US1661529A - Scow - Google Patents

Description

R. E. ELLIS scow Filed Dee. 1851924 S ww h, Q

ATTORNEY March 6l, 1928.

R. E. ELLIS- scow .A Filed Dec. 18. 1924 VW'A'M with 3 Sheets-Sheet 5 www:

A same uni ormly, so

Patented Mar. `6, 19:28. UNITED STATES PATENT OFFICE.. f

ROBERT ELWOOD'ELLIS, F SEATTLE, WASHINGTON, ASSIGNOB T0 EDGAR LIES, 0l'

' SEATTLE,

SCOW.

Application tiled lllecembcr 18, 1924. Serial No. 756,686.

My invention relates to a scow, barge or like vessel constructed of channel shapes and the method of constructing the same. `The particular type ofa ship known as a scow is several-times broader for its length than the regular shi and is characterized by being very broa in comparison to' its length anddepth. The scow is character-l` ized by a blunt bow and stern; in fact, the usual scow is of rectangular form as respects its plan section. The particular type of shlp known as a scow lnvolves construction con ditions that are not present in regular ship design, approximating a broad platform structure. Such `a structure is peculiarly subject to great strains .due to its extreme shallowness in comparison' to its length and breadth, and also due to the lack of uniformity in disposition of the load. In loading a shi great'care is taken to load the that the, weight is balanced and the vessel is kept intrim, thereby placing no undue strains'upon the hul.

The exact oppositexcondition obtains .for a scow. A scow may be placed under a4 4chute and -one side or end may beV for loading, heavily loaded, with the result that the vessel ma-y be disposed at a big angle to the surface of the water, or she may trim bybow or stern,all of which produces abnormal strains on the structure. A further complicating 'factor is that the structure must sustain the towing strains while supporting the 1oad,-a condition which, of course, is not ordinaryin the case of a ship. Y l

Obviously, due to the square ends of the scow construction, theweight per lineal foot in a fore and aft direction is many times greater at the end portions than amidship.4

This continuous bearing down of the ends results .incausing the scow to buckle up hog, as is known in the art..

wardly, or This means that `the bottomVV is normally under compression, while the deck or top -of thefsco'w isuunde tension. These various conditions make it a requisite and fundamental condition-of scow construction that the same be particularly still laterall as.

lwell as longitudinally and the two shou d be co-operative, while in ordinary ship oo n-- struction it is the longitudinal Astiffness that must be carefully provided. 'Since the scow isof square contour, considering a plan view of the structure, the scow must be construct# ed to resist racking, i. e., having members to resist twisting along the longitudinal axis of the Vfvessel. Theserequisite conditions create problems peculiar to scow construction. A primary object of my invention isA osed at l'intervals of about twenty-one In ordinary and usual iconstruction, the` transverse f ramlng of a s o w must be disinches, and this transverse framing mustv be supplemented by longitudinal stifening in the form of keelsons'ahd stringers.l A rimary object of my'invention is to provi e a scow' which affords the same strength without. the employment of many -keelsons or stringers, and to provide a scow in which the transverse frame members are spaced a plu` rality of (times greater distance apart as compared .with the -customary construction; Y

A further requisite condition of a scow is that it must be of shallow draft, i. e., it must be light inv weight, so as to operate close toshore lines and in. shallow rivers.4 AA rimary object of my invention is to provi ea sco c strength. A y

Furthermore, there are `riveting!machines operated by compressed air orehydraullc arac'terized by its lightness 1n weight and yet affording the required degree ot power known to the trade as bull riveting which are capableV offv driving as r crew devices, many as twenty-five hundred rivets in eight hours as .against some two undred' rivets per crew the same time,

