US2374229A - Construction of ships - Google Patents

Description

April 24, 1945. NEWHAM CONSTRUCTION OF SHIPS Filed Dec. 27, 1941 2 sheets-sheet 1 INVENTOR. LEON/9RD NEWH/iM.

A TTORNE Y.

Aprii 24, 1945. L NEWHAM 2,374,229

CONSTRUCTION OF SHIPS Filed Dec. 27, 1941 2 Sheets-Sheet 2 n m INVENTO'R. LEON/7RD" NEWHAM.

H w ATTORNEY.

Patented Apr. 24, 1945 Leonard Newham, Flushing, N. Y., assignor of one-half to H. W. Roelofizen, New York, N. Y. Application December 27, 1941, Serial No. 424,565

8 Claims.

This invention relates to new and useful improvements in the construction of ships, and the principles involved herein are applicable to all types of mercantile marine vessels, such as freighters, as well as to naval vessels, and patrol boats alike.

The advantages of my improved construction are many, as will appear from the discussion hereinafter set forth and forming the preface to the actual disclosure of my construction of boats for which this application for patent is made.

Thus, one of the advantages of my said construction lies in that an increased speed, increased stability, and an easy maneuverability are obtained of the ship; this, of course, is due mainly to the unique construction of the hull of said ship, in regard to which the bottom construction below the waterline consists of a. double concavity extending from the bow and cut-water to one-third of the length of the boat from the bow; this double concavity flows into one concavity, lateral to the rock of the chines; While the arc of the longitudinal concavity runs level with the water on the bow and stern. The rear or stem part of the bottom from one-third from the stem to the stern of the longitudinal concavity runs in a downward direction, so that when the boat is at high speed the water flowing along the longitudinal concavity causes the stern of the boat to rise, with the result that the boat planes level with the water, which consequently increases the speed and decreaes the drag,

As the center of buoyancy in my construction is farther forward than in the conventional hulls, and the center of gravity low, these features will contribute to keep and maintain a good bal ance of the boat on the sea at high as well as low speeds.

The bottom of the hull consists of two concav- I ities, of which one is lateral and the other longi-v tudinal.

Among other features, specific to my construction in some cases (such as War vessels), may be mentioned that the boat has no portholes on the outside. The said boat is streamlined, and has a runway or recess in the center of the deck extending downwardly towards the stern; this latter construction is of special importance, when it concerns a naval vessel or patrol boat, as it enables the depth-charges to roll into the water from the aft of the boat.

The boat, as constructed, has no external keel, but it has a internal keel forming part of the interior construction of said boat, and running from stem to stem; this keel does not, however,

come in contact with the water as in conventional boats.

In said conventional boats the hull pivots on the center of the keel, which is the center of the hull; therefore, in said boats as the speed increasesthe stability decreases.

In my construction of a null the keel is internal, and does, as formerly said, not come in contact with the water; it serves, however, greatly to strengthen the internal construction of said boat.

It may in this connection be noted that in my 2 construction the two chines will act as two keels, wherebythe phenomenon arises that with the increase in speed the stability is also increased instead of decreased.

It may further in this connection be stated that the said keel arrangement increases the stability about in a boat, constructed according to my invention, over that of the conventionally built boats; the reason for this is that the chines are below the center of the hull, which causes the latter to have full contact with the water at the extreme beam of the hull; the said stability will always remain constant.

, My construction, as set, forth, embodieswhat may be termed a double concavity,.one on the portand one on the starboard side of the outwater. The double concavities start at the .bow and descend to the rock of the chines. These two concavities cause the bow of the boat to cushion on the water, forming an air-cushion between the water and the boat. Consequently they reduce the pounding of the boat at high speed. These two concavities flow into one concavity at about one-third of the length of the boat from the bow, whichis the rock of the chines, the latter concavity is called the longitudinal concavity, as it runs from one-third of the length from the bow continuous to the stem. The are of this 10ngitudin al concavity starts lateral to the rock of the chines and ends at the stern and is parallel with the water at these two points. The rear and stem part of this concavity, which thus runs, from one-third from the stem to the stern, slopes in a downward direction, so that when the boat is going at high speed. the water flowing along this longitudinal concavity causes the stern of the boat to rise, releasing the water fan-wise, which, by the way, is the only wash the boat has at high speed, with the result that the boat planes level with the water, which action will consequently increases the speed, decrease the drag, and reduce the suction of the propeller, increasing at the same time the stability.

pose easily of the flow of water under the hull in.

order to overcome resistance.

The chines are located at the extremesbeam ofi the hull, one on the port and one on the starboard side, running the full lengthof the boat 'from bow to stem; thus said, chines 'act as skates, bal ancers and protectors of the center'ofi the boat. They will increase the seaworthiness and stability of the boat, and in conjunction with the bot"- tomconstruction of. the lateral andlongitudinal concavities make the performance and maneuverability of the; boat at. slow and high. speed very easy. and.- fiectiva.

