CA1319298C - Compound ship capable of navigating in ice - Google Patents
Compound ship capable of navigating in iceInfo
- Publication number
- CA1319298C CA1319298C CA000538330A CA538330A CA1319298C CA 1319298 C CA1319298 C CA 1319298C CA 000538330 A CA000538330 A CA 000538330A CA 538330 A CA538330 A CA 538330A CA 1319298 C CA1319298 C CA 1319298C
- Authority
- CA
- Canada
- Prior art keywords
- ship
- shoe
- compound
- propelling
- opening
- 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 - Fee Related
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
Abstract
ABSTRACT
The compound ship (10) proposed herein is intended to have properties that permit it to navigate in ice, depending on its mission, in which connection ships of conventional and known ship forms are used as propelling ships, these having no or only a very low ice rating. For this reason, a compound ship is proposed in which a ship (11) is used to propel the compound ship (10) as well as a navigable shoe (12) that has an ice-breaker bow (13), the stern (14) of the shoe (12) being couplable to the bow (15) or the stern (150) of the propelling ship (11) for purposes of navigating in ice.
The compound ship (10) proposed herein is intended to have properties that permit it to navigate in ice, depending on its mission, in which connection ships of conventional and known ship forms are used as propelling ships, these having no or only a very low ice rating. For this reason, a compound ship is proposed in which a ship (11) is used to propel the compound ship (10) as well as a navigable shoe (12) that has an ice-breaker bow (13), the stern (14) of the shoe (12) being couplable to the bow (15) or the stern (150) of the propelling ship (11) for purposes of navigating in ice.
Description
131~298 The present invention relates to a compound ship having characteristics that permi-t it to navigate in ice.
Polar research, in particular research aimed at Antarctica, is becoming increasingly important, on the one hand for purposes of scientific investigation of the polar areas and, on the other, for purposes of exploration of, for example, the natural resources that are presumed to lie beneath the Antarctic Shelf.
Research vessels that can navigate in the polar areas throughout the year must have hulls that are equal to the extreme ice conditions found in these areas, i.e., in addition to their own characteristics as platforms for scientific and exploration equipment, they must also have the overall and complete characteristics of an ice breaker. Furthermore, research vessels of this type must also have hulls of very costly design that can resist the great lateral forces exerted by the ice if, for example, research vessels of this kind are to remain ice-bound in order to complete a specific research task such as the measurement of specific ice drift or the like.
It is an acknowledged fact that research vessels of this kind that are used for such extreme operations are extremely costly both from the point of view of design and from the point of view of production, with the result that it is difficult, not only for the so-called emerging countries, which wish to par-ticipate in 131929~
polar research to an ever increasing extent, but also for highly industrialized nations, to have research vessels of this kind built because of material reasons, and then maintain such vessels.
In addition to this, for some countries which, on the one hand, carry out polar research, and on the other, however, have large coastal areas in which extensive maritime research is conducted, it is expedient ~hat such research vessels can be used both in polar research and for carrying out research in ice-free areas of the seas and oceans. Even research ships that are not capable o-f navigating in ice are extremely costly to build. Thus, in many instances, research vessels that can navigate in ice and which are intended for polar research are chartered, which is once again entails very large additional costs for building and maintaining research vessels tha-t are not capable of navigating in ice.
It is the task o~ the present invention to create a compound ship that has such characteristics as enable it to navigate in ice, which makes it possible to neyotiate extreme ice conditions in polar waters by using a conventional or not specifically ice-navigable ship, and to move safely through such waters, such ~hat the overall costs for a compound ship of this type are relatively low and such that the propelling ship can be used in ice-free waters alone, as an independent unit.
1~19298 According to the present invention, this has beer, solved by a ship, known per se, which propel~ the compound ship as well as a navigable, driven shoe section, it being pos6ible to connect the shoe by its stern to the bow and/or the stern of the propelling ship. The stern of the shoe has an openinq permitting entry of the bow (or stern as the case may be) of the shlp, this opening being of such a depth in the longitudinal direction of the shoe that a portion of the sides of the propelling ship can be accommodated within it.