as atgpres- 10 ent driven by the pneumatic riveting guns. A primary object of my invention is to provide a method of scow construction employ ing channel shapes, which will makesaid hull riveting machine applicable to driving some ninety-tive percent of the rivets 1n the scow embodying my invention, whereas at the present time said machine is only applicable to driving some five percent of the rivets in a scow. Manifestly, the empltyment of rivets throughout the vessel as in cated is in sliarp contrast with the employment of machine bolts,.wliere the registering or fairness of the hole must be brought to a fine degree of exactness. In the case of riveting, the said i'iveting machine makes the rivet metal fill the hole completely, whether or not the same are in exact alignment, so that riveting is stronger as less play is permitted and much more economical'as contrasted with the hand-placed machine bolts, and, furthermore, there is no advantage in using machine bolts, in that they are not removable any more readily .than are the rivets, since they become heavily corroded 'after having been in position or a short period. n

Another primary object of my invention is the providing of a scow construction, which is indifferent to discrepancies in the width of the channel shapes, by providing a scow design in which no two channel shapes are caused to abut.

In providing for economical construction, I provide for a method of panel construction, which panels are of a length to run from one transverse frame member to another transverse frame. This is in sliaip contrast to the practice heretofore employed where the channel members or even plating are always disposed with broken joints,- great pains being taken not to end any adjoining channels or plates along the saine transverse line. A primary object of my invention is to provide a steel scow or like vessel constructed of panels formed of channel shapes, which panels extend from one transverse frame member to another ti'aiisverse frame member, i. e., having said channels in a given panel terminate on a transversc line of the vessel,-the fore and aft length of said panels beingdetermined by the length of the vessel.

A further object of my invention is to provide a scow constructed of panels formed of channel shapes, the bottom panels and the Side panels being connected together by longitudinally disposed angle members extending from stem to stern, and the to of the side panels being connected to the eck by means of a continuous angle member.

A further condition which must be provided for in a Scow formed of channel shapes is the question of drainage of bilge water.

yManifestly, Iwhere the channels extend continuously from stem' to stern of the' vessel, there will always be the depth of the flange of bilge water present. This is highly ohjectionable both by reason of the loss in the carrying capacity by reason of this dead weight due to the water, andvalso said water has a corroding `effect and thereby constitutes a positive menace. A primary object of my invention is to provide a scow which is formed of channel shapes, and yet overcomes this drainage difficulty, at the same time affording an economical method of construction.

`When channel shapes are ordered cut at the mill to a particular length, there is always considerable discrepancy. They may be more or less than the specified length. Obviously, such expense may be saved ify the scow construction is such that such discrepaney may be rendered immaterial, so that the delay and labor cost of cutting to exact ts is obviated. A primary object of my invention is to provide a scow of such construction that the channel shapes may be ordered cut in the mill and assembled in the scow without any correction as to length.

A further condition to be satisfied in a scow made of channel shapes is that the channels be so disposed as to be readily replaceable in case of an accident to the hull, such as thepuncturing of any of the channel members, and it is a primary object of my invention to provide a scow formed of paneis,those panels on the bottom being iiiterchangeable inter se and those panels on the sides being interchangeable inter The above mentioned general objects of my invention, together with others` inherent in the same, areattained by the device illustrated in the following drawings, the suine being merely preferred exemplary forms of embodiment of my invention, throughout which drawings like reference numerals indicate like parts:

Figure l is a side view in elevation of :i scow embodying the preferred form of my invention;

Fig. 2 is a longitudinal view in section of the same;

Fig. 3 is a fragmentary plan view of the deck of the same;

Fig. 4 is a fragmentary plan view of the bottom of the saine;

Fig. 5 is a fragmentary view in transverse section of the same;

Fig. is la View in section, showing the connection of one panel to another panel in the bottom at the transverse frame member;

Fig. 7 is a view in section, showing the connection 'of one panel to another panel in the hull bottom andthe lattice girder connection where the transverse frame meniber also, forms a bulkhead;

Fig. 8 is a detailed View of the deck in transverse section, showing wood filling for the deck channel members;

Fig. 9 is a view of a modified form of plate;

Fig. 10 V'is a further modified. form of the bilge plate connection;

Fig. 11 is a further modified form of bilge connection, where the side channel members extend horizontally;

Fig. 12 is a fragmentary plan view of the bottom of a modified form of a scow embodying my invention; and

Fig. 13 is a detailed view of met-al collars to make the bulkhead water-tight in said modified form shown in Fig. 12.

