CA1038238A - Ship's hull - Google Patents
Ship's hullInfo
- Publication number
- CA1038238A CA1038238A CA248,992A CA248992A CA1038238A CA 1038238 A CA1038238 A CA 1038238A CA 248992 A CA248992 A CA 248992A CA 1038238 A CA1038238 A CA 1038238A
- Authority
- CA
- Canada
- Prior art keywords
- hull
- cargo
- ship
- deck
- main deck
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Landscapes
- Ship Loading And Unloading (AREA)
Abstract
A b s t r a c t Cargo vessel for bulky, comparatively light cargo such as forest products, containers, motor vehicles etc.
and/or comparatively heavy cargo, e.g. in the form of bulk cargo, the athwartships section of the whole hull between the stem and the stern below the lowest full-length and -width deck having essentially a trapezoid form with the shortest parallel side situated in the bottom plane of the hull, while the non-parallel sides of the trapezoid incline about 35-55° towards the bottom plane and extend a con-siderable way above the design water line close on said deck for the said bulky comparatively light cargo there being further one or more light cargo decks of the same width as said full-length and full-width deck above this lowest deck.
and/or comparatively heavy cargo, e.g. in the form of bulk cargo, the athwartships section of the whole hull between the stem and the stern below the lowest full-length and -width deck having essentially a trapezoid form with the shortest parallel side situated in the bottom plane of the hull, while the non-parallel sides of the trapezoid incline about 35-55° towards the bottom plane and extend a con-siderable way above the design water line close on said deck for the said bulky comparatively light cargo there being further one or more light cargo decks of the same width as said full-length and full-width deck above this lowest deck.
Description
1038%3~ , Shi~'s hull .
The invention relates to the hull of a car'go ship for carriage of,inter alia, bulky, comparatively light cargo, such as certain forest products, containers, motor vehicles etc.~ either alone or in co~blnation with com-paratively heavy cargo, e.g. in the f~rm of oil, ore coal' etc., or alternatively of such heavy cargo alone.
In transportation there has arisen a growing need for the carria~e of goods which is bulky in relation to its weight. An example is container-packed goods, the ~eight of which' pervolume unit-of cargo space may be considerably less than one tenth of the density of water. Another exa~ple of "light" goods in connection with transportation is motor vehicles, the weight of which per volume cargo space is conciderably less than 10 % of the density of water.
The need for transportation of forest products, con-tainers, motor vehicles and other "light" goods has necessitated large cargo space, ~Ihich has resulted, inter alia, in ne-~r designs of ships' hulls. The shipbuilding - .
~03~238 technicians have therefore been forced to a large extent to design different types of hull for different purposes, ~ tendency to specially formed ships' hulls has thus become noticeable, each type of hull bcin~ designed to meet a given transportation requirement. There should be no doubt that this development may he economically favourable in many respects, but in international shipping it has brought new, earlier relatively unknown problems. A ship with high tonnage but relatively low displacement must, of course, be a shallow-draught vessel, which has an unfavourahle effect on itsstability and propulsion. Furthermore, specially constructed ships are unsuited for carriage of other goods than they are designed for. This means that a not inconsiderable part of all shipping at present runs at full load only in one direction, which necessitates the reservation of large space for ballast tanks so that ships can be given the necessary stability and draught when running without load.
The object of the present invention is to achieve a ship's hull which enables optimal use to be made both of loading capacity and tonnage and thereby to produce a ship which can advantageously combine different kinds of cargo or carry exclusively either light, bulky cargo or heavy, less bulky cargo.
Accordingly, the present invention provides a dis-placement ship for the transport selectively of low and high density cargo comprising, a hull which is substantially uni-formly trapezoidal in cross-section and extends between stem and stern of the ship, said hull having downwardly and inwardly inclined side walls forming an angle of from 35D to 55D with 30 the horizontal; a main deck surmounting said hull and coextensive lengthwise therewith, said side walls of the hull extending upwardly above the design water line of the ship a distance at ~ - 3 -10; 8Z38 least equal to one fourth the height of the hull and terminating at said main deck; and at least one additional cargo deck coextensive in length and width with said main deck and positioned thereabove.
