US51504A - Improved apparatus for the ventilation of ships - Google Patents

Description

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UNITED STATES PATENT Orrin.

OLIVER D. WELLS, OF WESTERLY, RHODE ISLAND.

IMPROVED APPARATUS FOR THE VENTILATION OF SHIPS.

To all whom it may concern:

Be it known that I, OLIVER D. WELLs, of Westerly, in the county f Washington and State of Rhode Island, have invented certain new and useful Improvements in Means for Ventilating and Preserving the Material of Ships and other Vessels, and I do hereby declare that the following is a full and exact description thereof.

The accompanyingv drawings form a part of this specification.

Figure l is a longitudinal vertical section on the line S S in Fig. 2. Fig. 2 is atransverse section. Fig. 3 is a horizontal section of a portion of one of the sides on a larger scale. It is taken on the line of one of the water-tight horizontal partitions, which I designate by the letter J. Fig. 4 represents a corresponding vertical section through' the timbers, showing` the method of forming the partition J. Fig. 5 is a vertical section ot' one of the sides between the timbers, showing the best method known to me of forming the passages c and z'. It also shows the position of the partitions J relatively to the deck-beams.

Similar letters of reference indicate like parts in all the figures.

Tints are employed to aid in distinguishingparts, and do not imply a difference of material. The entire wood-work may be oak or any other suitable wood.

To enable others skilled in the art to make and use my invention, I will proceed to describe its construction and operation by the aid of the drawings and of the letters of reference marked thereon.

A represents the timber frame-work of a vessel; B, the outside skin or planking, made tight by the ordinary means, and O D an inner skin, made equally tight by corresponding means. The entire framework and skin of the vessel is represented as greatly increased in thickness above that required in practice, in order the more plainly to indicate the parts, Figs. l and 2. The inner skin, O D, is not in a continuous layer, like the outer skin, B. There are, on the contrary, lines or openings at different levels, each extending the entire length of the ship, and each tightly and strongly covered by a plank tted on so as to lap over upon the adjacent planks and form a tight and strong connection therewith. The openings or breaks in the inner skin are represented respectively by c c2 c3, &c., and the planks which cover them are represented respectively by D' D2 D3. The openings c c2 c3, thus provided within the inner line of the tiinber-traming A, afford a free circulation for air through the spaces between the timbers ot' the entire hull.

E and F are boxes or cases, of cast-iron or other suitable material, fixed in the hull at or near the level of the deck, with their open mouths presented horizontally outward, as represented. In the bottom ot' each is a hole, which allows the air to pass freely down between the timbers. The hole c in the box-E is guarded by an ample valve, M, which is, under ordinary circumstances, held up by a coiled spring, m. The hole fin the bottom of the box F is guarded by a valve, N, which is held up, under ordinary circumstances, by the coiled spring n. The tension of each spring m and n is suiiicient to sustain the weight ot' the valve, and also to resist the force of the wind; but when, under any circumstances, the box becomes lled with water, as by the plunging of the vessel or the rise ot' the waves in a heavy sea, the weight ot' the water pressing on the valve compels the spring to yield, and the valve closes and prevents the water from iiowing down from the box into the frame-work of the vessel. This valve may be closed by hand, if desired, and secured after the ma-nner ot` the glass dead-lights ordinarily used on shipboard.

In all the figures, G G are the deck-beams, and H the deck. I is a water-way, extending around the deck in the ordinary manner, but cut away on its under side, so as to leave a capacious channel, t', beneath it. K is the clamp upon which the deck-beams G rest, and above this is a corresponding channel, fi. These channels e' i extend the entire length of the vessel, and communicate at the bow and stern with the boxes E and F, or with analogous boxes provided for the purpose and similarly guarded against the entrance of water. 1 provide the passages i both above and below each deck, arranged as represent-ed in Fig. 5, and also provide one or more passages, c, between each deck. The provision for the passages c c", Sac., shown in Fig. 5 is worthy of not-ice. In this figure two planks, D D, are

`made thicker than the rest in the inner planking, and a rabbet of square section is cut from the inside corner of each, where they abut together. The seam is tightly calked. This leaves a hollow groove or channel, c, beneath, extending the entire length of the ship. This construction I generally prefer to the forln shown in Fig. 1.

A portion of the advantage of my invention may be realized by dispensing with the boxes E F and connecting the several passages, t' i c c2, Ste., with the open air at the bow and stern by means ot' simple pipes opening inside the bulwarks above the main or upper deck. In case such method is adopted provision must be made for closing the pipes connecting with the passages tif, because these do not open into the water-tight compartments, but connect over the lodge-knees and covering-knees with the interior of the vessel. Gare should be taken to see that they are always shut when in danger of receiving water. The passages c' c2 c3, Sac., may be left open all the time with safety, if desired.

