CA1099155A - Interlinked icebreaker/cargo-carrying vessel locomotive system - Google Patents
Interlinked icebreaker/cargo-carrying vessel locomotive systemInfo
- Publication number
- CA1099155A CA1099155A CA299,042A CA299042A CA1099155A CA 1099155 A CA1099155 A CA 1099155A CA 299042 A CA299042 A CA 299042A CA 1099155 A CA1099155 A CA 1099155A
- Authority
- CA
- Canada
- Prior art keywords
- vessel
- cargo
- carrying
- stern
- powered
- 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
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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
- B63B35/66—Tugs
- B63B35/70—Tugs for pushing
-
- 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
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- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Ship Loading And Unloading (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
A cargo-carrying articulated ship system having icebreaking capabilities is provided herein. The system comprises a powered cargo-carrying vessel having an icebreaking hull form, a bow and a stern, and a powered locomotive vessel having an icebreaking hull form, a bow and a stern. A connection system is provided for connecting the powered cargo-carrying vessel and the powered locomotive vessel together at concave and convex respective bow and stern configurations. The connection system in-cludes male junction elements (a semi-spherical projection and the nose of the towed vessel)/female junction elements (semi-cylindrical hollow verti-cal outlets in the stern of the towing vessel). These male/female junction elements restrain longitudinal movement between the connected vessels, yet permit relative vertical movement and allow relative rotational movement.
The connection system also includes hydraulic cylinders secured to the lo-comotive vessel with lines secured to the arm end therefrom and tied to the cargo-carrying vessel. Interrelated pulling-in on one cylinder and slack-ing off on the other cylinder controls the lateral movement of the powered cargo-carrying vessel in relation to the powered locomotive vessel. This operation enables the powered cargo-carrying vessel to be manoeuverable in lateral directions independent of the direction of movement of the loco-motive vessel..Thus a powered cargo-carrying vessel for use in ice infested waters is provided having an optimal split between cargo-carrying capability and propulsion capability.
A cargo-carrying articulated ship system having icebreaking capabilities is provided herein. The system comprises a powered cargo-carrying vessel having an icebreaking hull form, a bow and a stern, and a powered locomotive vessel having an icebreaking hull form, a bow and a stern. A connection system is provided for connecting the powered cargo-carrying vessel and the powered locomotive vessel together at concave and convex respective bow and stern configurations. The connection system in-cludes male junction elements (a semi-spherical projection and the nose of the towed vessel)/female junction elements (semi-cylindrical hollow verti-cal outlets in the stern of the towing vessel). These male/female junction elements restrain longitudinal movement between the connected vessels, yet permit relative vertical movement and allow relative rotational movement.
The connection system also includes hydraulic cylinders secured to the lo-comotive vessel with lines secured to the arm end therefrom and tied to the cargo-carrying vessel. Interrelated pulling-in on one cylinder and slack-ing off on the other cylinder controls the lateral movement of the powered cargo-carrying vessel in relation to the powered locomotive vessel. This operation enables the powered cargo-carrying vessel to be manoeuverable in lateral directions independent of the direction of movement of the loco-motive vessel..Thus a powered cargo-carrying vessel for use in ice infested waters is provided having an optimal split between cargo-carrying capability and propulsion capability.
Description
s ~ Tt1is inYention re:lates Io a nove:L cargo-carrying articulated ship system, partlc~llarLy adapted ror USl! in ice infested waters.
There is a basic inconsistency in the power requirements of icebreaking cargo ships. In order to operate in an icebreak:Lng 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 i5 no control on the relative rotation of the ships.
It is also well known that barges are often pushed by tugs in open water.
Macklind United States Patent No. 1,014,313 patented January 9, 1912 for "Hydrotrain" provides a hydrotrain in which a chain of rela-tively small boats are linked together by any suitable means and a power boat is attached to the forward end of the chain and another power boat is attached to the rear end of the chain. Each of the units is prefer-ably provided with bow and stern steering appliances so as to be navi~ i gable independently and so as to be adapted to assist in the steering of the train when forming a part thereof. There is no teaching of allowing manoeuverability of the cargo-carrying vessel independent of the move-ment, articulation or steering of the locomotive vessel.
- 1 - ~k ~L~9~5~
Canadian Patent No. 2q2,168 issued JuLy 27, 1920 to P.A.J.M.
