CA1151012A - Vessel for navigation in ice-bound waters - Google Patents
Vessel for navigation in ice-bound watersInfo
- Publication number
- CA1151012A CA1151012A CA000349817A CA349817A CA1151012A CA 1151012 A CA1151012 A CA 1151012A CA 000349817 A CA000349817 A CA 000349817A CA 349817 A CA349817 A CA 349817A CA 1151012 A CA1151012 A CA 1151012A
- Authority
- CA
- Canada
- Prior art keywords
- ice
- fore
- bodies
- cargo
- aft
- 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 SHIPPINGÂ
- 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
Abstract
ABSTRACT OF THE DISCLOSURE
Ice-going vessels are composed of a strengthened fore body with ice-breaker prow and an aft body enclosing propulsion machinery. These portions are designed to be united by way of an intermediate cargo carrying portion, or directly to each other. Due to the series-effect ice-breakers as well as cargo and prospecting vessels for arctic waters can be built considerably cheaper than individual ships. Old ships of this design can also easily be converted. The intermediate portion preferably has such size that a satis-factory volume of arbitrary cargo can be handled at a favourable freight cost. The breadth and the depth of this portion is suited to those of a big ice-breaker.
Ice-going vessels are composed of a strengthened fore body with ice-breaker prow and an aft body enclosing propulsion machinery. These portions are designed to be united by way of an intermediate cargo carrying portion, or directly to each other. Due to the series-effect ice-breakers as well as cargo and prospecting vessels for arctic waters can be built considerably cheaper than individual ships. Old ships of this design can also easily be converted. The intermediate portion preferably has such size that a satis-factory volume of arbitrary cargo can be handled at a favourable freight cost. The breadth and the depth of this portion is suited to those of a big ice-breaker.
Description
~151~12 Marine transportation in arctic conditions imposes stringent requirements on ships, both with respect to the power of the propulsion machinery and with respect to the form and the strengthening of the fore part of the hull. As in other ship-building it is desirable to employ mass production ';echniques toreduce building costs.
The expensive portions of a ship are usually the after body with the propulsion machinery, and the strengthened fore body. Within these bodies facilities for housing the crew and catering localities are provided.
The cargo carrying portion of a vessel has to be de-signed in accordance with the kind of cargo to be handled, but lS is usually of rather simple basic construction, even if expected navigation in ice will make extra strengthening necessary.
Accordingly, the present invention provides a vessel having a fore end body and an aft end body enclosing propulsion machinery, said end bodies having congruent, juxtaposed cross-sectional lay-outs, and being adapted to be interconnected either directly or by way of an intermediate cargo carrying body having end faces mating with those of the end bodies, in which the fore and the aft end bodies are each defined by a transverse bulk-head, said bulkheads forming a cofferdam when the end bodies arejoined directly together.
The cargo portion of the vessel may be subdivided by transverse bulkheads in different waysr to be able to handle cargoes of different kinds, and may also carry a drilling rig for oil prospecting. Especially in the latter case the fore body can favourably enclose forwardly directed propulsion ma-chinery adapted for propulsion as well as for al2 positioning purposes. The fore and the aft bodies are pre-ferably each defined by a transverse bulkhead, which forms a cofferdam when the end bodies are joined directly together.
The breadth and the depth of these vessels substantially corresponds to those of a big, arctic ice-breaker.
Each end body is preferably fitted with a deck-house so designed that each deck-house can communicate by way of a tunnel structure above the ship's weather deck when the end bodies are directly joined to each other.
It is thus possible to build an ice-breaker composed of fore and aft bodies only, and starting from similar bodies it is possible to build different types of cargo ships or floating equipment. Changed conditions may make it profit-able to stretch an ice-breaker with a cargo carrying por-tion, or to scrap the cargo carrying portion of a cargo vessel, and directly join its fore and aft bodies, to pro-vide an ice-breaker.
The invention will below be described with reference to the accompanying drawings, in which:-Figure 1 shows an elevation of an ice-breaker suitable for arctic waters;
Figure 2 is a cross section at line II-II in Figure 1, as viewed from the fore body;
Figure 3 shows an ice-going cargo vessel according to the invention;
Figures 4-6 show alternative lay-outs of cargo carry-ing bodies; and Figure 7 shows an elevation of an ice-breaker according to the invention.
~15~)12 Figures 1 and 2 show the lines of the hull of a big ice-breaker and some important outfitting details. The ship has a fore body 1~ and an aft body 11. The fore body is formed with an extreme stem line 12, a so-called ice-breaker prow, below the water line, and a slim geometry providing a reduced ice-resistance.