A bulkhead 12 is formed by riveting a boundary bar 13 to a connection plate 14. To the said boundary bar 13, a vertically disposed plate 15 is riveted. The lower member 16 of a longitudinal frame member nis secured to said bulkhead. Said securing bilge i may be accomplished as herein illustrated by means of an angle clip 17 on one side and by a bulkhead angle stiffener 18 on the opposite side. Thus, said longitudinal frame members may be intercostal. There may be one or more of these longitudinal frame membersy the number of which would `be decided by the beam and length of the ship. Herein there are illustrated Ithree such longitudinal frame members,-one axially disposed and one on each side thereof.

Channel shapes. 191are secured to the connection `plate 14 by means of rivets 2.0, and said channel shapes are secured inter se along their flanges by means of rivets 21. The

connection plate 14 is preferably of a widthy to allow said 'channel shapes 19 to be positioned in spaced relation to the boundary bar.

13. This construction provides for any discrepancy in the lengthsof the said channel shapes. It is to be understood that the channel shapes can be placed in. the vessel as re- 'ceived from the rolling mill, from which mill they have been ordered cut for certain lengths. However, there will be discrepancies in the length, and these discrepancies are thus provided for by the connection plate 14.

Y Between the transverse frhme'members 12 which'maybe. bulkheads, that is, transverse frame members which form a compartment,

if the particular 'use ofthe scow may so require, may bev disposed intermediate transversemembers 22.4 To form a compartment the vertically disposed plate 15 (Fig. 7)

' A would extend to the deck. Herein the term bulkhead and transverse frame member are used interchangeably and refery to those transverse members mounted at the end or 4between the ends of the panels. The partic- .ular context indicating .whether said member is of the compartment typeor merely transverse channel bracing type; while the term intermediate transverse frame member is restricted to those 'transverse members resting on the top of the flanges intermediate the length of the panels. rl`hese transverse and intermediate transverse members are of truss construction. The intermediate transverse frames may be formed of a channel shape 23 secured on top of the flanges of the bottom channel shapes 19 by means of a plurality of angle clips 24. These intermediate transverse frame members are Widely spaced; in fact, arespaced a plurality of times further apart than is customary in transversely framed vessels of similar type.

At the intermediate transverse frames, an

angle 25 is disposed in the side having one flange riveted between the flanges of two of this angle 25 the deck beam26v is secured at the ends next to the sides of the vessel by bracket 27. 'The said beams are also at-v tached to the longitudinal frame members.

The upperl member 28 (Fig. 5) of the longitudinal .frame member is secured to the .upper member of the transverseframe or bulkhead at each off its ends. members 29 areiveted to bracket plates 37 and 30- at top .I and bottom. On the deck beams 26 are disposed the channel shapes 31 forming the deck. The upper edge 'of th upper member 28 of the longitudinal frame is preferably secured between the flanges of two adjacent channel shapes.

In the modified forms shown in Figs. 9 and 10, the bottom and sides of the scow may The lattice be in spaced relation and may be secured by 19 directly, as illust-rated.

In the modified form shown in n 12, the

channel sha es in the bottom of te vessel with their butt ends in stagare dispose gered or broken relation with each other. This modified form is thus in sharp contrast to the preferred formabove set forth, wherein the channel shapes in they bottom terminate on a given transverse line, preferably in the bulkheadf Manifestly, instead of having the bulkhead plate 15 secured to a connection plate 14, on which the channels terminate, the bottom channels in this modified form are carried continuously through the bulkhead and made water-tight by a caststeel or metal collar 46 around the lianges, as shown in Fig. 13.