The advantage of a ship of thls kind lies in the fact that lt is only the shoe section that is attached to the propelling shlp that needs to have any ice-breaking characterlstics. It is a generally known fact that, when navigatlng in ice, the greatest load on a ship is exerted in its bow area and, when going astern, on the stern ltself. For thls reason, the bow areas of ships built speclfically as lce breakers are specially designed ln ord0r to be able to negotiate the opposing ice. The bow of the shoe section of the compound ship is configured in exactly the same manner as the bow of an ice breaker. As an example, the bow of the shoe can be conflgured preferably as the Thyssen Nordseewerks-Waas bow that ls well known in expert circles; this bow has extremely good lce-breaklng characteristics.
Accommodating the bow or stern of the propelling ship ln an opening of the shoe creates a compound ship tha~ is stable in the longitudinal direction of the compound ship, for in such a case couplings between the shoe and the propelling ship can be ,,, . s ~31~2~8 ~ 24678-27 provided over the whole of the bow or stern area.
Designing the openlng to accommodate not only the bow or stern but also a portion of the sides of the ship preven~s ice building up between the stern of the shoe and the bow or stern of the propelling ship, since this could prejudice navigation and the manoeuverability of the compound ship as a whole and provldes added protection for the lmmediately adjacent portlons of the hull.
In many cases, this protection will be sufficient but, according to a further advantageous configuration of the present invention, the depth of the opening is so great that essentially only the propulsion portion of the propelling ship, which is to say essentially the rudder and the propeller, protrude from the shoe or, if the shoe is arranged at the ~tern of the propelling ship, only the bow of the propelling ship will protrude from the opening. This particular configuration is then particularly expedient if, because of its deslgn, the propelling ship cannot withstand the lateral forces generated by the ice. The shoe which, to a specific extent, encloses the sides of ~he propelling ship, i-~ then so configured from the design point of view that it can withstand these lateral forces.
L~ s~
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The opening to accommodate the bow or the stern of the propelling ship can be configured in any way, not only with regard to its depth, but also with regard to its shape, i.e., its bow or stern configuration, respectively, can be matched to the ship or ships that propel the shoe, i.e., the opening can preferably be of any suitable conic section.
In order that the shoe with its opening can be connected to any variously configured bow or stern area of a variety of propelling ships, it is preferred that the opening be U-shaped in the longitudinal direction of the shoe, this then being defined, at least in the above-water area, by side sections of the opening that are essentially parallel to the longitudinal direction of the shoe whereas the side of the opening that is proximate to the bow of the shoe is essentially parallel to the longitudinal direction of the shoe. The U-shaped configuration of the opening maKes it possible to accommodate not only the bow and stern areas of the propelling ship that may be of conic section, but also permits the accommodation of relatively flat or more pointed bow and stern areas.
In connection with the above-described U-shaped configuration of the shoe, the width of t~e shoe corresponds essentially to the beam of the propelling ship, ~his configuration of the compound ship demanding a bow or stern area of the propelling .ship that matches the U-shaped opening of the shoe. In this configuration, the side wall of the shoe is in line with the side of the 13~92~
propelling ship, so that very good handling characteristics for the compound ship are achieved because of the relatively small amount of vortex formation that is generated between the bow or stern and the propelling ship.
The means by which the propelling ship is connected to the shoe can, in principle, be very varied. If, for example, the shoe and the propelling ship are not especially matched to each other in the area of the opening or the bow or stern area, respectively, it is advantageous to connect the shoe and the propelling ship with flexible means of attachment, for example, with cables and/or chains. More advantageously, however, with a suitable design match of the bow or the stern of the ship to the opening of the shoe, in the area of the opening of the shoe, and in a corresponding position in the area of the bow or stern of the propelling ship, there are fixed lockable and releasable coupling systems. Compared to the 1exible means of attachment, this embodiment permits a more secure connection between the elements of the compound ship for certain operations, in which connection these coupling systems can also be operated and controlled electrically, hydraulically, or in any other way, without the deck personnel being involved in the coupling procedure.
In the event that some areas of the keel of the propelling ship are weak, and/or to simplify the coupling procedure, the shoe can be configured either completely or in the area of its openings in ~ 3~2~8 the manner of a floating dock, so that the propelling ship and the shoe can be coupled to each other by doc]cing the propelling ship. As a matter of principle, the shoe can have a bottom in the area of its opening, although it can also be designed without any such bottom.
In order to carry out the coupling procedure, i.e., to couple or uncouple the elements of the compound ship, both the shoe and the propelling ship can be provided with submersion systems to provide for at least a partial submersion, i.e., both the ship and the shoe can have ballast chambers or the like which will cause either vessel to submerge within specified limits when they are operated.