Diesel-electric propulsion machinery, comprising twin fore and aft propellers 13 and 14, respectively, may be ad-vantageous with ice-breakers. Each propeller is driven by an electric motor 15 supplied with electric current from generators 16. The engines 17 driving the generators (usually diesel engines of the medium speed type) may for instance be arranged as is shown in Figure 2, where five engines are installed abreast, one being located in the center line of the ship. Diesel-electric propulsion is advantageous, i.e. because it is easy to vary the power distribution between the fore and aft propellers and also to add additional power from auxiliary generators (not shown), for a temporary increase of the propulsion capacity when forcing heavy ice-barrages.
The ice-breaking capacity may be augmented by heeling and trimming systems. Water in interconnected pairs of ballast tanks 18', 18" and 19', 19" located below deck, adjacent to the side shell may be pumped back and forth to bring about a continuously changing heeling movement with suitable periodicity and heeling angle. Trimming tanks
The expensive portions of a ship are usually the after body with the propulsion machinery, and the strengthened fore body. Within these bodies facilities for housing the crew and catering localities are provided.
The cargo carrying portion of a vessel has to be de-signed in accordance with the kind of cargo to be handled, but lS is usually of rather simple basic construction, even if expected navigation in ice will make extra strengthening necessary.
Accordingly, the present invention provides a vessel having a fore end body and an aft end body enclosing propulsion machinery, said end bodies having congruent, juxtaposed cross-sectional lay-outs, and being adapted to be interconnected either directly or by way of an intermediate cargo carrying body having end faces mating with those of the end bodies, in which the fore and the aft end bodies are each defined by a transverse bulk-head, said bulkheads forming a cofferdam when the end bodies arejoined directly together.
The cargo portion of the vessel may be subdivided by transverse bulkheads in different waysr to be able to handle cargoes of different kinds, and may also carry a drilling rig for oil prospecting. Especially in the latter case the fore body can favourably enclose forwardly directed propulsion ma-chinery adapted for propulsion as well as for al2 positioning purposes. The fore and the aft bodies are pre-ferably each defined by a transverse bulkhead, which forms a cofferdam when the end bodies are joined directly together.
The breadth and the depth of these vessels substantially corresponds to those of a big, arctic ice-breaker.
Each end body is preferably fitted with a deck-house so designed that each deck-house can communicate by way of a tunnel structure above the ship's weather deck when the end bodies are directly joined to each other.
It is thus possible to build an ice-breaker composed of fore and aft bodies only, and starting from similar bodies it is possible to build different types of cargo ships or floating equipment. Changed conditions may make it profit-able to stretch an ice-breaker with a cargo carrying por-tion, or to scrap the cargo carrying portion of a cargo vessel, and directly join its fore and aft bodies, to pro-vide an ice-breaker.
The invention will below be described with reference to the accompanying drawings, in which:-Figure 1 shows an elevation of an ice-breaker suitable for arctic waters;
Figure 2 is a cross section at line II-II in Figure 1, as viewed from the fore body;
Figure 3 shows an ice-going cargo vessel according to the invention;
Figures 4-6 show alternative lay-outs of cargo carry-ing bodies; and Figure 7 shows an elevation of an ice-breaker according to the invention.
~15~)12 Figures 1 and 2 show the lines of the hull of a big ice-breaker and some important outfitting details. The ship has a fore body 1~ and an aft body 11. The fore body is formed with an extreme stem line 12, a so-called ice-breaker prow, below the water line, and a slim geometry providing a reduced ice-resistance.
Diesel-electric propulsion machinery, comprising twin fore and aft propellers 13 and 14, respectively, may be ad-vantageous with ice-breakers. Each propeller is driven by an electric motor 15 supplied with electric current from generators 16. The engines 17 driving the generators (usually diesel engines of the medium speed type) may for instance be arranged as is shown in Figure 2, where five engines are installed abreast, one being located in the center line of the ship. Diesel-electric propulsion is advantageous, i.e. because it is easy to vary the power distribution between the fore and aft propellers and also to add additional power from auxiliary generators (not shown), for a temporary increase of the propulsion capacity when forcing heavy ice-barrages.
The ice-breaking capacity may be augmented by heeling and trimming systems. Water in interconnected pairs of ballast tanks 18', 18" and 19', 19" located below deck, adjacent to the side shell may be pumped back and forth to bring about a continuously changing heeling movement with suitable periodicity and heeling angle. Trimming tanks
2~ and 21, located in the fore body and the aft body, re-spectively, and connected to a high-capacity transfer pump (not shown) will permit rapid changes in the trim position.
The bow propellers 13 provided in some ice-breakers have an extra function in addition to providing propulsion.
