US1516750A - Ship construction - Google Patents

Description

Now. 25, 1924. 1,5163% I C. G. MUSKAT SHIP CONSTRUCTION Filed Jun '7, 1922 INVENTO 'E CHARLES G. Musmqr,

Patented Nov. 25, 1924.

UNHTED STATES CHARLES G. MUSKAT, 015 LOS ANGELES, CALIFORNIA.

SHIP CONSTRUCTION.

Application filed June 7,

To all whom it may concern:

Be it known that I, CHARLES G. IVIUSKAT, a citizen of the United States, residing at Los Angeles, in the county of Los Angeles and State of California, have invented a new and useful Ship Construction, of which the following is a specification.

This invention relates to designs and constructions of ships.

One of the objects'of this invention is to provide a number of ship-bodies in parallel order and connected into a single ship construction. a v

Another object is to provide the ship construction with longitudinal tunnels or passages, open at the ends, so that the water can pass through them, an d thereby through the ship construction.

Another object is to provide suitable guiding surfaces through the tunnels.

Another object is to provide protecting and guiding bars or members over the open ends of the tunnels.

Another object is to provide a ship construction tending to stabilize a ship on rough water. V

Other objects will appear from the following description and appended claims as well as from the accompanying drawing, in which-- Fig. 1 is a general horizontal section through the ship construction, at about the level bf tunnels on line ].---1 of Figs. 2 and 3.

Fig. 2 is a fragmentary vertical section on line 2-2 of Figs. 1 and 3.

Fig. 3 is a front elevation of the ship con-- struction in rough outline, without the usual upper construction above the top deck, which, of course, is used on this construction in a similar manner as on other ships.

Fig. 4: is a fragmentary ver ical section similar to Fig. 2, of a slightly modified form.

Fig. 5 is a fragmentary horizontal section, illustrating the position of the protecting plates over the terminations of the tunnels.

In the drawing, the three ship bodies i, 5 and 6 are interconnected as indicated at 7 in Fig. 1. Such interconnections may be full communicating decks, as indicated at 8 in Figs. 2 and 3, or may be mere connecting 1922. Serial No. 566,508.

members in form of hollow girders to interconnect the three ship bodies into a single and rigid ship structure.

The term communicating deck is meant to indicate a space used on passenger steam ers or any other steamers for holding matter or articles or goods taken aboard for transportation or as cargo, or space that may even be used for or by passengers; while connecting deck more commonly indicates mere hollow structure in form of girders, being eventual so shallow as to be oi. little use for cargo, such shallow space being commonly used on ships for storing water, oil, or other similar matter. 7

In Fig. 2, such storing space is illustrated between the plates 14 and 12, below each regular or full communicating deck 8, serving as a protection'for the full and regular communicating decks 8.

Tunnels 9 are formed between the connecting partitions or decks, as indicated and illustrated in Figs. 2 and 3,'the tunnels extending from bow to stern through the whole length of the ship structure. In the front and rear terminations of the tunnels, the upper surfaces are curved and formed to guide water into and out of the tunnels.

owever, as stated above, the several shi p bodies may be interconnected by mere connecting decks. As illustrated in Fig. 2, the deflecting plates 10 are disposed at an incline downwardly, so that the greater poi tion of a tunnel is narrower than the ter1ninations, the numeral 12 indicating the top of the tunnel 9, while the numeral 13 dec nates the bottom of the tunnel. Instead of arranging a storing or protecting comparb ment or deck below each full communicating deck, and above each water tunnel, the deck-plate 14 can just as well be used as the bottom of another tunnel,-so that the space between the plate 12 and the deck plate 14, next above, maybe allowed for a connecting deck with bracings, connecting webs, and bracing-partitions. The bottom 11 of one tunnel is then here coincident with the deckplate 14 of the bracing and connecting deck, as illustrated in the slightly modified form in Fig. 4:, instead of that the bottom 11 or one tunnel forms the ceiling 13 of a full communicating deck as illustrated in Figs. 2 and 3.

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The numeral 22 designates deck spaces between the tunnels 23, as illustrated in Fig. 4.

All tunnels are well below the water line, as indicated at 24 in Figs. 3 and fl, so that the water passing through the tunnels helps to carry the whole ship structure.

Having the larger portion of each of the tunnels of restricted area, with entrance and outlet enlarged, is intended to satisfy several objects.