~ 3a -The hull according to the invention has several . manifest advantages over hulls kno~m hithcrto, the follo~Jing of ~hich advantages deserve special mention:
a. The ship can with little ballast be propelled without cargo with good stability and draught, b~ a relatively large proportion of the ship s loading capacity can be assigned to the main deck and above on large loading areas without manifestly unfavourable . effect on the stability of the ship, using bottom tanks.and possibly win~rard tanks only to a small extent as ballast tanks, c. relatively heavy, less bulky cargo can be placed in holds below the main deck.without need to fill the ballast tanks, d. the drauGht required for stabilit~ and propulsion of the ship can be maintained even with extremel~
light or no cargo.
As the costs of loading and discharging of cargo vessels constitute.a large part of the total cost of carriage, it is important that cargo vessels be constructed so as to facilitate loading and discharging in all respects.
The costs so saved can far outweigh any increase of costs for propulsion of the vessel. With a form af hull according ~ .
.
.
103823ff to the invention, furthermore, different kinds of cargo can be combined in such a way that the vessel s total loading capacity as reGards both volume and weight - can be optimally utilized, the voyage made ~ithout cargo being reduced to a minimum.
The great width attainable for a vessel built on a hull according to the invention implies that large continuous loading areas can be arranged, which allows a greater possibility of quickly loading and discharging cargo on trucks or other vehicles, since they can be easily manoeuvred on the large areas offered by the decks.
This new form af hull, furthermore,-solves a problem to which only little attention has been paid hitherto, namely the limited water line breadth which in practice exists when running in ice-covered waters. The ice-breakers at present in use, and those which in the foreseeable future will come into use, have no possibility of breaking ice-channels of the width which may be necessary for ships with the loading width that can be attained with the hull according to the invention.
The hull according to the invention also offers an admirable possibility of utilizing a recently known technique in the construction of a vessel for combined - ' '~`, ' '' :
10382;~8 light and hcavy cargo, ul;i~iz;ng longitudinal loading convcyors arranged under the nain dcck. The upper part of the space of essentially triangular cross-section that is formed win~1ards in a hull according to the invention is ~ell suited for fore-and-aft conveyors for loading, for example, of bulk cargo via stem or stern. The main deck and any cargo decks above it can thus be free from hatches. The said space is also well suited for running of pipelines, electric cables etc.
For further understanding of the invention one of its e~bodiments will nowbe described with reference to the attached drawings, which show a hull according to the invention, fig. 1 showing a hull according to the invention in perspective and fig. 2 an athwart-ships section through the hull shown in fig. 1.
Fig. 1 is a perspective drawing of a ship s hull according to the invention, having a lower section 1 and superstructures 2, 3. The lower section 1 exhibits between the fore-part 4 and after-part 5 of the ship an athwart-ships section (fig. 2), essentially of trapezoid form.
The ship's plating 6 , 6" thus inclines about 45 to the main deck 7 and the bottom 8 of the ship.
1038Z3~
Thc hull accolding to the invcntion ~hus differs ~arkedly from hitherto known sh~pes of hull in that the part im~ediately above the ~ater line, together with the entire p~rt below the ~at;er line, has an essentially trapezoid instead of an essentially rectangular cross-section. This permits the construction of a hull of considerable width at the main deck so that, with the same good stability and the necessary draught, the ship can obtain the large tonnage required for carriage of the relatively light cargoes which are becoming in-creasingly predominant.
The new form of ship s hull according to the invention has the advantage, furthermore, that, when carrying exclusively light cargo or no cargo, the ship need not take in ballast to nearly the same extent as conventional ships. If the ballast tanks are placed in the ship s bottom, stability is obtained when running with light cargo above the main deck, or without cargo, with only a fraction of the ballast required under corresponding conditions for a conventional ship. Stability calculations have shown that about 90 % of the total loading capacity of the ship can be placed on the main deck and above without jeopardizing the stability.
1038Z3~
The form of hull according to the invention makes possible a favourable solu-tion of other problems involved in the loading and discharging of different kinds of goods.
Thus the upper wingward spaces denoted g , 9" in fig. 2 can be used for installation of pipelines, conveyor equipment or t`he like for loading and discharging of oil, ore, coal or the like to and from holds below the main deck via stem or stern, so that the main deck 7 and any cargo decks above it can have vlrtually unbroken surfaces.
This means in turn that a cargo below the main deck can be discharged or loaded even if the cargo decks above the main deck are fully loaded.
A vessel according to the invention can thus be optimally utilized whether solely for heavy cargo, solely light cargo or a combination of heavy and light cargo, and the hull also allows loading and discharging of different holds regardless of whether other holds are full~ loaded.
Although the invention has been described with reference to one of its embodiments, it may be arbitrarily varied within the scope of the subsequent claims.
