less than the space between the longitudinal girders I, 2, and they may be constituted by beams of the, size ordinarily employed for supporting the main deck.

use of additional sheet iron reinforcements. Continuations of the framework or box girders l2 extend along the hull or lateral sides of theship as shown in Fig. 3 from the upper or main deck Hi to the double bottom l1. These vertical elements or ribs comprise beams or box girders l8 also constituted by channel or angle irons connected at their flanges by inner and outer sole or' base plates. the outer base plates also constituting lateral walls or hull plates I9.

Due to. the above described arrangement in which, every hatchway is defined by a strong frame formed respectively by the longitudinal box girders I. 2. and the transverse frame work or box girders l2, it is possible to free the holds of stanch ons or at least to reduce the number thereof to a minimum and also to rovide large hatchway dimensions as shown in Figure 2. It will be sufficient. for instance. to dispose stanchions such as 20, 2| and 22 under the transverse box girders. l2 which define the respective fore and aft athwartship edges of the hatches of the lower decks. thus unencumbering the holds and the spaces between the decks.

The reduced height of the longitudinal and transverse girders I, 2 and i2 and the reduced lateral extentoi the vertical ribs or girders l8 aflords a noticeable increase of the useful volume of the holds since-the protrusion of said girders into the holds is thus. considerably reduced.

It is thus possible to reduce to a minimum the depth ofthe ship as well as its measurements.

It is understood that the res ective longitudinally andtransversely extending beams, such as 23, 25 and 26 and which are utilized in the construction of the ship may have any desired shape. The number and dimensions of the iron plates used for the construction of the deck 'plates and these beams may of course vary according to the particular requirements.

The connection between the several parts of the girders is effected in the conventional manner by welding as shown at 3| in Figure 2 illustrating the connection at the crossing point of the girders l2 relative to the girders I or by means of gussets or braces, not shown on the drawings, or in any other manner convenient for the particular requirement.

The reference numeral 23 designates small beams extending transversely of the ship and ingirder l.

serted between the longitudinally extending girders and supporting the deck.

As seen in the constructional form of Fig. 6 the box girders extending longitudinally of the ship along the sides of the hatches include reinforcing parts I and 2' havingan increased height extending above the height of the usual box This arrangement permits the height of these box girders to be adapted to withstand conditions of v stress and distortion, these longitudinally extending box girders with the reinforcing parts I and 2' easily resisting the load forces acting 'at right angles to the deck as well as the longitudinal bending stress of the whole ship. These parts I and 2 of the girders that have an-increased height may extend over a part of or the entire height of the coamings of the hatches. As shown in Fig. 6, the reinforcing parts or means comprises a box structure extending vertically above thekplane of said deck having a height extending substantially over the height of the coaming along the longitudinal sides of the hatches and including upwardly sloping end portions 2'! and 28 and a flat portion 29 intermediate and'connecti'ng the end portions, said flat portion extending the major'longitudinal length of the hatch openings.

As also shown in Fig. 6, the cross sectional area of tight bulkheads such as 24 located at the ends ofsome of the hatches, and illustrated with parts broken away, may be utilized to reduce the size, that is, the fore and aft cross-sectional extent of the girder 12 extending transversely of the ship at the ends of. the hatches. In this event these transversely extending girders are thus continuously supported throughout their whole length by the tops of the bulkhead.

According to this invention, beams 25 extending longitudinally of the ship are arranged on either side of the hatches and supported by the transversely extending box girders E2. These longitudinally extending beams 25 increase the rigidity of the ship and the useful cross section for resisting longitudinal compressive forces. They may be further interconnected by cross beams 26 extending transversely thereof.

This arrangement simultaneously stiifens the transversely extending bulkheads by reinforcing the frame work of these bulkheads with the longitudinally extending box girders l and 2 and also with the longitudinally extending beams 25.