Couston provlcles a navigable unit comprLs:Lng 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 constitute a single vessel of normal outline.
Erlbacher United States Patent No. 3,237,588 patented March 1, 1966 for a "Turnable Towboat" shoes the use of a locomotive vessel in either a pusher or puller arrangement.
Canadian Patent No. 853,963 issued October 20, 1970 to Ohcho 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 Patent No. 8S7,087 issued December 1, 1970 to Tsentralnoe tekhniko-konstruktorsko bjoro Ministerstua Rechnogo Flota RSFSR, for a "Ship With Ice-Breaking Attachment" is directed to a cargo vessel to which an icebreaking attachment is secured at the bow thereof.
Securement of the icebreaking attachment is by means of a center line junction including a coupling which is rotatably mounted on a transverse shaft, the coupling being fastened on the stern of the icebreaking attachment. The coupling is in engagement with a guide installed in a vertical position in the stern of the ship. While this provides a universal junction with little or no lateral interplay, there are no means provided for the independent lateral movement of the cargo vessel with respect to the icebreaking attachment.
Canadian Patent No. 85e,870 issued December 20, 1970 to Kabushiki Kiasha Aoki Kensetsu Eor "Means to Link an Ocean-Going Barge With a Pusher Boat" is directed to a cargo-carrying barge and a self-propelled push boat for propelling the cargo-carrying vessel. The inter-connection between the barge and the push boat is through means of the bow of the push boat being inserted into a cave at the stern of the barge with a dampening device interposed between the contact surface.
.
The two vesscls are connected by long wire ropes secured at one end to winches on the sides oE the push l)oat and secured at its other end to dampening devices which are colmected by Eixing implements to the barge.
This construction provides an almost integral linkage between the barge and the push boat so that all steering is accomplished only by the push boat, and the barge being pushed does not have any independent steering.
This patent thus does not provide control of the lateral movement of the cargo-carrying vessel in relation to the locomotive vessel, and does not allow lateral manoeuverability of the cargo-carrying vessel independent of the movement, articulation, or steering of the locomotive vessel.
Peereboom United States Patent No. 3,815,541 patented June 11, 1974 for "Drilling Platform With Corresponding Supply Vessel" discloses the combination of a drilling platform and a corresponding supply vessel which is adapted to propel the drilling platform to a new location. The interconnection between the supply vessel and the drilling platform is that the pushing vessel fits with its front portion in a recessed portion of the drilling platform. The pushing vessel is substantially rigidly connected with the drilling platform by means of removable members, for instance in the form oE clamps and supporting means. Since the pushing vessel is rigidly connected with the drilling platform, there is no articulation nor articulated movement between the pushing vessel and the drilling platform. There is no articulated interconnection with specific operable means to control the operation and positvely provide steering of the drilling platform with respect to the push vehicle.
Wells United States Patent No. 3,556,036 patented January 19, 1971 shows that a cargo-carrying vessel may be self-propelled. :
Canadian Patents Nos. 958,287 and 958,288 issued November 26, 1974 to Aktien-Gesellschaft "Weser" provide arrangements for connecting two marine vessels so that tugs can push barges.
Canadian Patent No. 962,533 issued February 11, 1975 to W.F.J.
Freitag provides a universal coupling device for coupling barges to a ~ s towing vessel.
Canadian Patent No. 973,43b issued August 26, 1974 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 a -- broad aspect of this invention to provide a cargo-carrying articulated ship system having icebreaking capabilities in which the power require-ments for the icebreaking mode operation and for the open sea naviga-tion mode operation are different.
An object of another aspect of this invention i5 to provide a cargo-carrying articulated ship system having icebreaking capabilities based on a powered icebreaking vessel ln con~unction with an auxiliary ; powered locomotive vessel also having icebreaking capabilities Ln which both vessels may have independent lateral movement.
An object of yet another aspect of this invention is to pro-vide such a system in which the area of contact between the powered cargo-carrying icebreaking unit and the powered locomotive icebreaking unit is matched.
