CA1043181A - Icebreaking locomotive - Google Patents
Icebreaking locomotiveInfo
- Publication number
- CA1043181A CA1043181A CA270,225A CA270225A CA1043181A CA 1043181 A CA1043181 A CA 1043181A CA 270225 A CA270225 A CA 270225A CA 1043181 A CA1043181 A CA 1043181A
- Authority
- CA
- Canada
- Prior art keywords
- vessel
- cargo
- locomotive
- carrying
- stern
- 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
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
- B63B35/08—Ice-breakers or other vessels or floating structures for operation in ice-infested waters; Ice-breakers, or other vessels or floating structures having equipment specially adapted therefor
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
- B63B35/66—Tugs
- B63B35/70—Tugs for pushing
Landscapes
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Filling Or Discharging Of Gas Storage Vessels (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
A cargo-carrying articulated ship system having icebreaking capa-bilities is provided herein. It includes of a powered cargo-carrying ves-sel having an icebreaking hull from, a bow and a stern, and a powered loco-motive vessel having an icebreaking hull form, a bow and a stern. In addi-tion, a connection system is provided for connecting the cargo-carrying ves-sel and the powered locomotive vessel at concave and convex respective bow and stern confugurations to provide an articulated cargo-carrying locomotive vessel and vessel system. This connection system comprises winches secured to the powered locomotive vessel with lines therefrom tied to the cargo-carrying vessel and is operable by interrelated winding-in and paying-out of the lines by operation of the winches. This controls lateral movement of the cargo-carrying vessel relative to the locomotive vessel. Not only does this system minimize longitudinal movement between the locomotive ves-sel and the cargo-carrying vessel, but it also positively provides indepen-dently operable cargo-carrying vessel control means which are operable inde-pendent of the control means for the locomotive vessel. Thus, the cargo-carrying vessel is maneuverable in lateral directions independently of the direction of movement of the locomotive vessel. Thus a cargo-carrying ship used in ice infested waters is provided having optimal split between cargo-carrying capability and propulsion capability.
A cargo-carrying articulated ship system having icebreaking capa-bilities is provided herein. It includes of a powered cargo-carrying ves-sel having an icebreaking hull from, a bow and a stern, and a powered loco-motive vessel having an icebreaking hull form, a bow and a stern. In addi-tion, a connection system is provided for connecting the cargo-carrying ves-sel and the powered locomotive vessel at concave and convex respective bow and stern confugurations to provide an articulated cargo-carrying locomotive vessel and vessel system. This connection system comprises winches secured to the powered locomotive vessel with lines therefrom tied to the cargo-carrying vessel and is operable by interrelated winding-in and paying-out of the lines by operation of the winches. This controls lateral movement of the cargo-carrying vessel relative to the locomotive vessel. Not only does this system minimize longitudinal movement between the locomotive ves-sel and the cargo-carrying vessel, but it also positively provides indepen-dently operable cargo-carrying vessel control means which are operable inde-pendent of the control means for the locomotive vessel. Thus, the cargo-carrying vessel is maneuverable in lateral directions independently of the direction of movement of the locomotive vessel. Thus a cargo-carrying ship used in ice infested waters is provided having optimal split between cargo-carrying capability and propulsion capability.
Description
~D43~
This invention relates to a novel cargo carrying articulated ship ~ystem, particularly adapted for use in ice infested waters.
There is a basic inconsistency in the power requirements of icebreaking cargo ships. In order to operate in an icebreaking mode, such ships must have a relatively large engine power. On the other hand, to operate in the open water navigation mode, the engines need not be as powerful. Thus the icebreaking cargo ships have traditionally had a much larger engine power than economically feasible for open water navigation. Moreover, on most routes, the distance where ice has to be broken is shorter than the distance in open water navigation.
Thus, it would be economically feasible to split the power requirements to an optimum economical level by the use of an auxiliary pulling or pushing auxiliary unit.
In the Soviet Arctic and in the Baltic regions, icebreakers occasionally tow ships in ice. However, this is not generally feasible since the stern notch of the icebreaker and the bow of the towed ship -are not matched and this often leads to damage to the bow of the towed ship. Moreover, there is no control on the relative rotation of the ships.
It is also well known that barges are of ten pushed by tugs in open water.
Canadian Patent No. 202,168 issued July 27, 1920 to P.A.J.M.
Couston provides a navigable unit comprising an unpowered vessel pushed by a powered tug. The bow of the tug being so shaped to the ;~
stern of the unpowered vessel that the two units consistute a single vessel of normal outline.