The invention relates to the hull of a car'go ship for carriage of,inter alia, bulky, comparatively light cargo, such as certain forest products, containers, motor vehicles etc.~ either alone or in co~blnation with com-paratively heavy cargo, e.g. in the f~rm of oil, ore coal' etc., or alternatively of such heavy cargo alone.
In transportation there has arisen a growing need for the carria~e of goods which is bulky in relation to its weight. An example is container-packed goods, the ~eight of which' pervolume unit-of cargo space may be considerably less than one tenth of the density of water. Another exa~ple of "light" goods in connection with transportation is motor vehicles, the weight of which per volume cargo space is conciderably less than 10 % of the density of water.
The need for transportation of forest products, con-tainers, motor vehicles and other "light" goods has necessitated large cargo space, ~Ihich has resulted, inter alia, in ne-~r designs of ships' hulls. The shipbuilding - .
~03~238 technicians have therefore been forced to a large extent to design different types of hull for different purposes, ~ tendency to specially formed ships' hulls has thus become noticeable, each type of hull bcin~ designed to meet a given transportation requirement. There should be no doubt that this development may he economically favourable in many respects, but in international shipping it has brought new, earlier relatively unknown problems. A ship with high tonnage but relatively low displacement must, of course, be a shallow-draught vessel, which has an unfavourahle effect on itsstability and propulsion. Furthermore, specially constructed ships are unsuited for carriage of other goods than they are designed for. This means that a not inconsiderable part of all shipping at present runs at full load only in one direction, which necessitates the reservation of large space for ballast tanks so that ships can be given the necessary stability and draught when running without load.
The object of the present invention is to achieve a ship's hull which enables optimal use to be made both of loading capacity and tonnage and thereby to produce a ship which can advantageously combine different kinds of cargo or carry exclusively either light, bulky cargo or heavy, less bulky cargo.
Accordingly, the present invention provides a dis-placement ship for the transport selectively of low and high density cargo comprising, a hull which is substantially uni-formly trapezoidal in cross-section and extends between stem and stern of the ship, said hull having downwardly and inwardly inclined side walls forming an angle of from 35D to 55D with 30 the horizontal; a main deck surmounting said hull and coextensive lengthwise therewith, said side walls of the hull extending upwardly above the design water line of the ship a distance at ~ - 3 -10; 8Z38 least equal to one fourth the height of the hull and terminating at said main deck; and at least one additional cargo deck coextensive in length and width with said main deck and positioned thereabove.
~ 3a -The hull according to the invention has several . manifest advantages over hulls kno~m hithcrto, the follo~Jing of ~hich advantages deserve special mention:
a. The ship can with little ballast be propelled without cargo with good stability and draught, b~ a relatively large proportion of the ship s loading capacity can be assigned to the main deck and above on large loading areas without manifestly unfavourable . effect on the stability of the ship, using bottom tanks.and possibly win~rard tanks only to a small extent as ballast tanks, c. relatively heavy, less bulky cargo can be placed in holds below the main deck.without need to fill the ballast tanks, d. the drauGht required for stabilit~ and propulsion of the ship can be maintained even with extremel~
light or no cargo.
As the costs of loading and discharging of cargo vessels constitute.a large part of the total cost of carriage, it is important that cargo vessels be constructed so as to facilitate loading and discharging in all respects.
The costs so saved can far outweigh any increase of costs for propulsion of the vessel. With a form af hull according ~ .
.
.
103823ff to the invention, furthermore, different kinds of cargo can be combined in such a way that the vessel s total loading capacity as reGards both volume and weight - can be optimally utilized, the voyage made ~ithout cargo being reduced to a minimum.
The great width attainable for a vessel built on a hull according to the invention implies that large continuous loading areas can be arranged, which allows a greater possibility of quickly loading and discharging cargo on trucks or other vehicles, since they can be easily manoeuvred on the large areas offered by the decks.
This new form af hull, furthermore,-solves a problem to which only little attention has been paid hitherto, namely the limited water line breadth which in practice exists when running in ice-covered waters. The ice-breakers at present in use, and those which in the foreseeable future will come into use, have no possibility of breaking ice-channels of the width which may be necessary for ships with the loading width that can be attained with the hull according to the invention.
The hull according to the invention also offers an admirable possibility of utilizing a recently known technique in the construction of a vessel for combined - ' '~`, ' '' :
10382;~8 light and hcavy cargo, ul;i~iz;ng longitudinal loading convcyors arranged under the nain dcck. The upper part of the space of essentially triangular cross-section that is formed win~1ards in a hull according to the invention is ~ell suited for fore-and-aft conveyors for loading, for example, of bulk cargo via stem or stern. The main deck and any cargo decks above it can thus be free from hatches. The said space is also well suited for running of pipelines, electric cables etc.