An object of a further aspect of this invention is the provi-sion of such a system whereby there is ;positive control for providingindependent lateral movement between 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 having 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 t: vessel having an icebreaking hull form, a bow and a stern; ma~e/female .
s Junction means for connecting the powered cargo-carrying vessel and the powered locomotlve vessel together at mated bow and stern configurations to prohibit significant longitudinal movement while permitting controlled steering and allowing free vertical adjustments, the male/female ~unction means comprising a male element comprising a semi-spherical pro~ection at the nose of the bow oE the towed vessel, along the center line thereof; and a female element cOmprising a semi-cylindrical hollow vertical detent at the tail oE the stern of the towing vessel, along the center line thereof;
and means for controlling articulation and positively providing steering of the cargo-carrying vessel in relation to the locomotive vessel, the means comprising a connection tensioning ram disposed at the port and at the starboard sides of either the bow or the stern of either the powered locomotive vessel or the cargo-carrying vessel; and lines associated with such rams, with one end of the line being secured to the arm end of a respective such ram, and the other end of the lines being secured to re-spective port and bow or stern of the associated cargo-carrying vessel or powered locomotive vessel, the line length changing means being operable by interrelated langthening of such line and corresponding shortening of the other such line, thereby to control articulation and positively provide steering.
By one variane, the line length changing means comprises a con-nector tensioning ram at the port and at the starboard sides at the bow of the powered locomotive vessel, with one end of one line secured to the arm end of a respective such:-.ram, and the other of the lines being secured to respective port and starboard bollards at the stern of the cargo-carrying vessel.
By another variant, the line length changing means comprises a connector tens:Loning ram at the port and at the starboard sides at the stern of the powered locomotive vessel, with one end of one line secured to the arm end of a respective such ram, and the other end of the lines being ~J
~ - 5 -secured to respective port and starboa~d bollards at the bow of the cargo-carrying vessel.
By yet another variant, the line length changing means comprises a connector tensioning ram at the port and at the starboard sides at the bow of the cargo-carrying vessel, with one end of one line secured to the arm end of a respective such ram and the other end of the lines béing secured to respective port and starboard bollards at the stern of the powered locomotivè vessel.
By still another variant, the line length changing means comprises a connector tensioning ram at the port and at the starboard sides at the stern of the cargo-carrying vessel, with one end of one line secured to the arm end of a respective such ram and the other end of the lines being secured to respective port and starboard bollards at the bow of the powered locomotive vessel.
By a variation thèreof, the connector tensioning rams are dis-posed parallel to the sides of the ship and controlled steering or rotation is achieved by pulling-in on~one ram and slacking-off on the other ram.
By a further variation, the cargo-carrying vessel is larger than the icebreaking locomotive and is provided with the female semi-cylindrical indented junction so that it is adapted to be pushed; while in a still further variation, the cargo-carrying vessel is smaller than the icebreaking locomotive and is provided with the male semi-sph~rical junction so that it is adapted to be pulled.
By a particularly preferred embodiment of this invention, the contact area between the ships is very small, and this leads to greater j ease of manufacture, and much easier tolerance control, and also leads to ; less maintenance. The male/female junction provides a connection which does not permit significant longitudinal ^'play", yet permits controlled steering and allows free vertical adjustments.
The hydraulic cylinders, or connector tensioning rams, are dis-posed parallel to the sides of the ship and controlled steering or rotation is achieved by pulling-in on one cylinder and slacking-off on the other cylinder. There will be very little sliding when the ships are rotated in relation to each other and thus the wear and tear is reduced.
Moreover, there is no need to add dampening material, e.g., - 6 a -rubber, wood, or nylong between Lhe bow and stern, which leads to a cheaper installation and reduceclrnaintenance costs.
In the accompanying drawings, Figure 1 is a side view of the bow of a vessel provided with structure to provide one vessel of the self-propelled cargo-carrying vessel/icebreaking locomotive articulated combination of an aspect of this invention;
Figure 2 is an overview of the bow of the vessel shown ln Figure 1, at the boat/focsle deck;
Figure 3 is an overview of the bow of the vessel shown in Figure 1, at the main deck;
Figure 4 is a side view oE the stern of a vessel provided with structure to provide one vessel of the self-propelled cargo-carrying vessel/icebreaking locomotive articulated combination of an aspect of this invention;
Figure 5 is an overview of the stern of the vessel of Figure 4, at the boat/focsle deck; and Figure ~ is an overview of the stern of the vessel of Figure 4, at the main deck.
Turning now to Figures 1, 2 and 3, the bow 200 of the vessel shown may be either of a cargo-carrying vessel or an icebreaking locomo-tive, and for the purpose of broad aspects of this invention, this is immaterial. The bow 200 is provided with a nose 201 along the center line 202 thereof. A semi-cylindrical projection ends outwardly from the nose 201.