Canadian Patent 853,963 issued October 20, 1970 to Ohch et al discloses a push-barge having a pusher-vessel, and exemplifies the manner in which barges are propelled, as an alternative to the usual tug pulling arrangement.
Canadian Patents 958,287 and 958,288 issued November 26, 1974 to Aktien-Gesellschaft "Weser" provide arrangements for connecting two - 1 - ` .~ . ' 1~43~1 marine vessels so that tugs can push barges.
Canadian Patent 962,533 issued February 11, 1975 to W.F.J. Freitag provides a Universal coupling device for complex barges to a towing vessel.
Canadian Patent 973,434 issued August 26, 1975 to R.A. Bludworth provides an ocean going push towing combination for pushing barges.
It would, therefore, be desirable and it is an object of one broad aspect of this invention to provide a carbo-carrying articulated ship sys-tem having icebreaking capabilities in which the power requirements for icebreaking mode operation and for open sea navigation m~de operation are different .
An object of another aspect of this invention is to provide a cargo-carrying articulated ship system having icebreaking capabilities based on a powered icebreaking vessel in conjunction with an auxilliary powered locomotive vessel having icebreaking capabilities.
An object of yet another aspect of this invention is to provide such a system in which the area of contact between the powered cargo icebreaking unit and the powered locomotive unit is matched.
An object of a further aspect of this invention is the provision of such a system whereby there is positive control for articulating the powered cargo carrying unit in relation to the powered locomotive unit.
Accordingly, by one broad aspect of this invention, a cargo -carrying articulated ship system havin~!icebreaking capabilities is pro-vided comprising in combination, a powered cargo-carrying vessel having an icebreaking hull form, a bow and a stern; a powered locomotive vessel having an icebreaking hull form, a bow and a stern; and means comprising winches secured to the locomotive vessel with lines therefrom tied to the cargo-carrying vessel for connecting the powered cargo-carrying ves-sel and the powered locomotive vessel at concave and convex respective bow and stern oonfigurations~Such means being operable by interrelated '~: '' "'' ' . . .
,' ' ~ .
~, :
~31~31 winding-in and paying-out of such lines by operation of s~;ch winches to con-trol the lateral movement of the cargo-carrying vessel relative to the looo-motive vessel, the cargo-carrying v~ssel control means being operable inde-pendent of the ccntrol mcans for the locomotive vessel so that the cargo-carrying vessel is m~neuverable in lateral directions ir.dependent of the direction of movement of the locomotive vessel.
By one variant, the stern of t~e cargo-carrying vessel is secured to the bow of the loco~,otive vessel, thereby to have the looumotive vessel assist the propulsion of the cargo-carrying vessel by pushing.
By another variant, the bow of the cargo-carrying vessel is se-cured to the stern of the locomotive vessel, thereby to have the locomotive vessel assist the propulsion of the cargo-carrying vessel by pulling.
By yet another variant, a dampening material, preferably rubber, wood or nylon is disposed between the cargo-carrying vessel and the loco-motive vessel.
By a variation of these three variants, (a) a central winch is provided on the locomotive vessel with a line secured at a bight to a cen-tral bollard on the OE go-carrying v~ssel; (b) a starboard winch is provided on the locomotive vessel with a line secured at a bight to a starboard bollard on the cargo-carrying vessel; and (c) a port winch is provided on the locomotive vessel with a line secured at a bight to a port bollard on the cargc-carrying vessel.
In the acc~anying drawings, Figure 1 is a side elevational view of one emkodiment of a self-propelled cargo-carryir.g vessel~icebreaking locomotive articulated combina-tion according tL~ one aspect of this invention;
Figure 2 is a top plan view of the en~odiment of Figure l;
Figure 3 is an enlarged top plan view of the interconnection be-tween the cargo-carrying vessel and icebreaking looomotive as shown in Fig-ures 1 and 2;
. ,~ _ ~ _ ,: : ~, :
~343~1 Figure 4 is a side elevational view of a second en~xxiiment of aOE go-carrying vessel/icebreaking locomotive articulated combination accord-ing to a second aspect of this invention;
Figure 5 is a top plan view of the e~kodi~ent of Figure 4; and Figure 6 is an enlarged top plan view of the interconnection be-tween the OE go- OE rying vessel and the icebre~king locomotive as shown in Figures 4 and 5.