The combinationofithe-above mentioned three novel features of construction has not as yet ever appearedlin the construction of any. ship.

- The rising chines on. the. boat in. the water should; beof great importance in the construction of, for instance, coastguard boats, as they have a beneficial influence upon the steering ability. ofi the boat; they are placed in an important position. on. the; boat and cover three important points-,namely, thattherock-of: the chines isonethird from the length or. the boat from theibow; the deepest draft is one-third fromthelength of the boat from the bow andathe widest beamis one-thirdoii the length of. the boatfrom the bow.

The: chines run. from. one-third of the-length of the boat from the bow .in .antupward. direction toward the end; of the stern of; the boat, where they run flushwith the:lateral and longitudinal concavities.

The chines. acting QSLfOTtifiBI'S aS' to the construction of. the boat serve. asstabilizers of: the latter in: the water; thus, they. are practically the skates onwhicli the boat rides, while at the same time they are. theprotectorsof theships bottom.

Through the bottom constructionoithe lateral and longitudinal concavities' together. with the risingachinesthe' boat. is of shallow draft, andiis easily-handledzinrough or congestedwatemwhen builtas afreighterxitis safe from torpedo attack through. its shallow draft, maneuverability and speed.

The: boat will have two air-vents in the center of the: longitudinal. concavity extending in an angular: direction to the deck at one-third; of the length of. the boat from the stern-to release the vacuum. accumulated under the boat.

Inorder to give,- it possible, a more-fullunderstandingof the operation of the principles of my construction; it maybe further. stated, that while the boatis going atv high: speed, the water, built up in.the lateral concavity, and thus forming a 'column. of water, willserve as the boats keel, and:

tend to increase the: stability. 7

The: purpose :Of' the. longitudinal concavity: is to the effect thatwhen the-boat is: under way, the waterzentersthe double concavity on either side of thecut-w'atenwhich will cause the bow to rise; the watenzthen, enters the main concavity, which is thelongitudinal concavity; and, as the water passes the center of the longitudinal: concavity. the pressure of the waten'i's then built .upt-to sucha a degree that it reduces the suction of the propellers, thereby causing the stem to rise, and the excessive water to pass out fan-wise at the latter, thus lending added stability to the rear of the hull; thus, when the boat is under way, the hull will rest on the four extreme points, that is, port and starboard, bow and stem, which will give the full purchasing power on the water at all times.

With the above and other objects in viw; this invention consists of the novel features of construction', combination and'arrangement of parts, hereinafter fully described, claimed and illustrated in the accompanying drawings forming part of this specification, and in which similar characters of reference indicate corresponding parts in all-'vi'ewsiand in which:

Figure 1 is a side elevational view, showing a boat with my improved construction.

Figure 2 is a top plan view of the same.

Figure 3 is a section taken through the said boat .on. the lines" !-'landshowing theport-holes.

Figure 4. is .a sectiom on. the lines [-4 of Figure 3..

Figure 5 is adiagrammatic sectionalview on the lines li5v of Figure 1.

Figure 6 is a diagrammatic sectional view on the lines 66 oflFigure 1:.

Figure 7 is a; diagrammatic sectional view on: the lines 1-1 of. Figure" 1 while Figure 8 is also adiagrammatic sectional viewon the. lines 8-8- of. Figure 1L Referring: more particularly to the drawings, the numeral; l Stindicates. a boat, generali' h'aw ing a' bow: l .8; and a stern: I1 InIthe forward s'ec' tion; of. aid boatis' indicated a control room} at is; while a'imotor'r oomi is in'dicated at I 9, irom which latterfthe shaft, with the-propellenllg is driven. The numeral. 22 indicates a steering mechanism; one being: in: the control room, while a second one is located atthe' control room hatch 23, which. latter, when opened; serves as a flying bridge.

The boat isconstructed with an internal keel 30,.of a. suitable design. Inthe construction; as shown, said: keel starts: at the bow of the boat, havinga triangular cross sectiomas at 31; which cross section: changes into anlL-beam, as m'ay'be seen at-32 Side-sills or chines 33 area-formed along the: lower sides of the boatand extending the" entire length. of' the lattertr The keel 30 and tha chines 33 constitute; or form1the back-bone of theboat the framegareof a: concave shape at the bottom; running: lateral from. the: keel to machines, and then: upwardly on a substantially vertical plane. The boat-may' also be: provided with: bulkheads: (notshown): in the conventional manner.

Fromthe cabin to-the-st'ern of the boat is-provided arun -way 34; sloping: downwardly" towards: said stern. This run-way may be used as agencway as; well as a discharging. means; for: depth bombs, etc.

The'run-way 34: is provided with the railing; 35 of any conventionalconstruction.

As may be noted"- from the'drawings;.no* port holesare providedi for: at' the outside ot'th'e hull; said portholes' are constructed inside: of' the runtway 34,.as may beseen at:36 in1Figures'31and4;

The rock. of the chines. indicated: at 45'; is; onethird of the length of theboatiiromthebuw, and

is-the point,.where the two longitudinaLcomaavities Gir. and 41 join to form. onel'ongitudinahcom cavity 48.