Along the port and starboard sides are hydraulic cylinders or tensioning rams 204, 205 respectively. The arm 206, 207 passes through a 360 fairlead 208, 209, and the end thereof is secured to a line 210, 211.
The securement of the embodiment of Figures 1, 2 and 3 is to `~ the stern of a vessel similar to that shown in Figures 4, 5 and 6, with 5~;
` the exception that tbe stern :ls not provided with h~draulic cylillders 304, 305 and their attendant lines 310, 311. Instead, bollards (not shown) are provided at the port and starboard sides. The ends of lines 210, 211 are provided with bights ~not shown), to be secured to the respective bollards. Suitable interrelated pulling-in and slacking-o~it of lines 210, 211 enable steering and relative rotation between the icebreaking locomotive and the cargo-carrying vessel.
Now turning to Figures 4? 5 and 6, the stern 300 of the vessel shown may be either a cargo-carrying vessel or an icebreaking locomotive, and for the purposes of broad aspects of this invention, this is immaterial. The stern 300 is provided with an indented tail 301 along the center line 302 thereof. The tail 301 is in the form of a verti-cally extending, semi-circular indentation 303.
Along the port and starboard sides are hydraulic cylinders or tensioning rams 304, 305 respectively. The arm 306, 307 passes through ~ a 360 fairlead 308, 309, and the end thereof is secured to a line 310, The securement of the embodiment of Figures 4, 5 and 6 is to the bow of a vessel similar to that shown in Flgures 1, 2 and 3, with the exception that the bow would not be provided with hydraulic cylinders 204, 205, and their attendant lines 210, 211. Instead, bollards (not shown) are provided at the port and starboard sides. The ends of lines 310, 311 are provided with bights `(not shown) to be secured to the respective bollards. Suitable interrelated pulling-in and slacking-out of lines 310, 311 enable steering and relative rotation ; between the icebreaking locomotive and the cargo-carrying vessel.
As an example, one variant of an icebreaking locomotive 11, can have an engine power of 150,000 s.h.p. and a displacement of 45,000 tons. One variant of a cargo-carrying vessel 10 can have an engine power of 50,000 s.h.p. and a ; 30 displacement of 150,000 tons. Another variant of a cargo-carrying vessel could have a displacement of 30,000 tons with e.g., 12,000 s.h.p. engine power.
i . . .
~L~9~55 In summary, a noYel carllo-carrying vessel/icebre~king locomo-t:Lve articu:Lated 9y~q tem has been l~rovide~l. Tlle cargo-carrylng vessel would, in general, be prov:ided with the female semi-cylindrical indented junction and would be pushed if it were larger than the icebreaking locomotive, or would be provided with the male semi-spherlcal junction and would be pulled if it were smaller than the icebreaking locomotive.
In either case, the connection is such taht there is no substantial longitudinal "play" between the two vessels, but yet there is suEEicient rotational interengagement to allow relative rotational movement and steering, and to permit vertical intermovement between the vessels.
_ g _
There is a basic inconsistency in the power requirements of icebreaking cargo ships. In order to operate in an icebreak:Lng 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 i5 no control on the relative rotation of the ships.
It is also well known that barges are often pushed by tugs in open water.
Macklind United States Patent No. 1,014,313 patented January 9, 1912 for "Hydrotrain" provides a hydrotrain in which a chain of rela-tively small boats are linked together by any suitable means and a power boat is attached to the forward end of the chain and another power boat is attached to the rear end of the chain. Each of the units is prefer-ably provided with bow and stern steering appliances so as to be navi~ i gable independently and so as to be adapted to assist in the steering of the train when forming a part thereof. There is no teaching of allowing manoeuverability of the cargo-carrying vessel independent of the move-ment, articulation or steering of the locomotive vessel.
- 1 - ~k ~L~9~5~
Canadian Patent No. 2q2,168 issued JuLy 27, 1920 to P.A.J.M.
Couston provlcles a navigable unit comprLs:Lng 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 constitute a single vessel of normal outline.
Erlbacher United States Patent No. 3,237,588 patented March 1, 1966 for a "Turnable Towboat" shoes the use of a locomotive vessel in either a pusher or puller arrangement.