The mode of operation of a scow embodyingr my invention isas follows:

Since a scow is a vessel characterized by a particularly, shallow depth as compared to its width of beam and length, together with other features hereinbefore vset* forth. and since the weight of said scow per lineal foot longitudinally considered is much greater at the extreme end portions, it is manlfest that the bottom members of a scow are normally put under compression, while the top or deck members thereof are normally put under tension. Rcspecting the increased weight at the ends, it is manifest that the extreme end portions of the vessel must have added thereto the weight of the end Walls. Hence, there is created this greater weight longitudinally considered in the extreme ends of the vessel. It is further manifest that this condition of compression as respects the bottom, and tension as respects the top, is created by the manner of loading and unloading the scow. It is common practice to load or unload a scow as respects one end, thereby causing the same to be out of normal trim, even partially out of the water, so that it is unsupported as respects said end. Obviously, such disposition of the scow throws the bottom under compression and the top under tension. The scow may also be caused to trim by one end resting on the shore, while the other is in deep water. In short, said scow as an entity presents a veritable girder. In recognition of this situation, my invention provides a scow which takes advantage of this compression-tension situation, and provides for the spacing of the intermediate transverse members a plurality of times greater distance apart as compared to the disposition of said frames in similar vessels as heretofore constructed. Also, I reduce the number of longitudinal frame members in the form of keelsons and side stringers, so that the total weight of the scow is greatly reduced without loss of strength, since the flanges of the shell and deck channels are longitudinal stifening in and of themselves.

The elimination of said material not only provides for a lighter scow and therefore of more shallow draft, "so that the said scow is capable of use in shallow rivers or other shallow bodies of water, but it also accomplishes the very important feature of greatly reducing the cost of such a structure. Scows formed of wood gradually become watersoaked, so that it is customary to allowa. high percentage for reduction in their carrying capacity. Thus, the carrying capacity of a scow varies with the age of the same, and is a matter that must be taken into consideration when thesame is despatched to receive a load. A scow made of steel overcomes this objection. However, the objection to steel construction as heretofore designed is its great cost. So true is this that most scows at the present time are of wood construction. Hence, my invention oven comes the cost difficulty in one instance by eliminating the weight of the steel involved in its construction.

In the above it is pointed out that the bot-u tom and top of a scow by reason o loading or unloading may be placed under compression and tension, respectively. However, the construction of the scow must be such as lto provide for the instances in which the load is disposed in the center only, so that it may be that said bottom and top may be under a tension and compression, respectively, i. e., -ust the reverse of the normal situation. T e construction as herein set forth constituting my invention takes this into account, and provides a strength which will sustain this reversal of the normal condition of the top and bottom.

It is well reco nized that a scow, by reason of its broa platform-like design, is peculiarly subjected to racking strains. In the steel scow, as heretofore constructed, these racking strains operate to shear off those rivets, or to work the same loose, which secure the keelsonsto the transverse frame member, and in all other parts of the structure where the attachments are widely spaced, said attachments being necessarily widely spaced on account of the construction design. It is to be noted that according to present common practice design the attachments between the longitudinal frame member and the transverse frame are necessarily Widely separated, as the attachments can only be made at the juncture point of the said frame members. This type of construction as stated is the more usual and accepted type, thus providing for the positioning of a longitudinal frame member, exceptionally heavy and strong, crosssectionally considered, upon the transverse frame members, and the only connection between the two is a few rivets, the number of said rivets being necessarily few, owing to the fact that the area of the contactV of the juncture does not permit a greater number. Thus, the real strength contributed by these members is measured by the strength of the attaching rivets. In short, the functioning of the maximum strength of the material in the frame members is not secured.