Transverse bulkheads are not usually designed for resisting stresses at right angles to the longitudinal plan of the ship, and the above described arrangement combining with the vertical rib girders extending along the hull at the side marginal edges of the bulkheads provide a rigid bulkhead framework reinforced at the level of each intermediate deck by the reinforced beams and girders incorporated in those decks. Thus a vessel skeleton or frame work is obtained with a minimum of weight and encumbering portions as far as cargo handling is concerned, and one having undistortable sections which greatly imit longitudinally and transversely thereof and hori Zontal plates supported thereon, at least one row of hatches extending longitudinally of the deck, two box girders each extending longitudinally of the ship, transversely spaced and defining the longitudinal side margins of the hatches of said row of hatches, box girders extending transversely of the deck from side to side thereof adjacent the athwartship ends of the hatches, connected to said longitudinally extending box girders and supported on and connected to said rib means, each oi said longitudinally and transversely extending box girders comprising a plurality of flanged profile irons disposed parallel to each other and to the longitudinal axis of the girders, and inner and outer plates respectively connected to said profile irons with the outer plates constituting deck plates.

2. A ship as defined in and by claim 1 and reinforcing means secured to said longitudinally extending box girders at a portion thereof along said hatch openings comprising a box structure extending vertically above the plane of said deck having a height extending substantially over the height of the coaming along the longitudinal sides of the hatches and including upwardly sloping end portions and a flat portion intermediate and connecting the end portions, said flat portion extending the major longitudinal length of the hatch openings.

3. In a ship, a hull having plates constituting lateral walls thereof, at least one deck formed of deck plates, at least one row of hatches extending longitudinally of said deck, beams extending longitudinally of the ship and defining opposite sides of said row of hatches and each including a plurality of parallelly disposed channel irons extending longitudinally of the ship and having their upper flanges connected to the deck plates and lower auxiliary sole-plates rigidly connected to the lower flanges of said longitudinally extending channel irons, whereby said longitudinally extending channel irons, the lower auxiliary sole-plates and the deck plates connected thereto constitute longitudinally extending box girders, a plurality of tranverse beams every one of which being respectively disposed adjacent each athwartship end of each of said hatches and extending from one side of the hull to the other side thereof and each including a plurality of parallelly disposed channel irons extending transversely of the ship and havin their upper flanges in substantially the same plane as the upper flanges of said longitudinally extending channel irons and connected to the deck plates and lower reinforcing sole-plates rigidly connected to the lower flanges of said transversely extending channel irons, whereby said transversely extending channel irons, the lower reinforcing sole-plates and the deck plates connected thereto constitute transverse box girders adjacent each athwartship end of each of said hatches, connecting means between said longitudinally extending beams and said transverse beams, and vertically disposed supporting means rigidly connected to the lateral walls of the hull of the ship and supporting said transversely extending beams.

4. In a ship according to claim 3, said vertically disposed supporting means constituting for each transversely extending box girder a substantially vertical beam disposed on each lateral wall of the hull and each comprising a plurality of substantially vertical channel irons having their outer flanges rigidly connected to the plates forming the lateral walls of the hull and inner plates connected to the inner flanges of said vertical channel irons, whereby said vertical channel irons and the inner plates and lateral walls of the hull connected to the said vertical channel irons constitute substantially vertical box girders.

5. In a ship according to the claim 3, for each transversely extending beam a vertical stanchion resting on the bottom of the hull and disposed under said transverse box girder substantially midway of the transverse side of the corresponding hatch and adapted to support said transverse box girder.

6. In a ship according to claim 3, additional reinforcing means on said longitudinal box girders along and adjacent the sides of the hatches and rigidly connected with said longitudinal box girders and extending substantially over the height of the coamings along the longitudinal sides of the hatches.

7. In a ship according to claim 3, a transverse bulkhead under and contactin at least one of said transverse box girders for supporting the same.

BERNARD KERVARREC.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 522,744 Stratton July 10, 1894 538,799 Stuart May 7, 1895 586,436 Haug July 13, 1897 670,225 Gayley Mar. 19, 1901 704,362 Oldham July 8, 1902 975,699 Lilliehook Nov. 15, 1910 1,029,546 Isherwood June 11, 1912 1,033,403 Hough July 23, 1912 1,066,039 Oldham July 1, 1913 1,180,852 Jack Apr. 25, 1916 2,071,925 Frear Feb. 23, 1937