Canadian Patent No. 853,963 issued October 20, 1970 to Ohcho 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 Patent No. 8S7,087 issued December 1, 1970 to Tsentralnoe tekhniko-konstruktorsko bjoro Ministerstua Rechnogo Flota RSFSR, for a "Ship With Ice-Breaking Attachment" is directed to a cargo vessel to which an icebreaking attachment is secured at the bow thereof.
Securement of the icebreaking attachment is by means of a center line junction including a coupling which is rotatably mounted on a transverse shaft, the coupling being fastened on the stern of the icebreaking attachment. The coupling is in engagement with a guide installed in a vertical position in the stern of the ship. While this provides a universal junction with little or no lateral interplay, there are no means provided for the independent lateral movement of the cargo vessel with respect to the icebreaking attachment.
Canadian Patent No. 85e,870 issued December 20, 1970 to Kabushiki Kiasha Aoki Kensetsu Eor "Means to Link an Ocean-Going Barge With a Pusher Boat" is directed to a cargo-carrying barge and a self-propelled push boat for propelling the cargo-carrying vessel. The inter-connection between the barge and the push boat is through means of the bow of the push boat being inserted into a cave at the stern of the barge with a dampening device interposed between the contact surface.
.
The two vesscls are connected by long wire ropes secured at one end to winches on the sides oE the push l)oat and secured at its other end to dampening devices which are colmected by Eixing implements to the barge.
This construction provides an almost integral linkage between the barge and the push boat so that all steering is accomplished only by the push boat, and the barge being pushed does not have any independent steering.
This patent thus does not provide control of the lateral movement of the cargo-carrying vessel in relation to the locomotive vessel, and does not allow lateral manoeuverability of the cargo-carrying vessel independent of the movement, articulation, or steering of the locomotive vessel.
Peereboom United States Patent No. 3,815,541 patented June 11, 1974 for "Drilling Platform With Corresponding Supply Vessel" discloses the combination of a drilling platform and a corresponding supply vessel which is adapted to propel the drilling platform to a new location. The interconnection between the supply vessel and the drilling platform is that the pushing vessel fits with its front portion in a recessed portion of the drilling platform. The pushing vessel is substantially rigidly connected with the drilling platform by means of removable members, for instance in the form oE clamps and supporting means. Since the pushing vessel is rigidly connected with the drilling platform, there is no articulation nor articulated movement between the pushing vessel and the drilling platform. There is no articulated interconnection with specific operable means to control the operation and positvely provide steering of the drilling platform with respect to the push vehicle.
Wells United States Patent No. 3,556,036 patented January 19, 1971 shows that a cargo-carrying vessel may be self-propelled. :
Canadian Patents Nos. 958,287 and 958,288 issued November 26, 1974 to Aktien-Gesellschaft "Weser" provide arrangements for connecting two marine vessels so that tugs can push barges.
Canadian Patent No. 962,533 issued February 11, 1975 to W.F.J.
Freitag provides a universal coupling device for coupling barges to a ~ s towing vessel.
Canadian Patent No. 973,43b issued August 26, 1974 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 a -- broad aspect of this invention to provide a cargo-carrying articulated ship system having icebreaking capabilities in which the power require-ments for the icebreaking mode operation and for the open sea naviga-tion mode operation are different.
An object of another aspect of this invention i5 to provide a cargo-carrying articulated ship system having icebreaking capabilities based on a powered icebreaking vessel ln con~unction with an auxiliary ; powered locomotive vessel also having icebreaking capabilities Ln which both vessels may have independent lateral movement.
An object of yet another aspect of this invention is to pro-vide such a system in which the area of contact between the powered cargo-carrying icebreaking unit and the powered locomotive icebreaking unit is matched.
An object of a further aspect of this invention is the provi-sion of such a system whereby there is ;positive control for providingindependent lateral movement between 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 having 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 t: vessel having an icebreaking hull form, a bow and a stern; ma~e/female .
s Junction means for connecting the powered cargo-carrying vessel and the powered locomotlve vessel together at mated bow and stern configurations to prohibit significant longitudinal movement while permitting controlled steering and allowing free vertical adjustments, the male/female ~unction means comprising a male element comprising a semi-spherical pro~ection at the nose of the bow oE the towed vessel, along the center line thereof; and a female element cOmprising a semi-cylindrical hollow vertical detent at the tail oE the stern of the towing vessel, along the center line thereof;
and means for controlling articulation and positively providing steering of the cargo-carrying vessel in relation to the locomotive vessel, the means comprising a connection tensioning ram disposed at the port and at the starboard sides of either the bow or the stern of either the powered locomotive vessel or the cargo-carrying vessel; and lines associated with such rams, with one end of the line being secured to the arm end of a respective such ram, and the other end of the lines being secured to re-spective port and bow or stern of the associated cargo-carrying vessel or powered locomotive vessel, the line length changing means being operable by interrelated langthening of such line and corresponding shortening of the other such line, thereby to control articulation and positively provide steering.