The air, entering by the force of the wind or by the motion of the vessel, or by both causes, into the box E, passes down through the opening e and circulates through the longitudinal spaces c c2 c3. In case water stands in the bottom of the vessel, so as to obstruct the passage c', the spaces above are freely ventilated by the remaining channels, c2 c3, &c. The air entering at either of these points may circulate freely downward between the timbers to the surface ofthe water and upward between the timbers and between the chocks P to the partition J at the top of the clamp K. The circulation of air thus induced or provided for tends very effectnally to preserve the timbers under all ordinary circumstances.

The water-tight partitions above and below each deck are provided in the following manner: Chocks or balks of timber I), Fig. 3, are introduced between the timbers of the vessel, after which large holes are bored through between them and the timbers in such position as to 'cut partly into both timber and balk, as is shown in Figs. 3 and et. These holes are bored in a line with the top of theclampK, on which the deck-beams rest, and also in a line with the top of the water-way I above. CylindersA of wood,j, are then driven tightly through these holes-and sawed off even with the edge of the timbers, both at the outer and inner side. After the clamp has been attached the joint d between it and the timbers A and balks P is tightly ealked, and also the corresponding joint between the timbers and the plankin g outside. After the deck-beams G are secured and the water-wayI bolted on, the joint d between it and the timbers and balks is tightly calked, and the sam'e operation again repeated on the outside between the timbers and the planking B. These water-stops j and lines of calking or equivalent water-tight packing d form tight partitions, which I designate collectively as J, in the sides extending along the whole length of the vessel, so that the por` tion of the sides above and below these partitions may be filled with water without disturbin g or in any way interfering with the interior of the vessel or any other portion of the sides thereof. Y

I propose to employ two sets of pumps to rid my vessel of water, one to communicate with and pump out the hold ofthe vessel within the inner skin, C D, and the other to pump the space between the two skins.

Some of the advantages due to certain features of my invention may bc separately enumerated as follows:

First, by reason of the fact that the inner skin, C D, is tightly fitted and ealked, my vessel is able to endure the destruction of a considerable portion of the planking or ordinary outer skin, B, without endangering its safety; and by filling between these skins with water I prevent thc outer works above the water-line from drying up and becoming shrunken when exposed to a hotsun foralong time. It also affords me great facility for saturating the planks and timbers with brine or other preserving-duid by iillin g the spaces between them with such fluid. I also prevent the choking of the pumps by dirt working through from the inside or hold of the vessel, and insure that the cargo shall not be injured by having the water blown over it from the seams in the ceilingin rough and stormy weather. The calking of the inner skin also considerably braces and stiens the vessel.

Second, by reason of the fact that the watertight partitions J divide the walls of the ship into tight compartments, I am able to ll one particular portion of the walls of the ship with brine or other liquid without its passing to other parts of the vessel. 'Ihe partitions J, formed by driving the treenails or coags j between the timbers A J, as described, prevent brine or other liquid from passing down within the sides from between the decks, so as to reach .the spaces t', from where it could pass overthe lodge-knees and covering-knees to the interior of the vessel. It also provides against disaster byinjury to any one part by preventing any flow of water from one part to the other.

rIhird,by reason ofthe fact that theinner skin, C D, does not fit tightly to the timbers A over their whole inner surface, but leaves considerable spaces c formed in the planking, extending the entire length of the vessel and connected with the open air at each end, I am able to insure an ample passage for air, and to avail myself of the lateral motion or swash of the water between the two skins induced by the rolling of the vessel, to promote a circulation of the air by alternately forcing it out and drawing it in, without detractin g from the strength of the timbers or tightness of the work.

Fourth, by reason of the fact that the passagest' t" extend longitudinally both above and below the deck, as represented, I am able to insure a passage for the air in contact with the ends of the deck-beams and knees and timbers connected therewith, thereby tending to preserve them from decay.

Fifth, by reasonof the fact that my airways E F open horizontally outward and are guarded by valves M N, arranged as represented, I am ablev to render available the force of the wind to impel currents of air through and along the framing of the vessel, both when at anchor and in motion, and to exclude the water in case waves rise suficiently high to strike the same.

Having now fully described my invention, what I claim as new therein, and desire to secure by Letters Patent, is as follows:

l. Theinterior tight skin, C D, arranged relatively to the timber framing A and to the tight plankin g or outer skin, B, substantially in the manner and for the purpose herein set forth.

2. The tight partitions J, formed in the sides of a vessel, substantially in the manner and for the purpose herein set forth.

3. The airways c between the parts D and A, arranged relatively to each other and to suitable means of receiving and discharging the atmos pheric air, substantially in the manner and for the purpose herein set forth.

41.. The passages z', formed longitudinally above and below the deck of a vessel, substantiallyin the manner and for the purpose herein set forth.

5. The airways E F and valves M N, mounted in a vessel, and arranged relatively to each other and to suitable passages for the 'movement of air through the frame-work of the vessel, substantially in the manner and for the purposes herein set forth.

In testimony whereof I have hereunto set my hand in the presence of two subscribing witnesses.

OLIVER D. WELLS.

Witnesses:

KIMBALL W. STETSON, EMIL VossNAcK.

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