A reduced resistance is obtainable if the propeller water stream is directed along the ice zone of the hull, i.e. a ,, ~ - 3 -,.~SlClZ
stroke above and below the water line, where the ice con-tacts the hull. This stream of water provides a "lubricat-ing" action.
The hull of an ice-breaker is structurally complex and expensive. Closely spaced frames and webbs, a strengthened double bottom, extra frames in the fore and the aft bodies, as well as thick shellplating and a stern-post of high quality material result in a high building cost when com-pared with conventional ships. Subdivision by a number of water-tight transverse bulkheads also increases the costs.
The breadth, B, of an ice-breaker, as well as its depth, T, (vide Figure 2) are determined by the size of the ships it is expected to assist, and to the depth along the routes where it will operate. These main dimensions will further, together with the ice conditions to be considered, deter-mine the power of the propulsion machinery, which is consid-erably higher (4-5 times) than in a conventional ship of a comparable displacement.
Ice-going, or ice-breaking cargo ships intended for arctic routes, which mostly have to operate without assis-tance, have to be designed with fore and aft bodies similar to those of an ice-breaker. Also the propulsion machinery will have to be increased, compared with what is needed in conventional ships.
Such a ship is illustrated in Figure 3, and is composed of three "large-sections", i.e. a strengthened fore body 22 having an ice-breaker prow 23, and aft body 24 enclosing the propulsion machinery 25, and an intermediate portion 26 for carrying cargo.
These large-sections are each completed as a self-contained unit. The necessary communication systems be-tween the fore and the aft bodies, such as cables and pipes ~51~12 are not shown, but run through the double bottom 27 and/or on the deck 28. They are made interconnectable at the planes dividing the large-sections, which are located just ahead of a forward engine room bulkhead 29, and just aft of a transverse bulkhead 30 in the fore body. Auxiliary equipment and facilities are located in a housing 31 at the aft body, while the navigation bridge, and crew accom-modations are located in a housing 32 at the fore body.
L0 The cargo carrying portion 26 has a simpler design than is necessary in the fore and aft bodies, and has a basical-ly rectangular shape. The necessary strengthening with respect to frames and the ice stroke for navigation in ice is of course included and the longitudinal strengthening members within the three bodies have to be located so that continuous systems are obtained. A twin-shell - 4a -~SlClZ
. ;
i is preferable. In order to reduce ice friction~devices for causing air-bubbling along the shell plating may be located below the water line. The side plating has a slight outward inclination (vide Figure Z).
The main dimensions of the cargo carrying portion L, ~ and T (Figures 2 and 3) are selected to provide an ~
-optimum capacity for receiving cargoes of different kinds, so the freight costs for individual cargoes will be accept-able, Parameters to be considered are hull resistance in ice and in open water~and largely determined by the shape of the fore and the aft bodies, as well as of the length, L, .of the cargo carrying portion. The possibilities of varying -the depth T and the breadth B are limited as they are `
, . ~
selected to correspond to those of a big ice-breaker.
Transportation of bulk materials ~f~ Or foremost interest for arctic traffic- A cargo carrying portion 26a according to Figure 4 of conventional desien iJ subdivided by transverse bulkheads 33 into cargo hatches or tanks 34, for coal~ oil or liquefied natural gas.
igure 5 shows a cargo body 26b for tho transpor- ~
tation of liquefied petroleum gas under pressure in cylind- '-rical or spherical tanks 35.
E~ploitation of known oil and gas rields within Arctis will soon commence.Ice-breaking drilling ships will then be needed. Figure 6 shows a Jhip for prospecting pur-pose~ and having between the fore ~nd aft bodies 22 and 24 ~-~
a cargo space 26a provided with a ~ rig 36~ bunker tanks 37~ cargo tanks 38~ staff quarters 39 as well a~ workshops~ -stores and so forth 40. -~
The different intermediate bodies 26a-c will Or course have to be dirferently strengthened~ but each has a hull 26~ which i~ favourably formed for passage ln ice -`~
(~igure 3). An intermediate portion 26c may thus ea~ily be obtained by conversion from a base unit 26a.
The fore and the aft bodies 22 and-24 are further-more designed so they can be directly joined to each other, as i~ shown in Figure 7, whereby a big ice-breaker suitable ~L5~12 ~i for artic waters is obtained. The two bulkheads 29, 30 will define a cofferdam 4t. The design makes it possible to perform conver~ion in a dock without extended preparations for sealing off the different portions, by cutting along the planes of division. It is thus possible to transform an ice-breaker into a cargo ship by in~erting a cargo carrying portion 26, or inversely, to convert a cargo ship to an ice-breaker by scrapping the cargo portion.
