|Publication number||US33559 A|
|Publication date||22 Oct 1861|
|Publication number||US 33559 A, US 33559A, US-A-33559, US33559 A, US33559A|
|Export Citation||BiBTeX, EndNote, RefMan|
|Referenced by (4), Classifications (1)|
|External Links: USPTO, USPTO Assignment, Espacenet|
UNITED STATES PATENT @EETCEGb HENRY RANDALL, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR TO IHMSELF, AND ISAAC I. BALDIVIN, OF NEV YORK, N. Y.
IMPROVEMENT IN SHIP-BUILDING.r
Specification forming part of Letters Patent No. 33,55%), dated October 22, 1861.
. To all whom, t may concern:
Beit known that I, HENRY RANDALL, at present of the city and county of Philadelphia, and State of Pennsylvania, have invented a new and Improved Method of Framing Steamships of Light Draft; and I do hereby declare thatl the following is a full and exact description thereof, reference being had to the accompanying drawings, and to the letters of reference marked thereon.
The nature of my invention consists. in so framing steamships as to insure with a flat bottom and light draft great strength in a vertical direction, so as`not only to prevent a sinking of the extremities and rising of the midd1e,but also to prevent a rising of the extremities and sinking of the middle of the ship; also, to insure greater strength laterally and to effectually prevent any twisting or wreathing motion or tendency to roll,thus rendering a ship not. only steady, but firm and rigid in every part throughout its entire length, enabling it to stand up squarely in any sea and to be always in trim, allowing the swell ot' the sea to pass under it, (instead of dashing against its sides or qual-ten) and to ride the waves with more ease and greater' safety.
A high rate of speed on the ocean can only be attained by steamships with a light draft, and to make them safe strength is indispensable, and although deep-draft vessels may be made sufficiently strong from the vertical strength of their form, as will be evident, it is difcult of accomplishment in the case of light-draft and dat-bottomed vessels, as will be correspondinglyevident, and no plan hitherto known to the public accomplishes this to a sufcient extent, even theoretically, in any form for practical application.
To enable others skilled in ship-building to use my invention, I will proceed to describe it as follows:
To insure a light draft and steady motion, a broad at bottom is given to t-he ship, with very little dead-rise from the keel to the bilgekeelsons, turning a short round bilge. (See cross-section View A A, Fig. l.) This form extends about One-fourth the entire length of the ship, when the curve of the bilge gradually enlarges and approaches the keel as the ends are approached, terminating perfectly sharp at the ends and partially so on the bottom. Asuftieient number ot ribs are made to extend above the main deck sufficiently far to be trimmed olf and be capped by or kueed to avertical arch sprung from stem to stern and terminating in the dead-wood at each end ofthe ship, where it is firmly fixed. (See B B, Fig. 2.) Interwoven with this and the ribs is a counter-arch c c, extending nearly from stem to stern, its greatest curve resting on the bilge-keelsons, iirmly connected at and near each end with broad iron straps H, and securely bolted throughout its entire length to the side of theship. The main-deck timbers at their juxtaposition with the ribs are iirmly connected and are projected beyond the ribs sufiiciently far ou tboardto be trimmed off to match into and be capped by a horizontal arch sprung nearly from stem to stern of a sufficient curvature to embrace the paddle-boxes, as shown in Fig. S, D D. Connected with all at proper intervals are adjusta/ble iron tension-braces E and F, Fig. l, that encircle and tie together the different sections of the ship in the most perfect manner, so as to effectually prevent any twisting or wreathing motion, the tension-braces E running from the main-deck timbers inboard and below (or from center posts or struts fixed between the main-deck timbers and the keelsons) to the ribs at a point above the waterline, thence to the horizontal arch, thence to the vertical arch, thence athwart ships, and in a corresponding manner from point to point to the counterpart place of beginning. The iron diagonal braces a, Fig. 2, which are usually placed on the inside of the ribs, I place on the outside ot' the ribs, and thus hoop the ships frame rmly together, giving it still additional strength.
The manifold advantages gained by my method of building steamships are involved in the attainment of two points-viz., light draft with strengthby which, with a small power, high speed, safety, comfort, and economy are secured.
Vhat I claim as my invention, and desire to secure by Letters Patent, is-
l. Making the main-deck timbers of a steamship project outboard sufiiciently far to be trimmed off and be capped by a horizontal In combination with the foregoing, the
arch of sufficient curvature to embrace the l inverted counter-arch, substantially as depaddle-boxes and eXtending` nearly from stem t scribed.
t0 stern, substantially as described. 4. In` combination with all the above, the 2. In combination with the above, making adjustable iron tension-braces E E, Fig. l,
a suiicient, number of the ribs extend above substantially as described.
the main-deck timbers, to which they are firmly connected, far enough to be trimmed HENRY RANDALL. oi and be capped by a vertical arch sprung WVitnesses: from stem to stern, or nearly s0, substantially J. B. PALMER,
as described. GHAs. P. WILLIS.
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