Turning firstly to Figures 1 and 2, it is seen that the combina-tion includes a self-propelled cargocarrying vessel 10 and an icebreaking locomotive 11 secured together at the stern 12 of the ship 10 and the bow 13 of the icebreaking locom~tive 11. The stern 12 and the bow 13 are matched so that they fit one another while allowing some vertical movement between the ships, as well as to permit relative rotation as jwill be described herein-after with reference to Figure 3. It is also seen that damçening material 14, e.g. wDod, rubber or nylon, is disFosed between stern 12 and bow 13 to minimize and even avoid damage. It is possible, however, to do away with such dampening material and to have direct metal to metal contact.
As seen in Figure 3, the stern 12 and bow 13 are interconnected by a plurality of lines originating on the pushing icebreaking locomotive 11. A central winch 15 is provided with controlled line 16 which is se-cured to bollard 17 on OE go-c æ rying vessel 12 at bight 16a. A starbo æ d winch 18 is provided with line 19 which is secured to st æ bo æ d boll æ d 20 on cargo-carrying vessel 12 at bight l9a. Finally, a port winch 21 is pro-vided with line 22 which is secured to port boll æ d 23 on c æ go- OE rying vessel 12 at bight 22a.
Suitable interrelated winding-in and paying-out of lines 19 and -22 enable steering of and relative rotation between cargo-c æ rying vessel 10 and icebreaking locomDtive 11.
~ r' ' .
, .
1~431~1 ~ s seen in Figures 4 and 5, the combination includes an icebreak-ing locomotive 111, and a self-propelling OE go- OE rying vessel 110 se-cured together at the stern 112 of the icebreaking locomotive 111 and the bow 113 of the barge 110. The stern 112 and the bow 113 are matched so that they fit one another while allowing some vertical movement between the ships, as well as to permit relative rotation as w711 be described here-inafter with reference to Figure 6. As in the e~bodiment of Figures 1 -3, a dampening material 114, e.g. of rubber, wood or nylon, may be disposed between stern 112 and bow 113.
As seen in figure 6, the stern 112 and bow 113 are interconnected by a plurality of lines originating on the pulling icebreaking loccmDtive 111. A central winch 115 is provided with line 116 which is secured to bollard 117 on OE go-carrying vessel 112 at bight 116a. A starboard winch 118 is provided with line 119 which is secured to starboard bollard 120 on OE go-carrying vessel 112 at bight ll9a. ~inally, a port winch 121 is provided with line 122 which is secured to port bollard 123 on OE go-OE rying vessel 112 at bight 122a.
Suitable interrelated winding-in and paying-out of lines 119 and 122 enable steering and relative rotation between icebreaking locomotive 111 and OE go-carrying vessel 110.
As an example, the icebreaking locomotive 11, 111 can have an engine power of 150,000 s.h.p. and a displacement of 45,000 tons. The OE go-carrying vessel 10 can have an engine power of 50,000 s.h.p. and a displacement of 150,000 tons. The self-propelled OE go-carrying vessel 110 could have a displacement of 30,000 tons with, e.g., 12,000 s.h.p. engine power.
In summary, a novel cargO- OE rying vessel/icebreaking locomotive articulated system has been provided. The OE go-carrying vessel would, in ~ 5 ~
- : - , -. . . :
. - . .. . .
- ' ~ 43~
general, be pushed if it were larger than ~he icehre~king loo~m~tive, or would be pulled if it were smaller than the icebreaking locom~tive.
lQ
': ' ' : "
'
This invention relates to a novel cargo carrying articulated ship ~ystem, particularly adapted for use in ice infested waters.
There is a basic inconsistency in the power requirements of icebreaking cargo ships. In order to operate in an icebreaking mode, such ships must have a relatively large engine power. On the other hand, to operate in the open water navigation mode, the engines need not be as powerful. Thus the icebreaking cargo ships have traditionally had a much larger engine power than economically feasible for open water navigation. Moreover, on most routes, the distance where ice has to be broken is shorter than the distance in open water navigation.
Thus, it would be economically feasible to split the power requirements to an optimum economical level by the use of an auxiliary pulling or pushing auxiliary unit.
In the Soviet Arctic and in the Baltic regions, icebreakers occasionally tow ships in ice. However, this is not generally feasible since the stern notch of the icebreaker and the bow of the towed ship -are not matched and this often leads to damage to the bow of the towed ship. Moreover, there is no control on the relative rotation of the ships.
It is also well known that barges are of ten pushed by tugs in open water.
