US3780687A

US3780687A - Ship hull construction

Info

Publication number: US3780687A
Application number: US00209297A
Authority: US
Inventors: J Mcdonald
Original assignee: Individual
Current assignee: Individual
Priority date: 1971-12-17
Filing date: 1971-12-17
Publication date: 1973-12-25
Anticipated expiration: 1990-12-25

Abstract

A cargo ship hull designed primarily for the transport of liquids and yet also adaptable for transporting solids. The hull is cylindrical in configuration and includes conical bow and stern ends with the major portion of the length of the hull disposed between the bow and stern ends including an inner generally cylindrical cargo compartment downwardly offset relative to the centerline of the outer cylindrical skin of the hull and divided into longitudinally spaced compartment sections. Truss bracing is utilized throughout the length of the main cargo section between the outer hull and the inner compartment walls and a board structurally reinforced concrete bottom keel and ballast member extends longitudinally of the hull between the outer hull and the inner compartment wall.

Description

[ Dec. 25, 1973 1 1 SHIP HULL CONSTRUCTION [76] Inventor: James C. McDonald, Jr., 2033 Charles, Vidalia, La. 71373 [22] Filed: Dec. 17, 1971 [21] Appl. No.2 209,297

[52] US. Cl. 1.14/41, 114/74 R [51] Int. Cl B63b 35/08 [58] Field of Search 114/40-42, 16 R, 74 A,

963,541 7/1964 Great Britain 1. 114/16 R Primary ExaminerDuane A. Reger Assistant Examiner-Galen L. Barefoot Attorney-Harvey B. Jacobson [5 7 ABSTRACT A cargo ship hull designed primarily for the transport of liquids and yet also adaptable for transporting solids. The hull is cylindrical in configuration and includes conical bow and stem ends with the major portion of the length of the hull disposed between the bow and stem ends including an inner generally cylindrical cargo compartment downwardly offset relative to the centerline of the outer cylindrical skin of the hull and divided into longitudinally spaced compartment sections. Truss bracing is utilized throughout the length of the main cargo section between the outer hull and the inner compartment walls and a board structurally reinforced concrete bottom keel and ballast member extends longitudinally of the hull between the outer hull and the inner compartment wall.

8 Claims, 8 Drawing Figures PMENIED DEC 2 51973 SHEEIIUF3 sure HULL CONSTRUCTION The hull of the instant invention has been primarily designed for use as a tanker and in waters where layers of ice may be encountered. The hull has been specifically designed as a surface ship and its conical bow may either ride over and up onto an ice layer for breaking the same or wedge downwardly beneath an ice layer for breaking the same as the hull proceeds forwardly.

The main object of this invention is to provide a tanker ship that may readily move through waters where coverings of ice may be expected.

Another object of this invention is to provide a ship hull of cylindrical configuration including a generally conical bow whereby the latter may either ride up onto or wedge beneath an ice layer for breaking the same as the hull proceeds forwardly.

Yet another object of this invention is to provide a tanker type hull of cylindrical configuration including inner and outer generally cylindrical hulls with truss bracing secured therebetween in a manner to provide the necessary bracing and strength to enable the bow of the hull to ride up onto or wedge beneath layers of ice.

Another important object of this invention, in accordance with the immediately preceding object, is to provide a cargo hull having a structurally reinforced concrete keel extending between the inner and outer hulls along the bottom of the ship to provide not only reinforcement for the hull but also ballast to assist the hull in maintaining an upright attitude.

A final object of this invention to be specifically enumerated herein is to provide a hull in accordance with the preceding objects which will conform to conventional forms of manufacture, be of simple construction and relatively easy to construct so as to provide a device that will be economically feasible, long lasting and extremely well adapted for construction in various sizes.

These together with other objects and advantages which will become subsequently apparent reside in the details of construction and operation as more fully hereinafter described and claimed, reference being had to the accompanying drawings forming a part hereof, wherein like numerals refer to like parts throughout, and in which:

FIG. I is a side elevational view of the hull of the instant invention;

FIG. 2 is an enlarged transverse vertical sectional view of the hull;

FIG. 3 is a fragmentary enlarged longitudinal vertical sectional view of the hull;

FIG. 4 is a side elevational view of the hull illustrating the manner in which it may be operated to ride up over a layer of ice;

FIG. 5 is a side elevational view similar to FIG. 4 illustrating the manner in which the bow of the hull may be utilized to wedge underneath a layer of ice;

FIG. 6 is a fragmentary side elevational view of a modified form of conical bow;

FIG. 7 is a fragmentary side elevational view similar to FIG. 6 but illustrating a third form of conical bow; and

FIG. 8 is a fragmentary side elevational view similar to FIG. 7 illustrating a fourth form of generally conical bow including a transverse thrust tube.

Referring now more specifically to the drawings the numeral 10 generally designates the ship of the instant invention. The ship 10 includes a hull referred to in general by the reference number 12 defining bow and stem sections referred to in general by the reference numerals l4 and I6 and an intermediate cargo portion referred to in general by the reference number 18.

From FIGS. 2 and 3 of the drawings it may be seen that the intermediate cargo section of the hull 12 includes an outer cylindrical skin 20 and an inner cylindrical skin 22. The longitudinal center axis of the inner skin 22 is displaced downwardly relative to the longitudinal center axis of the outer skin 20 and the lower portion of the inner skin 22 is flattened as at 24 to define a flat bottom 26. The front and rear ends of the inner skin 22 include front and

rear walls

28 and 30 and the inner skin 22 additionally includes a plurality of transverse partitions 32 spaced longitudinally of the hull 12 intermediate the

end walls

28 and 30.