After some of the rivets are thus sheared or loosened, it eventually results in throwing an undue strain upon the rest of the frame members and also upon the hull. This condition or danger is overcome in the construction embodying my invention by reason of the fact that the entire lstructure is made practically integral. Particularly, the frame members, the transverse, the intermediate transverse and longitudinal, are practically Moreover, heretofore, the practice has been to burn out notches in the transverse frame members to. allow them to receive in said notches the flanges of the channel shapes. Thisis objectionable, first, because it is ex# pensive. The burning out of these notches consumesv a great deal of time,*and is accomplished'ordinarily by acetylene burners and must be individually and manually accomplished. Second, serious objection obtains to such notching of the transverse girder in that the strength of the same is thereby greatly reduced. In other words, a frame member of considerable weight is employed without utilizing its strength. My invention overcomes this by constructing the transverse frame member of a channel unit 23 and attaching to said channel unit a plurality of clips 24. These clips therefore effect a close pitched riveting entirely across the vessel as respects the lower edge of the lower unit or member 23 of the intermediate transverse frame. Infact, said' lower lmember of the intermediate transverse frame is made ractically integral with the shell bottom. hus, instead of having notches, which invite the locating of the fracture at said point, we have an 'intermediate transverse frame member on top of the flanges of channels 19, which member has intact a top and bottom flange, the

bottom flange providing a firm bearing onv said channel flanges and consequently operating to prevent any fracturingof said member.

Furthermore,`on the side of economy, my construction, as respects said clips 24, is such that it permits of the same being bull-riveted both as respects the shell bottom and also the unit 23 of said member. Thus, in all these different ways, my invention provides for economical construction, so primarily essential in the steel scow type of vessel.

It is a well-recognized and well-known principle that a sudden change in the cross! sectional area of a girderf results in a much weaker girder than one which is uniform in its cross-sectional area throughout. That is, where the transverse frame member oflifteen-inches depth has a minimum of fourinch notches burned therein along its lower edge to provide ,forl the receiving of the anges of the bottom chr unel members, there is a sudden change in the cross-sectional area. equal to approximately twenty-five percent. This change in the cross-sectional area occurs at frequent intervals throughout the length of the member. As noted, such a transverse member is much weaker than a transverseV member of twelve linch depth that is not notched. In short, the strength of such a member is a function'of the uniformity lof the cross-sectional area. Manifestly, the elimination of these notches, at the same time providing for the integral connection of the intermediate transverse member with the shell bottom provides for the' employment of a much weaker, (consequently lighter in weight), transverse member by reason of the fact that its maximum efficienc is utilized. When a load `is disposed on tile scow, the lower edge of the transverse member is thrown into great strains. Manifestly, the notching is a direct reduction of the strength of said girder along the precise lines or in that portion where the same should be strongest, and in fact is a veritable starter for said fracture. To overcome any of these difficulties, much heavier transverse members mush be employed, thereby adding to the' weight, which is directly opposed to the efiicient construction of ascow which must be of shallow draft and economical construction.

However, while avoiding of the notches is] for these reasons preferable, notching may be employed where the use to which the scow is to be put renders lightness of weight and the fact that ships are subjected to a multiy plicity of strains due to varying support of the wat-er in `rough weather, and particularly is this true in a scow due to lack of uniform-- ity of loading. An invariable rule adhered to is the ositive avoidance of too great rigidity. n a scow construction, being of the broad platform-like design, the importance of the necessary degree of elasticity is of double significance. The racking strains, to which'such-a `structure is peculiarly subjected, most emphatically c all for a relatively high degree of elasticity compared with the ordinary ship construction. This requisite condition therefore calls for a transverse frame member of minimum material to supply the necessary degree of strength. My vconstruction of securing by means of clips 24 the lower unit 23 of the intermediate transverse frame member to the shell bottom, making the same practically integral therewith, provides for yutilizing the maximum etiiciency of the strength of said lower unit, and, therefore, I make possible the employment of a unit having a minimum of material therein, which in turn provides for t-he maximum elasticity in such a member.

It is manifest throughout the above that applicant has discovered and solved through his Vinvention the problem of providing a ,minimum of material to eHect the requisite pose the channel shapes composing the side.

junction with my relatively vweak transverse and intermediate transverse members, by disposing the side shell channel shapes vertically. Where the said side shell channel shapes are disposed longitudinally, they are only strongly supported at intervals equal to the distance between the bulkheads.