Canadian Patent No. 202,168 issued July 27, 1920 to P.A.J.M.
Couston provides a navigable unit comprising an unpowered vessel pushed by a powered tug. The bow of the tug being so shaped to the ;~
stern of the unpowered vessel that the two units consistute a single vessel of normal outline.
Canadian Patent 853,963 issued October 20, 1970 to Ohch et al discloses a push-barge having a pusher-vessel, and exemplifies the manner in which barges are propelled, as an alternative to the usual tug pulling arrangement.
Canadian Patents 958,287 and 958,288 issued November 26, 1974 to Aktien-Gesellschaft "Weser" provide arrangements for connecting two - 1 - ` .~ . ' 1~43~1 marine vessels so that tugs can push barges.
Canadian Patent 962,533 issued February 11, 1975 to W.F.J. Freitag provides a Universal coupling device for complex barges to a towing vessel.
Canadian Patent 973,434 issued August 26, 1975 to R.A. Bludworth provides an ocean going push towing combination for pushing barges.
It would, therefore, be desirable and it is an object of one broad aspect of this invention to provide a carbo-carrying articulated ship sys-tem having icebreaking capabilities in which the power requirements for icebreaking mode operation and for open sea navigation m~de operation are different .
An object of another aspect of this invention is to provide a cargo-carrying articulated ship system having icebreaking capabilities based on a powered icebreaking vessel in conjunction with an auxilliary powered locomotive vessel having icebreaking capabilities.
An object of yet another aspect of this invention is to provide such a system in which the area of contact between the powered cargo icebreaking unit and the powered locomotive unit is matched.
An object of a further aspect of this invention is the provision of such a system whereby there is positive control for articulating the powered cargo carrying unit in relation to the powered locomotive unit.
Accordingly, by one broad aspect of this invention, a cargo -carrying articulated ship system havin~!icebreaking capabilities is pro-vided comprising in combination, a powered cargo-carrying vessel having an icebreaking hull form, a bow and a stern; a powered locomotive vessel having an icebreaking hull form, a bow and a stern; and means comprising winches secured to the locomotive vessel with lines therefrom tied to the cargo-carrying vessel for connecting the powered cargo-carrying ves-sel and the powered locomotive vessel at concave and convex respective bow and stern oonfigurations~Such means being operable by interrelated '~: '' "'' ' . . .
,' ' ~ .
~, :
~31~31 winding-in and paying-out of such lines by operation of s~;ch winches to con-trol the lateral movement of the cargo-carrying vessel relative to the looo-motive vessel, the cargo-carrying v~ssel control means being operable inde-pendent of the ccntrol mcans for the locomotive vessel so that the cargo-carrying vessel is m~neuverable in lateral directions ir.dependent of the direction of movement of the locomotive vessel.
By one variant, the stern of t~e cargo-carrying vessel is secured to the bow of the loco~,otive vessel, thereby to have the looumotive vessel assist the propulsion of the cargo-carrying vessel by pushing.
By another variant, the bow of the cargo-carrying vessel is se-cured to the stern of the locomotive vessel, thereby to have the locomotive vessel assist the propulsion of the cargo-carrying vessel by pulling.
By yet another variant, a dampening material, preferably rubber, wood or nylon is disposed between the cargo-carrying vessel and the loco-motive vessel.
By a variation of these three variants, (a) a central winch is provided on the locomotive vessel with a line secured at a bight to a cen-tral bollard on the OE go-carrying v~ssel; (b) a starboard winch is provided on the locomotive vessel with a line secured at a bight to a starboard bollard on the cargo-carrying vessel; and (c) a port winch is provided on the locomotive vessel with a line secured at a bight to a port bollard on the cargc-carrying vessel.
In the acc~anying drawings, Figure 1 is a side elevational view of one emkodiment of a self-propelled cargo-carryir.g vessel~icebreaking locomotive articulated combina-tion according tL~ one aspect of this invention;
Figure 2 is a top plan view of the en~odiment of Figure l;
Figure 3 is an enlarged top plan view of the interconnection be-tween the cargo-carrying vessel and icebreaking looomotive as shown in Fig-ures 1 and 2;
. ,~ _ ~ _ ,: : ~, :
~343~1 Figure 4 is a side elevational view of a second en~xxiiment of aOE go-carrying vessel/icebreaking locomotive articulated combination accord-ing to a second aspect of this invention;
Figure 5 is a top plan view of the e~kodi~ent of Figure 4; and Figure 6 is an enlarged top plan view of the interconnection be-tween the OE go- OE rying vessel and the icebre~king locomotive as shown in Figures 4 and 5.