The two deck houses 31 and 32 are designed and located so the~ can be interconnected by a tunnel structure 4~ located a~e the weather deck, when the two end bodies are interconnected directly.
The propulsion machinery 25 will be mainly the same for all vessels of above described typeJ~ ~ithout it being necessary to select a specific type of machinery. In ~igure~ 3 and 7 a number Or main engines 42 are connected to two propeller~ by way Or reduction gearings 43. The latter may be substituted by electric motors, and the engines be provided ~ith electric generators, as is described in connec-tion with ~igures 1 and 2~ within the same ~pace in the aft body. Coolers~pumps and other auxiliaries will not be in-fluenced. The machinery described in connection with ~igure 2 provideJ an easy manner of varying the power output, by varying the number of engines. , -~
By the proposed subdivision of the hull into large-sections, which are common to a number of vessels adapted for navigation in ice, the costs for projecting purchasing and designing can be distributed over several units, while simultaneously considerable savings due to series production are obtainable. Above this there is the "built-in" possibility for easy conversion, which is an advantage for the ship-owner.
The fore and the aft bodies may, within the scope of the appended claims, be equipped with, or be pre-pared for heeling and trimming tanks~as well as with bow propellers, which are especially advantageous in ice-breakers and for manoevering and positioning prospecting ships.
The bow propellers 13 provided in some ice-breakers have an extra function in addition to providing propulsion.
A reduced resistance is obtainable if the propeller water stream is directed along the ice zone of the hull, i.e. a ,, ~ - 3 -,.~SlClZ
stroke above and below the water line, where the ice con-tacts the hull. This stream of water provides a "lubricat-ing" action.
The hull of an ice-breaker is structurally complex and expensive. Closely spaced frames and webbs, a strengthened double bottom, extra frames in the fore and the aft bodies, as well as thick shellplating and a stern-post of high quality material result in a high building cost when com-pared with conventional ships. Subdivision by a number of water-tight transverse bulkheads also increases the costs.
The breadth, B, of an ice-breaker, as well as its depth, T, (vide Figure 2) are determined by the size of the ships it is expected to assist, and to the depth along the routes where it will operate. These main dimensions will further, together with the ice conditions to be considered, deter-mine the power of the propulsion machinery, which is consid-erably higher (4-5 times) than in a conventional ship of a comparable displacement.
Ice-going, or ice-breaking cargo ships intended for arctic routes, which mostly have to operate without assis-tance, have to be designed with fore and aft bodies similar to those of an ice-breaker. Also the propulsion machinery will have to be increased, compared with what is needed in conventional ships.
Such a ship is illustrated in Figure 3, and is composed of three "large-sections", i.e. a strengthened fore body 22 having an ice-breaker prow 23, and aft body 24 enclosing the propulsion machinery 25, and an intermediate portion 26 for carrying cargo.
These large-sections are each completed as a self-contained unit. The necessary communication systems be-tween the fore and the aft bodies, such as cables and pipes ~51~12 are not shown, but run through the double bottom 27 and/or on the deck 28. They are made interconnectable at the planes dividing the large-sections, which are located just ahead of a forward engine room bulkhead 29, and just aft of a transverse bulkhead 30 in the fore body. Auxiliary equipment and facilities are located in a housing 31 at the aft body, while the navigation bridge, and crew accom-modations are located in a housing 32 at the fore body.
L0 The cargo carrying portion 26 has a simpler design than is necessary in the fore and aft bodies, and has a basical-ly rectangular shape. The necessary strengthening with respect to frames and the ice stroke for navigation in ice is of course included and the longitudinal strengthening members within the three bodies have to be located so that continuous systems are obtained. A twin-shell - 4a -~SlClZ
. ;
i is preferable. In order to reduce ice friction~devices for causing air-bubbling along the shell plating may be located below the water line. The side plating has a slight outward inclination (vide Figure Z).
The main dimensions of the cargo carrying portion L, ~ and T (Figures 2 and 3) are selected to provide an ~
-optimum capacity for receiving cargoes of different kinds, so the freight costs for individual cargoes will be accept-able, Parameters to be considered are hull resistance in ice and in open water~and largely determined by the shape of the fore and the aft bodies, as well as of the length, L, .of the cargo carrying portion. The possibilities of varying -the depth T and the breadth B are limited as they are `
, . ~
selected to correspond to those of a big ice-breaker.
Transportation of bulk materials ~f~ Or foremost interest for arctic traffic- A cargo carrying portion 26a according to Figure 4 of conventional desien iJ subdivided by transverse bulkheads 33 into cargo hatches or tanks 34, for coal~ oil or liquefied natural gas.
igure 5 shows a cargo body 26b for tho transpor- ~
tation of liquefied petroleum gas under pressure in cylind- '-rical or spherical tanks 35.