By one variane, the line length changing means comprises a con-nector tensioning ram at the port and at the starboard sides at the bow of the powered locomotive vessel, with one end of one line secured to the arm end of a respective such:-.ram, and the other of the lines being secured to respective port and starboard bollards at the stern of the cargo-carrying vessel.
By another variant, the line length changing means comprises a connector tens:Loning ram at the port and at the starboard sides at the stern of the powered locomotive vessel, with one end of one line secured to the arm end of a respective such ram, and the other end of the lines being ~J
~ - 5 -secured to respective port and starboa~d bollards at the bow of the cargo-carrying vessel.
By yet another variant, the line length changing means comprises a connector tensioning ram at the port and at the starboard sides at the bow of the cargo-carrying vessel, with one end of one line secured to the arm end of a respective such ram and the other end of the lines béing secured to respective port and starboard bollards at the stern of the powered locomotivè vessel.
By still another variant, the line length changing means comprises a connector tensioning ram at the port and at the starboard sides at the stern of the cargo-carrying vessel, with one end of one line secured to the arm end of a respective such ram and the other end of the lines being secured to respective port and starboard bollards at the bow of the powered locomotive vessel.
By a variation thèreof, the connector tensioning rams are dis-posed parallel to the sides of the ship and controlled steering or rotation is achieved by pulling-in on~one ram and slacking-off on the other ram.
By a further variation, the cargo-carrying vessel is larger than the icebreaking locomotive and is provided with the female semi-cylindrical indented junction so that it is adapted to be pushed; while in a still further variation, the cargo-carrying vessel is smaller than the icebreaking locomotive and is provided with the male semi-sph~rical junction so that it is adapted to be pulled.
By a particularly preferred embodiment of this invention, the contact area between the ships is very small, and this leads to greater j ease of manufacture, and much easier tolerance control, and also leads to ; less maintenance. The male/female junction provides a connection which does not permit significant longitudinal ^'play", yet permits controlled steering and allows free vertical adjustments.
The hydraulic cylinders, or connector tensioning rams, are dis-posed parallel to the sides of the ship and controlled steering or rotation is achieved by pulling-in on one cylinder and slacking-off on the other cylinder. There will be very little sliding when the ships are rotated in relation to each other and thus the wear and tear is reduced.
Moreover, there is no need to add dampening material, e.g., - 6 a -rubber, wood, or nylong between Lhe bow and stern, which leads to a cheaper installation and reduceclrnaintenance costs.
In the accompanying drawings, Figure 1 is a side view of the bow of a vessel provided with structure to provide one vessel of the self-propelled cargo-carrying vessel/icebreaking locomotive articulated combination of an aspect of this invention;
Figure 2 is an overview of the bow of the vessel shown ln Figure 1, at the boat/focsle deck;
Figure 3 is an overview of the bow of the vessel shown in Figure 1, at the main deck;
Figure 4 is a side view oE the stern of a vessel provided with structure to provide one vessel of the self-propelled cargo-carrying vessel/icebreaking locomotive articulated combination of an aspect of this invention;
Figure 5 is an overview of the stern of the vessel of Figure 4, at the boat/focsle deck; and Figure ~ is an overview of the stern of the vessel of Figure 4, at the main deck.
Turning now to Figures 1, 2 and 3, the bow 200 of the vessel shown may be either of a cargo-carrying vessel or an icebreaking locomo-tive, and for the purpose of broad aspects of this invention, this is immaterial. The bow 200 is provided with a nose 201 along the center line 202 thereof. A semi-cylindrical projection ends outwardly from the nose 201.
Along the port and starboard sides are hydraulic cylinders or tensioning rams 204, 205 respectively. The arm 206, 207 passes through a 360 fairlead 208, 209, and the end thereof is secured to a line 210, 211.