Turning firstly to Figures 1 and 2, it is seen that the combina-tion includes a self-propelled cargocarrying vessel 10 and an icebreaking locomotive 11 secured together at the stern 12 of the ship 10 and the bow 13 of the icebreaking locom~tive 11. The stern 12 and the bow 13 are matched so that they fit one another while allowing some vertical movement between the ships, as well as to permit relative rotation as jwill be described herein-after with reference to Figure 3. It is also seen that damçening material 14, e.g. wDod, rubber or nylon, is disFosed between stern 12 and bow 13 to minimize and even avoid damage. It is possible, however, to do away with such dampening material and to have direct metal to metal contact.
As seen in Figure 3, the stern 12 and bow 13 are interconnected by a plurality of lines originating on the pushing icebreaking locomotive 11. A central winch 15 is provided with controlled line 16 which is se-cured to bollard 17 on OE go-c æ rying vessel 12 at bight 16a. A starbo æ d winch 18 is provided with line 19 which is secured to st æ bo æ d boll æ d 20 on cargo-carrying vessel 12 at bight l9a. Finally, a port winch 21 is pro-vided with line 22 which is secured to port boll æ d 23 on c æ go- OE rying vessel 12 at bight 22a.
Suitable interrelated winding-in and paying-out of lines 19 and -22 enable steering of and relative rotation between cargo-c æ rying vessel 10 and icebreaking locomDtive 11.
~ r' ' .
, .
1~431~1 ~ s seen in Figures 4 and 5, the combination includes an icebreak-ing locomotive 111, and a self-propelling OE go- OE rying vessel 110 se-cured together at the stern 112 of the icebreaking locomotive 111 and the bow 113 of the barge 110. The stern 112 and the bow 113 are matched so that they fit one another while allowing some vertical movement between the ships, as well as to permit relative rotation as w711 be described here-inafter with reference to Figure 6. As in the e~bodiment of Figures 1 -3, a dampening material 114, e.g. of rubber, wood or nylon, may be disposed between stern 112 and bow 113.
As seen in figure 6, the stern 112 and bow 113 are interconnected by a plurality of lines originating on the pulling icebreaking loccmDtive 111. A central winch 115 is provided with line 116 which is secured to bollard 117 on OE go-carrying vessel 112 at bight 116a. A starboard winch 118 is provided with line 119 which is secured to starboard bollard 120 on OE go-carrying vessel 112 at bight ll9a. ~inally, a port winch 121 is provided with line 122 which is secured to port bollard 123 on OE go-OE rying vessel 112 at bight 122a.
Suitable interrelated winding-in and paying-out of lines 119 and 122 enable steering and relative rotation between icebreaking locomotive 111 and OE go-carrying vessel 110.
As an example, the icebreaking locomotive 11, 111 can have an engine power of 150,000 s.h.p. and a displacement of 45,000 tons. The OE go-carrying vessel 10 can have an engine power of 50,000 s.h.p. and a displacement of 150,000 tons. The self-propelled OE go-carrying vessel 110 could have a displacement of 30,000 tons with, e.g., 12,000 s.h.p. engine power.
In summary, a novel cargO- OE rying vessel/icebreaking locomotive articulated system has been provided. The OE go-carrying vessel would, in ~ 5 ~
- : - , -. . . :
. - . .. . .
- ' ~ 43~
general, be pushed if it were larger than ~he icehre~king loo~m~tive, or would be pulled if it were smaller than the icebreaking locom~tive.
lQ
': ' ' : "
'
Claims (7)
OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A cargo-carrying articulated ship system having ice-breaking capabilities comprising in combination:
a powered cargo-carrying vessel having an icebreaking hull form, a bow and a stern;
a powered locomotive vessel having an icebreaking hull form, a bow, a stern and steering means; and cargo-carrying vessel control means comprising winches secured to said locomotive vessel with lines therefrom tied to said cargo-carrying vessel for connecting said powered cargo-carrying vessel and said powered locomotive vessel at concave and convex respective bow and stern configurations, said means being operable by interrelated winding-in and paying-out of said lines by operation of said winches to control lateral movement of said cargo-carrying vessel relative to said locomotive vessel, the cargo-carrying control means being operable independent of the steering means for the locomotive vessel, so that the cargo-carrying vessel is maneuverable in lateral directions independent of the direction of movement of the locomotive vessel.