The wider rear terminations tend to form a suitable suction, produced and intensified by the normal suction at the rear end of a ship, promoting a higher velocity of the stream passing through the tunnels. The wider front terminations of the tunnels assure a passing of water to the full capacity of the tunnels.

These even and forceful streams of water, passing through the ship structure, with even and uniform upward and downward pressure, tend to support the ship while at the same time serving as ballast. without adding actual weight to the load or structure of the ship. Having the bottom of the tunnels practically level, with the top in the front end of the tunnels slanting downwardly, tends to promote a supporting and lifting of the ship while i'naintaini-ng an even force over the whole of the bot-tom of the tunnels.

The terminations of the tunnels are preferably covered by cross members, plates, or bars, as indicated at 15, which are provided with sharp forwardly and rearward'ly projecting edges to reduce the friction and resistance when such tunnel-projecting members are forced through the water.

As illustrated in Fig. 5, the projecting members are designed to reach over the whole width of the openings of the tunnels, in order to guide larger bodies and articles including large fish past the tunnel openings,'to avoid a clogging up of the tunnels. Smaller articles, may pass through the tunnels without materially affecting the operation of the ship.

The term, full communicating deck may be better understood from the illust "ation in Fig. 3. The upper structure, indicated at 16, is preferably used for the salon and other similarly preferred compartments. Between the lines, indicated at 17 and 18, the deck for the first cabin is preferably located. Between the lines, indicated at 18 and 19, the deck for the second cabin is preferably located. The third cabin may be located in a deck between the lines 19 and 20. This last-named deck would then actually be between the uppermost tunnels as illustrated in Fig. 3. The space between the lines 20 and 21 is practically of the same width as the space between the lines 19 and 20, thereby illustrating and indicating that a full-sized deck is formed and arranged between the uppermost and lower tunnels. From the above, it will be under stood that another tunnel can be arranged in place of the full communication deck between the centermost ship body 5 and the outermost ship bodies 4: and 6, by providing mere connecting decks or hollow girders between such tunnels.

It will also easily be understood that more ship bodies can be interconnected in this manner, and that tunnels and communicating decks in alternate order may be provided in any number according to the size of the ship.

The several ship bodies a, 5 and 6, referred to, are in this manner embodied into a rigid structure, and, whether, three or more bodies are used in the. combination, the outer contours, and especially the bottom contours of the united whole structure, are designed to as nearly as possible follow thecontours of a ship of normal construction of similar size, as indicated in the illustrations of Figs. 1 and 3.

The tunnels, with the forced stream of water passing through the tunnels an increased velocity, impart steadiness to the whole combination ship structure and ensure stability. Rough surface water has less influence on the movements and operations of a ship under these conditions.

Having thus described my invention, I claim:

1. In a ship structure, complete ship bodies disposed and interconnected parallel to one another and forming longitudinal water tunnels within the structure between the bodies from bow to stern and below the surface of the water.

2. In a ship structure, complete ship bodies disposed and interconnected parallel to one another and forming longitudinal water tunnels thereby below the surface of the water within the structure, the terminations of the tunnels having downwardly inclined surfaces in the top.

3. In a ship structure, complete ship bodies disposed parallel to one another, connections between the several bodies forming communicating decks and tunnels, that alternate, the tunnels extending from how to stern of the whole structure.

4. In a ship structure having complete ship bodies disposed and interconnected parallel to one another so as to form water tunnels between the bodies through the whole length of the structure, protecting members across the open ends of the tunnels having sharp edges to reduce friction and 1 resistance when being forced through the water.

5. Ina ship structure, a large ship body, and a smaller ship body on each side of the larger ship body parallel to the central ICU Ill)

larger ship body and spaced from the larger body so as to form Water tunnels between the several bodies through the structure below the Water line and enclosed on all longitudinal sides by the structure.

6. In a ship structure, complete ship bodies disposed and interconnected parallel to one another so as to form longitudinal Water tunnels through the united structure, the outer contour of the entire structure being of the contour of a ship of similar size.

7. In a ship structure, complete ship bodies disposed and interconnected parallel to one another so as to form longitudinal Water tunnels through the united ship structure below the Waer line the outer contour of the entire structure being of the contour of a ship of similar size.

I11 testimony that I claim the foregoing as my invention I have signed my name in 2 the presence of two subscribing Witnesses.

CHARLES G. MU SKAT. Witnesses:

O. H. KRUEGER, JESSIE A. MANOCK.

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