For further understanding of the invention one of its e~bodiments will nowbe described with reference to the attached drawings, which show a hull according to the invention, fig. 1 showing a hull according to the invention in perspective and fig. 2 an athwart-ships section through the hull shown in fig. 1.
Fig. 1 is a perspective drawing of a ship s hull according to the invention, having a lower section 1 and superstructures 2, 3. The lower section 1 exhibits between the fore-part 4 and after-part 5 of the ship an athwart-ships section (fig. 2), essentially of trapezoid form.
The ship's plating 6 , 6" thus inclines about 45 to the main deck 7 and the bottom 8 of the ship.
1038Z3~
Thc hull accolding to the invcntion ~hus differs ~arkedly from hitherto known sh~pes of hull in that the part im~ediately above the ~ater line, together with the entire p~rt below the ~at;er line, has an essentially trapezoid instead of an essentially rectangular cross-section. This permits the construction of a hull of considerable width at the main deck so that, with the same good stability and the necessary draught, the ship can obtain the large tonnage required for carriage of the relatively light cargoes which are becoming in-creasingly predominant.
The new form of ship s hull according to the invention has the advantage, furthermore, that, when carrying exclusively light cargo or no cargo, the ship need not take in ballast to nearly the same extent as conventional ships. If the ballast tanks are placed in the ship s bottom, stability is obtained when running with light cargo above the main deck, or without cargo, with only a fraction of the ballast required under corresponding conditions for a conventional ship. Stability calculations have shown that about 90 % of the total loading capacity of the ship can be placed on the main deck and above without jeopardizing the stability.
1038Z3~
The form of hull according to the invention makes possible a favourable solu-tion of other problems involved in the loading and discharging of different kinds of goods.
Thus the upper wingward spaces denoted g , 9" in fig. 2 can be used for installation of pipelines, conveyor equipment or t`he like for loading and discharging of oil, ore, coal or the like to and from holds below the main deck via stem or stern, so that the main deck 7 and any cargo decks above it can have vlrtually unbroken surfaces.
This means in turn that a cargo below the main deck can be discharged or loaded even if the cargo decks above the main deck are fully loaded.
A vessel according to the invention can thus be optimally utilized whether solely for heavy cargo, solely light cargo or a combination of heavy and light cargo, and the hull also allows loading and discharging of different holds regardless of whether other holds are full~ loaded.
Although the invention has been described with reference to one of its embodiments, it may be arbitrarily varied within the scope of the subsequent claims.
Claims (5)
- THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
l. A displacement ship for the transport selectively of low and high density cargo comprising: a hull which is substantially uniformly trapezoidal in cross-section and extends between stem and stern of the ship, said hull having downwardly and inwardly inclined side walls forming an angle of from 35°
to 55° with the horizontal; a main deck surmounting said hull and coextensive lengthwise therewith, said side walls of the hull extending upwardly above the design water line of the ship a distance at least equal to one-fourth the height of the hull and terminating at said main deck; and at least one additional cargo deck coextensive in length and width with said main deck and positioned thereabove. - 2. A displacement ship according to claim 1, includ-ing longitudinally extending wingward spaces within said hull projecting above and below the design water line of the ship, said wingward spaces being adapted to carry conveying means therein for the loading and unloading of the hull with a high-density bulk cargo.
- 3. A displacement ship according to claim 1, wherein said side walls of the hull are inclined at an angle of substantially 45° with the horizontal.
- 4. A displacement ship according to claim 1, wherein said decks are substantially free of hatches.
- 5. A displacement ship according to claim 2, wherein each said wingward space is of triangular cross-section and is formed by a vertical bulkhead extending upwardly from an intermediate location of the corresponding side wall of the hull, by a portion of said main deck, and by the portion of said corresponding side wall of the hull extending upwardly from said intermediate location.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CH510375A CH607167A5 (en) | 1974-04-22 | 1975-04-22 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1038238A true CA1038238A (en) | 1978-09-12 |
Family
ID=4287980
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA248,992A Expired CA1038238A (en) | 1975-04-22 | 1976-03-29 | Ship's hull |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1038238A (en) |
-
1976
- 1976-03-29 CA CA248,992A patent/CA1038238A/en not_active Expired
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