'In short. the said side channels constitute a girder supported at said intervals. My intermediate transverse members, intermediate said bulkheads, of proportions employed in my invention, would afford little or no support against the pressures which I have above indicated. In this particular, We are dealing with a local force' and an obvious condition which must be provided for, and particularly in the case of the side shell. In the scovv embodying my invention, in the preferred form of having the channels vertically disposed, I provide relatively 1short spans from the deck to the bottom, providing for a side shell of requisite strength, and. be it noted, without in any wise interfering with the necessary elasticity as respects the bottom units as heretofore pointed out.

` As respects the frame members, longitudinal transverse and intermediate transverse the structure embodying my invention eliminates material and provides for the employment of relatively very weak members to provide for a strength generally throughout the structure, and this provision, in conjunction with the preferably vertically disposed channel shapes in the side shell, takes care of the condition of local strength.

The ab'ove has reference to a scow structure embodying my invention generally, in contrast to the following which pertains to a definite form of my structure herein styled panel construction.

In Ithe employment of channel shapes in the construction of vessels, as heretofore designed or suggested, the joints of the channels are carefully disposed in staggered or broken relation, or as technically' known in the art as a shift of butts. In this definite panel form of construction, herein the preferred construction, the structure embodying my invention proceeds in direct opposition to said general practice by terminating the joints along a given transverse line, thus dividing the shell into sections, or as herein termed panels The. advantages accruing are many: First, the economy incident thereto is to be noted. The channel sha es 19 constituting the bottom are ordered rom the mill, cut to desired lengths. These shapes may be installed in one of two ways as follows:

After constructing the bulkheads or transverse frame member by securing to the bulkhead plate 15 the boundary bar 13, and securing to said boundary bar the connection plate 14 and disposing these on the crihbing on the building ways, thereupon the bottom unit 16 of the longitudinal frame member or members is put into position or obviously a channel member as in the case of the intermediate ,transverse member could be employed as a transverse frame member. This bottom longitudinal frame unit 16 consists of the vertically disposed plate 34 (Fig. 5) with the stifl'ening angle or flange 35 on its upper edge. Thereupon, the channel shapes 19 are putin position on either side of plate 34 with their ends resting on the connecti n plate 14. to which they are bull-riveted. hese channel shapes 19 are then hull-riveted together through the plate 34 along their respective flanges. Then the remaining channel shapes, which go to make up the remainder of the shell bottom, are placed in position, preferably from the center line of the vessel out- Wardly, and are bull-riveted one by one along their respective flanges, and to the connection plate 14. The clips 24 are bull-riveted in place, one by one, as the said channels are placed in position.

Thus, there is formed a panel 36 in the shell bottom, extending from bulkhead to bulkhead or transverse to transverse frame member wholly independent of any of the remainder of the vessel fore and aft. Thisl panel, as respects its width, obviously may be considered as extending from the center line to the side shell, or from the center line to the next longitudinal bottom unil. ifthere are said longitudinal units.

A second way in which the said bottom channels may be put in place is as follows: The channel shapes may be placed side by side in the fabricating department, and bullriveted along their flanges with the necessary clips 24, so that the panel complete is thus constructed,.whether the same extends from the center line to the next longitudinal member, or whether the same extends from the center line to the side shell. This panel thus made is then taken and dropped in position between the bulkheads or transverse frame member and the ends riveted to the connec tion plates 14. In placing the panels according to this second way, the vertical bulkhead or transverse frame plates y15 would not be put in position until the shell Lacasse bottom was finished from one end of the scowto the other. On a given panel, the connection plates 14 with the boundary bar 13 riveted thereto would be bull-riveted at each end ofl said given panel. The next adjoining panel would not be provided withl equipped with hoisting and conveying machinery4 for handling complete panels.