The double longitudinal. c'oncavities 46' and. T

descend from the bow IE to the rock 45 of the chines 33, where they merge into one concavity 48, which may be termed the longitudinal concavity; at said rock of the chines the latter concavity then rises again slightly, beginning subsequently to descend again before it reaches the point 24, which is one-third of'the length of the boat from the stern, continuing to descend towards said stern.

This construction will consequently bring a larger body of water under the hull amidship between the said rock of the chines and the point, located as said before, one-third of the length of the boat from the stern, which body of water will be discharged or disposed of in a fan-wise manner, while it at the same time will supply the propeller with a great flow of water, and incidentally have the effect of rising the stern of the boat. 7

In order to avoid air pockets to form in the concavities, which condition would be detrimental to the operation of the boat, air vents 49 are provided for, connecting the concavity 48 with the ventilators 50.

As shown in the drawings W indicates the water line.

Torpedo tubes T are arranged at the stern of the hull, and are placed at water-line level, so that a low center of gravity and an easy access to the water are obtained.

These tubes are so placed that they runparallel with the center-line of the hull, thereby assuring more accuracy as to hits.

At the same time the outer surfaces of the tubes, which project at the water line, will act as stabilizers for the stern and maintain the balance of the torpedoes as they are discharged from said tubes.

The undersides of the tubes which project beyond the sides of the hull at the stern, are shaped so as to conform with the shape of the hull.

It is obvious that minor changes may be made in the construction and arrangement of parts, within the scope of the appended claims.

What I claim as new and desire to secure by Letters Patent of the United States is:

1. In the construction of a ship, a hull, the bottom of the latter having a double concavity extending from the bow to one-third of the length of the hull, said double concavity merging substantially at that point into a longitudinal concavity extending all the way to the stern of the hull, and a lateral concavity extending transversely of the bottom of the hull from the aforesaid point to the stern of said hull.

2..In the construction of a ship, a hull, the bottom of the latter being provided with a double concavity extending from the bow, one on the port, and one on the starboard side, to one-third of the length of the hull from the bow, said concavities merging .into a longitudinal and a lateral concavity at said point, or at the rock of the chines, and both of said latter concavities extending to the stem, the longitudinal concavity having an upward curvature with its highest point one-third of the length of the hull from the stern, substantially as shown and described.

3. In the construction of a ship, a hull, the bottom of the latter being provided with a double concavity extending fromthe bow, one on the port, and one on the starboard side, to one-third of the length of the hull, said concavities merging into a longitudinal and a lateral concavity onethird of the length of the hull from the bow, or at the rock of the chines, and both concavities extending to the stem, the longitudinal concavity having an upward curvature with its highest pointone-third of the length of the hull from the stem, the arc of said longitudinal concavity starting lateral'to the rock of the chines and ending at the stern.

4. In the construction of. a ship, a, hull, the bot tom of the latter being provided with a double concavity extending from the bow, one on the port, and one on the starboard side, to one-third of the length of the hull, said concavities merging into a longitudinal and a lateral concavity one-third of the length of the hull from the bow, or at the rock of the chines, and both of said latter concavities extending to the stem, the longitudinal concavity having an upward curvature with its highest point one-third of the length of the hull from the stern, chines formed upon each side of the boat and extending the full length of the latter.

5. In the construction of a ship, a hull, the bottom of the latter being provided with a double concavity extending from the bow, one on the port,'and one on the starboard side, to one-third of the length of the hull, said concavities merging into a longitudinal and a lateral concavity one-third of the length of the hull from the bow, or at the rock of the chines, and both of said latter concavities extending to the stern, the 1ongitudinal concavity having an upward curvature with its highest'point one-third of the length of the hull from the stern, chines formed upon each side of the boat and extending the full length of the latter, said chines extending from the greatest width of the hull and below the center of the latter rearwardly in an upward direction toward the end of the stern, and being flush with said lateral and longitudinal concavities at said stem.

6. In the construction of a ship, a hull, the bottom of the latter being provided with a doublev concavity extending from the bow, one on the port and one on the starboard side, to one-third of'the length of the hull, said concavities merging into a longitudinal and a lateral concavity one-third of the length of the hull from the bow, or at therock of the chines, and both of said latter concavities extending to the stem, the 1ongitudinal concavity having an upward curvature with its highest point one-third of the length of the hull from the stern, chines formed upon each side of the boat and extending the full length of the latter, said chines sloping downward from the bow and rising towards the stern.

7. In an inventiomas claimed in claim 2, and wherein the hull is Provided with an internal keel.

8. IA ships hull having a double concavity, one on each side of the cutwater, and each one extending from the bow to one-third of the length of said hull, said double concavity merging at that point into a longitudinal and lateral single concavity extending to the stern.

' LEONARD NEWHAM.

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