a powered cargo-carrying vessel having an icebreaking hull form, a bow and a stern;
a powered locomotive vessel having an icebreaking hull form, a bow, a stern and steering means; and cargo-carrying vessel control means comprising winches secured to said locomotive vessel with lines therefrom tied to said cargo-carrying vessel for connecting said powered cargo-carrying vessel and said powered locomotive vessel at concave and convex respective bow and stern configurations, said means being operable by interrelated winding-in and paying-out of said lines by operation of said winches to control lateral movement of said cargo-carrying vessel relative to said locomotive vessel, the cargo-carrying control means being operable independent of the steering means for the locomotive vessel, so that the cargo-carrying vessel is maneuverable in lateral directions independent of the direction of movement of the locomotive vessel.
2. The ship of claim 1 wherein the stern of said cargo-carrying vessel is secured to the bow of said locomotive vessel, thereby to have said locomotive vessel assist the propulsion of said cargo-carrying vessel by pushing.
3. The ship of claim 1 wherein the bow of said cargo-carrying vessel is secured to the stern of said locomotive vessel, thereby to have said locomotive vessel assist the propulsion of said cargo-carrying vessel by pulling.
4. The ship of claims 2 or 3 wherein: (a) a central winch is provided on said locomotive vessel with a line secured at a bight to a central bollard on said cargo-carrying vessel; (b) a starboard winch is provided on said locomotive vessel with a line secured at a bight to a starboard bollard on said cargo-carrying vessel; and (c) a port winch is provided on said locomotive vessel with a line secured at a bight to a port bollard on said cargo-carrying vessel.
5. The system of claims 2 or 3 wherein a dampening material is disposed between said cargo-carrying vessel and said locomotive vessel.
6. The system of claims 2 or 3 wherein a dampening material comprising rubber, wood or nylon is disposed between said cargo-carrying vessel and said locomotive vessel.
7. The ship of claims 2 or 3 wherein: (a) a central winch is provided on said locomotive vessel with a line secured at a bight to a central bollard on said cargo-carrying vessel; (b) a starboard winch is pro-vided on said locomotive vessel with a line secured at a bight to a star-board bollard on said cargo-carrying vessel; and (c) a port winch is pro-vided on said locomotive vessel with a line secured at a bight to a port bollard on said cargo-carrying vessel; and wherein a dampening material comprising rubber, wood or nylon is disposed between said cargo-carrying vessel and said locomotive vessel.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA270,225A CA1043181A (en) | 1977-01-21 | 1977-01-21 | Icebreaking locomotive |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA270,225A CA1043181A (en) | 1977-01-21 | 1977-01-21 | Icebreaking locomotive |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1043181A true CA1043181A (en) | 1978-11-28 |
Family
ID=4107790
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA270,225A Expired CA1043181A (en) | 1977-01-21 | 1977-01-21 | Icebreaking locomotive |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1043181A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0119384A1 (en) * | 1983-01-13 | 1984-09-26 | Ruhrgas LNG Flüssigerdgas Service GmbH | Method for the transport of goods with a ship from an arctic harbour to an icefree harbour as well as a transportship |
| EP0328720A1 (en) * | 1988-02-18 | 1989-08-23 | Thyssen Nordseewerke GmbH | Ice-breaking ship |
| EP3368405A4 (en) * | 2015-10-28 | 2019-06-12 | Ils, Oy | Ice breaking vessel |
-
1977
- 1977-01-21 CA CA270,225A patent/CA1043181A/en not_active Expired
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0119384A1 (en) * | 1983-01-13 | 1984-09-26 | Ruhrgas LNG Flüssigerdgas Service GmbH | Method for the transport of goods with a ship from an arctic harbour to an icefree harbour as well as a transportship |
| EP0328720A1 (en) * | 1988-02-18 | 1989-08-23 | Thyssen Nordseewerke GmbH | Ice-breaking ship |
| JPH01249587A (en) * | 1988-02-18 | 1989-10-04 | Thyssen Nordseewerke Gmbh | Ice breaker |
| JP2656340B2 (en) | 1988-02-18 | 1997-09-24 | テイーセン、ノルトゼーヴエルケ、ゲゼルシヤフト、ミツト、ベシユレンクテル、ハフツンク | Icebreaker |
| EP3368405A4 (en) * | 2015-10-28 | 2019-06-12 | Ils, Oy | Ice breaking vessel |
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