A similar procedure may be adopted in connection with the construction of the side shell, namely, the two channel shapes joining the bulkheads or the transverse frames or the intermediate transverse frames may be riveted to the respective bulkheads or transverse frames or intermediate transverse frame members, and the 'space left between may be filled in channel by channel, or the panel as a complete unit fabricated and riveted in the shop and placed in positionv between ".said 'members Y Manifestly, this panel construction and the connection Vplates 14 provide Afor utilizing the channel shapes without correcting any discrepancy that may occur as to their length. The said shapes may be employed as received from the mill. Ordinarily, there will be a discrepancy between the ordered length and the delivered length. However, since the ends of the said channels are in spaced relation to the bulkhead or transverse frame member, allowance is made for this discrepancy in the width of the connection plate 14. Thisconstruction obviously provides for the punching of rivet holes in the flanges and webs of thev channel plates from a universal template applicable to the whole of the flat portion of the bottom. A separate universal template likewise applies tol the side shell channels. i

This making applicable. the use of the universal template effects a great economy as respects the labor cost. These panels are preferably of a uniform"lenffth throughout the ship, and thus all .the channels making,r up panels are of the s ame ordered length, thereby making the channels universally interchangeable throughout the bottom of the ship, and also making the channels in the side shell universally interchangeable. This avoids the necessity in constructing, for eX- ample, the bottom panels of channel shapes of a particular length, and also this eliminates the necessity of sorting and handling the material upon its receipt from the' mill.

In shipbuilding, seventy-five cents of every n butts of abutting channel shapes,

one dollar spent on steel construction labor goes for unskilled labor, and of this seventyiive cents at least fifty'percent is spent for handling and'sort'ing the material, .owing to theigreat variety in dimensions of said materia s.

This panel construction is made possible by reason of the fact that in the scow construction the bottom and top are respectively u`nder compression and tension strains, as hereinbefore set forth. f

The next part of the hull to be put in position would normally be the lattice members '29', which .are secured at their ends and center to brackets 30,37 and 38. Next, the upper unit 2S of the longitudinal member is installed, and, thereupon, the beams 26 of the intermediate transverse members, the same being preferably intercostal.- Upon these beams, the deck channels 31 areplaccd and bull-riveted, the same being preferably disposed with their flanges upwardly directed and being bull-riveted'along their flanges as well as to the beams 26. The channel shape 39, having either one fiange cut ofi' or both flanges left'intact, abutting on the side shell is carried suiciently over the side shell to take the gunwale angle 40. The gunwale angle 4() and the fender angles 41 are preferably continuous from one end of the vessel to the other.

As' is generally known in the rolling of shapes of-consider'able' sectional area, there is a marked difference in the width, due to the variation in temperature of therolls and the material from which the shapes are being rolled. While this variation is not serious in the smaller sections, it entails considerable cost and work when any two sections of different width are-to abut or join each other endwise. My `panel construction overcomes this objection, inasmuch as no two channels are caused to abut or be joined endwise.

My `panel construction provides for using channels'of different width. To illust-rate this, it is evident that my panel construction l allows for the constructionV of channels in one panel of a different width than those in. the adjoining panel. This is of the utmost importance, and has hitherto been a most serious objection to the employing of channel shapes in hull construction. It is manifest that the variations in width would entail the introduction of metal packing between the flanges of one channel and another, in order to bring the flanges in line at the whose width varies. A vacancy wou d be left laterally, equivalent to the discrepancy. in Width of the two abutting channels. This necessitates the introduction ofeither parallel or tapered liners, a. very objectionable feature in shipbuilding, not only by reason Obviously, changes may be made in the forms, dimensions and arrangement of the parts of my invention, without departing ironi the principle thereof, the above setting forth only preferred forms of embodiment. In the modified form shown in Figs. l2 and 13, the bottom channel members 43 have broken or staggered joints 44 and 45, with metal collars 46 in conjunction with the bulk head 12. This represents the more usual form of disposing the bottom channel nicmbcrs, but constructing the balance of the hull as provided for in the preferred form permits of the resultingr economies as hereinabove set forth. The spacing of the intermediate transverse frames being a multiple times further apart provides for the construction of a seow much cheaper than is common at present.