The securement of the embodiment of Figures 1, 2 and 3 is to `~ the stern of a vessel similar to that shown in Figures 4, 5 and 6, with 5~;
` the exception that tbe stern :ls not provided with h~draulic cylillders 304, 305 and their attendant lines 310, 311. Instead, bollards (not shown) are provided at the port and starboard sides. The ends of lines 210, 211 are provided with bights ~not shown), to be secured to the respective bollards. Suitable interrelated pulling-in and slacking-o~it of lines 210, 211 enable steering and relative rotation between the icebreaking locomotive and the cargo-carrying vessel.
Now turning to Figures 4? 5 and 6, the stern 300 of the vessel shown may be either a cargo-carrying vessel or an icebreaking locomotive, and for the purposes of broad aspects of this invention, this is immaterial. The stern 300 is provided with an indented tail 301 along the center line 302 thereof. The tail 301 is in the form of a verti-cally extending, semi-circular indentation 303.
Along the port and starboard sides are hydraulic cylinders or tensioning rams 304, 305 respectively. The arm 306, 307 passes through ~ a 360 fairlead 308, 309, and the end thereof is secured to a line 310, The securement of the embodiment of Figures 4, 5 and 6 is to the bow of a vessel similar to that shown in Flgures 1, 2 and 3, with the exception that the bow would not be provided with hydraulic cylinders 204, 205, and their attendant lines 210, 211. Instead, bollards (not shown) are provided at the port and starboard sides. The ends of lines 310, 311 are provided with bights `(not shown) to be secured to the respective bollards. Suitable interrelated pulling-in and slacking-out of lines 310, 311 enable steering and relative rotation ; between the icebreaking locomotive and the cargo-carrying vessel.
As an example, one variant of an icebreaking locomotive 11, can have an engine power of 150,000 s.h.p. and a displacement of 45,000 tons. One variant of a cargo-carrying vessel 10 can have an engine power of 50,000 s.h.p. and a ; 30 displacement of 150,000 tons. Another variant of a cargo-carrying vessel could have a displacement of 30,000 tons with e.g., 12,000 s.h.p. engine power.
i . . .
~L~9~55 In summary, a noYel carllo-carrying vessel/icebre~king locomo-t:Lve articu:Lated 9y~q tem has been l~rovide~l. Tlle cargo-carrylng vessel would, in general, be prov:ided with the female semi-cylindrical indented junction and would be pushed if it were larger than the icebreaking locomotive, or would be provided with the male semi-spherlcal junction and would be pulled if it were smaller than the icebreaking locomotive.
In either case, the connection is such taht there is no substantial longitudinal "play" between the two vessels, but yet there is suEEicient rotational interengagement to allow relative rotational movement and steering, and to permit vertical intermovement between the vessels.
_ g _
Claims (11)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A cargo-carrying articulated ship system having icebreaking capabilities comprising in combination:
(a) a powered cargo-carrying vessel having an icebreaking hull form, a bow and a stern;
(b) a powered locomotive vessel having an icebreaking hull form, a bow and a stern;
(c) male/female function means for connecting the powered car-go-carrying vessel and the powered locomotive vessel at mated bow and stern configurations to prohibit significant longitudinal movement while permitting controlled steering and allowing free vertical adjustments, said male/female function means comprising a male emement comprising a semi-pherical projection at the nose of the bow of the towed vessel, along the center line thereof; and a female element comprising a semi-cylindrical hollow vertical de-tent at the tail of the stern of the towing vessel, along the center line thereof;
and (d))means for controlling articulation and positively providing steering of the cargo-carrying vessel in relation to the locomotive vessel, said means comprising a connector ten-sioning ram disposed at the port and at the starboard sides of either the bow or the stern of either the powered loco-motive vessel or the cargo-carrying vessel; and lines associated with such rams, with one end of said line being secured to the arm end of a respective such ram, and the other end of said lines being secured to respective port and starboard bollards at respective associated bow or stern of the associated cargo-carrying vessel or powered locomotive vessel, said line length changing means being operable by interrelated lengthening of such line and corresponding shortening of the other such line, thereby to control articulation and positively provide steering.