Truss bracing 34 is secured between the inner and outer hulls throughout the length of the cargo section 18 and crossed diametric bracing as well as cord bracing 36 is secured between opposite sides of the outer skin 20 at each partition 32 and

end walls

28 and 30. The

bracing members

34 and 36 which pass through the inner skin 22 are sealed relative thereto and it may be seen that a structurally reinforced poured concrete keel 38 is disposed between the bottom 26 and the lower peripheral portion of the outer skin 20, the keel 38 including an upper portion 40 and a lower portion 42 which projects downwardly through the lowest peripheral portion of the skin 20.

The bow section 14 is generally conical and the forward end 44 of the upper portion 40 of the keel 38 extends forwardly a short distance into the bow section 14. The bow section 14 includes numerous longitudinal, transverse and

diagonal bracing members

46, 48 and 50 and the stern section is similarly constructed. The rear end 52 of the upper portion 40 of the keel 38 projects rearwardly into the stern section 16 and a power plant 54 is securely mounted on the rear end 52 of the keel 38 and supplies power to the rearwardly displaced propulsion motors 56. Also, the stern section 16 includes a rudder 58 having its own motor 60 driven from the power plant 54.

The upper rear portion of the rear end of the cargo section 18 includes a raised upwardly projecting control station 62 to which access may be gained from the crews quarters (not shown) in the stern section 16, the total crew number for the ship 10 being relatively small.

With attention now directed more specifically to FIG. 6 of the drawings there will be seen a modified form of bow section referred to in general by the reference numeral 14. The apex of the bow section 14 coincides with the longitudinal center axis of the corresponding cargo section 18, but the conical section 14' is generated by the angular displacement of a straight line about the center axis while the bow section 14 is generated by the angular displacement of an arcuate line about the center axis of the box section 14.

In FIG. 7 of the drawings there may be seen a second modified form of conical bow section referred to in general by the reference numeral 14" and it will be noted that the apex 14a of the bow section 14" is displaced downwardly relative to the longitudinal center line of the corresponding cargo section 18".

With reference now more specifically to FIG. 8, a third modified form of bow section referred to in general by the reference numeral 14" may be seen and it will be noted that the apex 14b of the bow section 14" is co-extensive with the lowest peripheral portion of the corresponding cargo section 18". Further, the bow section 14" includes a transverse thrust tube 15 extending therethrough having water propulsion means (not shown) intermediate its opposite ends for supplemental steerage of the hull. Also, each of the

bow sections

14, 14 and 14" may be provided with a tube such as the tube 15.

With attention now invited more specifically to FIG. 4 of the drawings, it may be seen that the hull 12 has its bow section 14 riding up onto a layer of ice 100 and it will be noted that when a sufficient amount of the weight of the bow end of the hull 12 is supported on the ice layer 100 the latter will be broken allowing further forward progress of the hull 12. However, if desired, the hull 12 may be operated in the manner illustrated in FIG. of the drawings to wedge the bow section 14 thereof beneath the ice layer 100 so as to wedge the latter upwardly and thereby break the same in order to allow further forward progress of the ship 10.

Of course, the bow section 14' is capable of operation in substantially the same manner as the bow section 14. However, the bow sections 14" and 14", by having their apices 14a and 14b spaced below the center lines of the corresponding cargo sections 18" and 18", are primarily adapted to be utilized in the manner illustrated in FIG. 5 of the drawings.

The foregoing is considered as illustrative only of the principles of the invention. Further, since numerous modifications and changes will readily occur to those skilled in the art, it is not desired to limit the invention to the exact construction and operation shown and described, and accordingly all suitable modifications and equivalents may be resorted to, falling within the scope of the invention.

What is claimed as new is as follows:

1. An elongated self-propelled surface ship hull including bow, stern and intermediate sections, said intermediate section including a generally cylindrical outer shell and a generally cylindrical inner shell defining a cargo compartment, the center axis of said inner shell being offset downwardly relative to the center axis of said outer shell, truss bracing secured between said inner and outer shells throughout at least substantially the entire length of said intermediate section, said bow section comprising a forwardly tapering conical section including substantial internal bracing forming, in part, a forward continuation of said truss bracing, the apex of said forwardly tapering conical section being disposed at least closely adjacent the center axis of said cylindrical outer shell for disposition above the water line when said hull is unladen and below the water line when said hull is heavily laden, said forwardly tapering conical section being operative to wedge up onto a surface ice layer when said hull is unladen for trenching downwardly through the ice layer and to wedge downwardly beneath a surface ice layer when said hull is heavily laden for trenching upwardly through said ice layer in response to increased upward buoyant force of the bow section as the latter wedges beneath said ice layer, said intermediate section including hull reinforcing keel of high density material including at least major portions thereof disposed between the opposing lower portions of said inner and outer shells, at least said bow section and the adjacent portions of said intermediate section being free of outward protuberances which would diminish the ability of the bow section to wedge up onto and downwardly beneath said ice layer.

2. The combination of claim 1 wherein the lower portion of said inner shell is flattened and closely overlies the lower portion of said outer shell.

3. The combination of claim 1 wherein said inner shell includes opposite end walls and longitudinally spaced transversely extending partition defining bracing structures.

4. The combination of claim 1 wherein said stern section includes a generally conical outer shell.

5. The combination of claim 1 wherein, the apex of the bow section is disposed on the longitudinal center axis of the outer shell of said intermediate section.

6. The combination of claim 1 wherein the apex of the conical outer shell of said bow section is spaced slightly below the longitudinal center axis of the outer shell of said intermediate section and above a line extending along the lowest portion of the outer shell of said intermediate section.

7. The combination of claim 1 wherein said conical bow section includes an outer shell generated by a straight line angularly displaced about the center axis of said conical outer shell.

8. The combination of claim 1 wherein said bow section includes an outer shell generated by an arcuate line angularly displaced about said apex of said conical outer shell of said bow section.