I claim l. A steel scow, barge or like vessel embodying a hull, square in vertical cross section at all transverse planes, said hull being composed of channel shapes, the flanges of l which are secured together, said shapes in the bottom being of sectional formation the sections having their ends in spaced relation longitudinally and terminating iii given lines transverse to the ship; and a connecting plate disposed transversely of the liull in a plane parallel to the hull to which the end portions of said channel shapes ai'e secured, whereby drainage of all liquids in said bottom is provided, and ditieulties due to varying lengths and widths of the channel shapes are obviated.

2. A steel scow, barge or like vessel embodying a hull composed of channel shapes having flanges secured together, said shapes in the bottom being ot sectional formation the sections having their ends in spaced relation longitudinally and terminating in given lines transverse to the ship;'a connecting plate disposed transversely of the hull in a plane parallel to-the hull to which the end portions of said cliannel'shapes are secured; and transverse frame members secured to said plate between said end portions.k

.3'. A steel scow, barge or like vessel embodying a hull composed of channel shapes having fianges secured together, said shapes in the bottom being of sectional formation the sections having their ends in spaced relation longitudinally and terminating in given lines transverse to the ship; a connecting plate disposed transversely of the hull in a plane parallel to the hull to which the end portions of said channel shapes are secured; transverse frame members secured to said plate between said vend portions and longitudinal frame members secured substantially throughout their length to the channel shapes.

4. In the method of constructing a steel scow, barge or like vessel hull of steel channel shapes of varying length and width, said hull having longitudinal and transverse truss members, the steps of building into panels a plurality of said channel shapes for the bottom and sides; inserting said side and bottom panels in spaced relation, as respects their vertical and horizontal planes respectively, to each other; inserting said panels in spaced relation as respects their ends between said truss members; securing the end portions of said panels together by means of a connector member; and joining said sides and bottom anels by means of a bilge plate extending throughout the length of and up the rakes to the deck of the scow.

.5. In the method of constructing-ii steel scow, barge or like vessel hull of steel channel shapes of varying length, said hull having longitudinal and transverse truss ineinbers, the steps of building into panels a plurality of said channel shapes for the bottom and sides, inserting said panels in spaced relation as respects their ends between said truss members, and securing the end portions of said panels together by means of a connector member.

6. In the method of constructing a steel scow or like vessel hull, the steps of building the bottom in panels or sections of channel shapes, which panels are of a length to enttend from transverse frame member to transverse frame member, of building the side panels of channel shapes, said panels being ofa length to extend from transverse frame member to transverse frame member, and the channel shapes themselves being disposed vertically, and transverse frames having their lateral edges secured between the anges of the channel shapes in the sides, and their lower edges secured to the bottom channel shapes.

7. The method of constructing a steel scow or like vessel constructed of channel shapes, comprising the steps of making a transverse member formed of a boundary bar with a transverse shell connection riveted thereupon; of'placing said transverse member on cribbing prepared on the building ways; of constructing the bottom member of the longitudinal girder and placing same in osition between transverse members on bui ding ways; of forming a bottom panel of channel shapes previously marked and punched from a universal template, said shapqes being of lengths as received from the mil byriveting said channel shapes together along their flanges, whereby is formed a' anel of desired width, havin the ends of said channel shapes terminate a ong a given transverse line; of forming a side panel of channel lates previously marked and punched. rom a universal template, said shapes being of lengths as received from the menne p l mills, b riveting said channel shapes together a ong their flanges, whereby is ormed a panel of desired width extending in length from onetransverse member to the other;

5 of securing in place the intermediate transverse-frame members as respects vbottom and sides, said intermediate transverse members bemg spaced a. f plurality 'of timesfurther apart than has heretofore been customary in the sameclass of vessel transversely framed; l0

punching,V placing in position and riveting u' the deck channels.

In 4witness, whereof, I hereunto subscribe i .my name this 12th day of December 1924. ROBERT ELWooD ELLIS.A

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