(a) a powered cargo-carrying vessel having an icebreaking hull form, a bow and a stern;
(b) a powered locomotive vessel having an icebreaking hull form, a bow and a stern;
(c) male/female function means for connecting the powered car-go-carrying vessel and the powered locomotive vessel at mated bow and stern configurations to prohibit significant longitudinal movement while permitting controlled steering and allowing free vertical adjustments, said male/female function means comprising a male emement comprising a semi-pherical projection at the nose of the bow of the towed vessel, along the center line thereof; and a female element comprising a semi-cylindrical hollow vertical de-tent at the tail of the stern of the towing vessel, along the center line thereof;
and (d))means for controlling articulation and positively providing steering of the cargo-carrying vessel in relation to the locomotive vessel, said means comprising a connector ten-sioning ram disposed at the port and at the starboard sides of either the bow or the stern of either the powered loco-motive vessel or the cargo-carrying vessel; and lines associated with such rams, with one end of said line being secured to the arm end of a respective such ram, and the other end of said lines being secured to respective port and starboard bollards at respective associated bow or stern of the associated cargo-carrying vessel or powered locomotive vessel, said line length changing means being operable by interrelated lengthening of such line and corresponding shortening of the other such line, thereby to control articulation and positively provide steering.
2. The ship system of claim 1 wherein said line length changing means comprises: a connector tensioning ram at the port and at the starboard sides at the bow of the powered locomotive vessel; and lines associated with such rams, with one end of one said line being secured to the arm end of a respective such ram, and the other end of said lines being secured to respective port and starboard bollards at the stern of the cargo-carrying vessel.
3. The ship system of claim 1 wherein said line length changing means comprises: a connector tensioning ram at the port and at the star-board sides at the stern of the powered locomotive vessel; and lines associated with said rams, with one end of one line being secured to the arm end of a respective such ram, and the other end of said lines being se-cured to respective port and starboard bollards at the bow of the cargo-carrying vessel.
4. The ship system of claim 1 wherein said line length changing means comprises: a connector tensioning ram at the port and at the star-board sides at the bow of the cargo-carrying vessel; and lines associated with said rams, with one end of one line being secured to the arm end of a respective such ram and the other end of said lines being secured to respec-tive port and starboard bollards at the stern of the powered locomotive vessel.
5. The ship system of claim 1 wherein said line length changing means comprises: a connector tensioning ram at the port and at the starboard sides at the stern of the cargo-carrying vessel; and lines associated with said rams, with one end of one line being secured to the arm end of a respective such ram, and the other end of said lines being secured to respective port and starboard bollards at the bow of the powered locomotive vessel.
6. The ship system of claims 2 or 3 wherein said connector ten-sioning rams are disposed parallel to the sides of the ship and controlled steering or rotation is achieved by pulling-in on one ram and slacking-off on the other ram.
7. The ship system of claims 4 or 5 wherein said connector ten-sioning rams are disposed parallel to the sides of the ship and controlled steering or rotation is achieved by pulling-in one one ram and slacking-off on the other ram.
8. The ship system of claims 3 or 4 wherein said cargo-carrying vessel is larger than the icebreaking locomotive and is provided with the female semi-cylindrical indented junction so that it is adapted to be pushed.
9. The ship system of claims 4 or 5 wherein said cargo-carrying vessel is larger than the icebreaking locomotive and is provided with the female semi-cylindrical indented junction so that it is adapted to be pushed.
10. The ship system of claims 3 or 4 wherein the cargo-carrying vessel is smaller then the icebreaking locomotive and is provided with the male semi-spherical junction so that it is adapted to be pulled.
11. The ship system of claims 4 or 5 wherein the cargo-carrying vessel is smaller than the icebreaking locomotive and is provided with the male semi-spherical junction so that it is adapted to be pulled.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA299,042A CA1099155A (en) | 1978-03-14 | 1978-03-14 | Interlinked icebreaker/cargo-carrying vessel locomotive system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA299,042A CA1099155A (en) | 1978-03-14 | 1978-03-14 | Interlinked icebreaker/cargo-carrying vessel locomotive system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1099155A true CA1099155A (en) | 1981-04-14 |
Family
ID=4111005
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA299,042A Expired CA1099155A (en) | 1978-03-14 | 1978-03-14 | Interlinked icebreaker/cargo-carrying vessel locomotive system |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1099155A (en) |
Cited By (1)
| 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 |
-
1978
- 1978-03-14 CA CA299,042A patent/CA1099155A/en not_active Expired
Cited By (1)
| 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 |
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