E~ploitation of known oil and gas rields within Arctis will soon commence.Ice-breaking drilling ships will then be needed. Figure 6 shows a Jhip for prospecting pur-pose~ and having between the fore ~nd aft bodies 22 and 24 ~-~
a cargo space 26a provided with a ~ rig 36~ bunker tanks 37~ cargo tanks 38~ staff quarters 39 as well a~ workshops~ -stores and so forth 40. -~
The different intermediate bodies 26a-c will Or course have to be dirferently strengthened~ but each has a hull 26~ which i~ favourably formed for passage ln ice -`~
(~igure 3). An intermediate portion 26c may thus ea~ily be obtained by conversion from a base unit 26a.
The fore and the aft bodies 22 and-24 are further-more designed so they can be directly joined to each other, as i~ shown in Figure 7, whereby a big ice-breaker suitable ~L5~12 ~i for artic waters is obtained. The two bulkheads 29, 30 will define a cofferdam 4t. The design makes it possible to perform conver~ion in a dock without extended preparations for sealing off the different portions, by cutting along the planes of division. It is thus possible to transform an ice-breaker into a cargo ship by in~erting a cargo carrying portion 26, or inversely, to convert a cargo ship to an ice-breaker by scrapping the cargo portion.
The two deck houses 31 and 32 are designed and located so the~ can be interconnected by a tunnel structure 4~ located a~e the weather deck, when the two end bodies are interconnected directly.
The propulsion machinery 25 will be mainly the same for all vessels of above described typeJ~ ~ithout it being necessary to select a specific type of machinery. In ~igure~ 3 and 7 a number Or main engines 42 are connected to two propeller~ by way Or reduction gearings 43. The latter may be substituted by electric motors, and the engines be provided ~ith electric generators, as is described in connec-tion with ~igures 1 and 2~ within the same ~pace in the aft body. Coolers~pumps and other auxiliaries will not be in-fluenced. The machinery described in connection with ~igure 2 provideJ an easy manner of varying the power output, by varying the number of engines. , -~
By the proposed subdivision of the hull into large-sections, which are common to a number of vessels adapted for navigation in ice, the costs for projecting purchasing and designing can be distributed over several units, while simultaneously considerable savings due to series production are obtainable. Above this there is the "built-in" possibility for easy conversion, which is an advantage for the ship-owner.
The fore and the aft bodies may, within the scope of the appended claims, be equipped with, or be pre-pared for heeling and trimming tanks~as well as with bow propellers, which are especially advantageous in ice-breakers and for manoevering and positioning prospecting ships.
Claims (3)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A vessel having a fore end body and an aft end body enclosing propulsion machinery, said end bodies having congruent, juxtaposed cross-sectional lay-outs, and being adapted to be in-terconnected either directly or by way of an intermediate cargo carrying body having end faces mating with those of the end bodies, in which the fore and the aft end bodies are each defined by a transverse bulkhead, said bulkheads forming a cofferdam when the end bodies are joined directly together.
2. A vessel according to claim 1, in which each end body is fitted with a deck house, each of which is so designed, that they may be made to communicate by way of a tunnel struc-ture above the ship's weather deck, when the end bodies are di-rectly joined to each other.
3. A vessel according to claim 1 or 2, and adapted for navigation in ice-bound waters, in which the fore end body is ice strengthened and encloses a forwardly directed propulsion ma-chinery adapted for propulsion as well as for positioning purposes.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| SE7903479A SE7903479L (en) | 1979-04-20 | 1979-04-20 | CURRENT SHIPS |
| SE79-03479-9 | 1979-04-20 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1151012A true CA1151012A (en) | 1983-08-02 |
Family
ID=20337851
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000349817A Expired CA1151012A (en) | 1979-04-20 | 1980-04-14 | Vessel for navigation in ice-bound waters |
Country Status (3)
| Country | Link |
|---|---|
| CA (1) | CA1151012A (en) |
| FI (1) | FI801222A (en) |
| SE (1) | SE7903479L (en) |
-
1979
- 1979-04-20 SE SE7903479A patent/SE7903479L/en not_active Application Discontinuation
-
1980
- 1980-04-14 CA CA000349817A patent/CA1151012A/en not_active Expired
- 1980-04-17 FI FI801222A patent/FI801222A/en not_active Application Discontinuation
Also Published As
| Publication number | Publication date |
|---|---|
| SE7903479L (en) | 1980-10-21 |
| FI801222A (en) | 1980-10-21 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |