Year: 1892

page_text: Date of Application, 25th Oct., 1892-Accepted, 14th Jan., 1893
Fig. 6 is the midship section at æ, æ.
The drawings show a vessel having fine lines, especially in the after body, where
the run is unusually long and easy, and with a keel line which gradually rises from
the stern post S, the point of the greatest draught, forward.
Commencing just aft of the midship section, Fig. 6, two narrow hulls A and B
spring from the main hull H, one on each side of the main keel K, and they extend
aft, parallel with each other, and with the central portion of the main hull, to
separate stern posts, S1 and S11 located somewhat forward of the main stern post S.
The keels K' and K" of the lateral hulls correspond with the horizontal plane of
the main keel K, and the portion H of the main hull, which lies between the narrow
lateral hulls is drawn in to correspond with them in form and dimensions. This
converts the lower portion of the after half of the vessel into three narrow hulls, with
open water ways between.
The rudder is located at the after end of the main keel K, in the usual manner,
where also one of the three screw propellers p, is located. The other two
propellers p' and pll are located directly aft of the stern posts S1 and S" of the two
lateral hulls A and B, which furnish most efficient stern bearings for them, thus
obviating the use of outside supporting brackets, which offer great resistance in
their passage through the water.
The side screws p¹ and p" turn in solid water on all sides which comes to them
both from without and through the narrow passages of the after hulls, there being
no immersed portion of the main hull forward to them to disturb the water, thus the
screws are enabled to work to their full efficiency; and being located forward of
the central screw p, and turning in opposite directions, they transmit a large volume
of solid water directly to it and enable it to operate effectively. By this
arrangement I am enabled to use small screws with better results than can be
attained with large screws as usually applied.
With these smaller screws, and my improved construction, I am also enabled to
keep my propellers further below the surface of the water, and to place them
further forward than usual at the present time, and as a consequence it is
practically impossible for them to be thrown out of the water by the pitching of
the ship, thus obviating or avoiding the unpleasant "racing" of the screws and the
consequent loss of speed.
The superstructure of the vessel consists of two domed deck houses D and E,
above the domed spar deck C, and extending some three fourths the length of the

page_text: ship. These houses are of a width to leave commodious gangways on each side, and
their ends are curved to a circular form. The upper part of the walls of these two
houses curves inward to join the decks D' and E' above, in a species of dome or
arch, while the top sides of the hull also tumble home with a gradual curve to form
the spar deck C. This form of construction while giving great strength and stiffness
also offers little resistance to the waves which may break on board, and as the
superstructure is framed to form an integral portion of the hull, there is little
danger of its being injured by heavy seas.
This arrangement provides two rows of staterooms for passengers on either side
of the deck house D, one lighted by deadlights in the outer wall of the house, and
the other from the large two storey saloon G, Figs. 5 & 6; and an upper tier of
staterooms on each side of the upper house E, which open on the gallery g, in the
large saloon and are lighted by deadlights in the outer wall. This arrangement,
while accommodating a large number of passengers, provides an unusual amount of
light and ventilation.
The large two storey saloon space G affords unusually fine accommodation for
dining saloon and other cabin arrangements, being light, easy to ventilate and
entirely removed and protected from the noise and smell of the machinery.
The main deck J is continuous and unbroken from stem to stern except for the
passage of an oval bulkhead L, which extends from the upper deck E to the hold,
and through which passes the funnels, ventilators and ladders giving the only access
from the decks to the engine and fire rooms. The spar deck C is also unbroken
except by two companion ways, l, l', one leading to the crews quarters and the other
to the steerage, and which are closed by water tight doors. By this arrangement
the space between the main and spar decks, J and C, may be tightly closed, and
supplies a displacement sufficient to float the vessel even when the entire hold is
filled with cargo, and all the compartments flooded with water, thus rendering the
vessel practically unsinkable. The cargo is handled through large ports opening
on lower deck N, which can be tightly closed when not in use.
At the bow of the vessel I place three collision bulkheads, r,, r, Fig. 3, extending
from the spar deck C to the keel, and conveniently spaced, and I curve these
bulkheads with their convex sides forward, as shown, in order to obtain greater
strength to resist pressure from forward in case the bow is damaged by collision.
The improved construction with the three narrow hulls aft, each with its own keel
and separate framing, provides a very stiff and efficient foundation for the engines,
which are located as shown in Fig. 5, while the bearings of each of the shafts,
having substantial foundations on the separate keels, are not liable to spring or
break. The boilers are also located in this portion of the hull where they are not
liable to disturbance from the springing of the hull.
The lower lines of the three keels, K, K', and K", all being in the same plane
form a very stable support for the vessel when docked, and obviate the use of bilge
blocks. They would also maintain the vessel in an upright position in case she
went ashore.
The triple hull also is conducive to easy motion of the ship, as it greatly reduces
the rolling, being much more effective than bilge keels, or similar devices.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is:
1. A ship having a fore body of the usual form, and an after body, beginning at
or near the midship section, subdivided into three distinct hulls, cach provided with
a separate keel and stern post, the said hulls uniting a short distance below the
water line into one hull, substantially as set forth.
2. A ship having a fore body of the usual form, and an after body beginning at
or near the midship section, subdivided into three distinct hulls A, A, B, the two
outer hulls A, B, terminating some distance forward of the centre hull in the stern
posts S', S which form independent supports for the propeller screws p², p¹¹,
the

page_text: said three hulls uniting with and merging into the main hull H some distance below
the water line, substantially as set forth.
3. A ship having the lower portion of its after body subdivided into three distinct
hulls, and whose top sides tumble inward in a circular curve to join the deck C, the
whole surmounted by one or more deck houses D, E, onc above the other, said
deck houses having their ends rounded and the upper portion of their walls
curved inward to form arched decks above, substantially as set forth and described.
4. A ship having the lower portion of its after body subdivided into three distinct
hulls, A, h, B, and whose top sides tumble home on a curve to join the deck C, one
or more houses D, E, surmounted by curved decks D', E', in combination with one
or more curved collision bulkheads r, r, extending from the spar deck C to the keel,
substantially as described.
5. A ship having its main deck J unbroken by any openings, a spar deck C,
penetrated only by the water tight companion-ways 1, 1, and the oval bulkhead L,
extending from the upper promenade deck E' to the hold, and enclosing all funnels,
ventilators, and ladders from the lower portion of the ship, the said decks and
bulkheads enclosing space exceeding in buoyancy the entire displacement of the
loaded hull, substantially as and for the purpose set forth.
Dated this 14th day of October 1892.
ALONZO PERRY BLIVEN.