The provision of such means permits in an advantageous manner the configuration of a relatively simple, very robust and effective coupling system, with the coupling system on the shoe being in the form of at least two depressions that are open towards the opening, whereas the coupling system in the area of the propelling ship can be configured in the form of two trunnions that engage in the depressions in the shoe. Depending on whether the depressions are open in the direction of the deck of the shoe or in the direction of its keel, the propelling ship can either be hooked on with its trunnions in the depressions of the shoe or else the shoe can be hooked on to the trunnions of the ship.
Once this has been done and the hooking-on procedure completed, ~ 3 ~
g the depressions are secured by suitable bolts, so that the trunions are held securely within them.
Regardless of the type of coupling system that is used, the coupling connection between the shoe and the propelling ship can be configured so as to be so rigid that once the compound ship has been joined together, no relative movement is possible between the propelling ship and the shoe. This type of configuration is particularly advantageous if, on the basis of displacement, the propelling ship constitutes the greater fraction of the compound ship.
In one embodiment, in which the shoe is configured so as to be relatively large compared to the propelling ship, it may be advantageous for reasons of stability that the connection that joins the shoe and the propelling ship permit a movement of the ship relative to the shoe in at least one and optionally in several degrees of freedom. With a coupling of this kind, the coupling systems can be configured in the form of articulated joints that make it possible to release the portions of the joints from each other or else combine them to form an articulated joint.
Finally, it can be advantageous to couple a shoe to the stern and another to the bow so that the propelling ship will display the same ability to navigate in ice as the combined compound ship, and do this both when going ahead and when going astern.
The present invention will be described below on the basis of a plurality oE embodiments that are shown in the drawings appended hereto. These drawings are as follows:
igure la: a side view of a compound ship consisting of a propelling ship and a shoe, these being coupled to each other;
igure lb: a section of the drawing shown in figure la, this being in plan view;
igure lc: a cross section along the line A-B in figure lb;
igure 2a: another embodiment of the compound ship in which the shoe encloses the propelling ship up to and including its propulsion and steering systems;
igure 2b: a section of the drawing shown in figure 2a, this being in plan view;
igure 2c: a cross section along the line A-B in figure 2b;
igure 3a: a side view of the compound ship, this being a partial view;
igure 3b: a plan view of the drawing as in figure 3a, the bow area of the propelling ship being separately configured to match the essentially U-shaped opening of the shoe;
igure 4a: a side view of -the compound ship with the shoe configured as a cargo carrier with its own cargo-handling boom and deck house, this being in cross section;
~ 3192~8 igure 4b: a plan view of the drawing as in figure 4a, the opening being semi-circular and connection between the ship and the shoe being effected by chains;
Figure 4c: a cross section through the shoe shown in figure 4b;
Figure 5: a perspective drawing of the bow area of the propelling ship, with the coupling systems being in the form of trunnions;
Figure 6: a perspective view of a section of the inner side of the side of the opening in the shoe, with the coupling system in the form of a depression, a safety bar being inserted therein.
Fundamentally, the compound ship 10 consists of a propelling ship 11 and a shoe 12. The shoe 12 has an ice-breal~er bow 13 and a stern 14. The ice-breaker bow 13 corresponds to a bow such as is usually configured in an ice breaker. Fundamentally, the ice-breaker bow 13 of the shoe 12 can be formed according to the design configuration that applies to ice breakers. In particular, a Thyssen Nordseewerke-Waas bow is particularly suitable for configuring the bow 13 of the shoe 12.
It is noted here that the shoe 12, the configuration of which will be described below in connection with its attachment to the bow 15 of the propelling ship 11, can also be connected without any restrictions to the stern 150 of the propelling ship 11. It can also be arranged that a shoe 12 be connected to the bow 15 -~i 3 ~ 8 and another shoe can be connected to the stern 150 of the propelling ship 11, so that the ship will be able to navigate in ice both when going ahead and when going astern.
For reasons of simplicity, in the subsequent example, only a shoe 12 as is coupled to the bow 15 of the ship 11 will be described.
The shoe that is shown in figures 1 to 3 has only one insignificant hold, i.e., these embodiments of the shoe 12 serve primarily only as ice breaker shoes 12.
Within the stern 14 of the shoe 12, there is an opening 16 in which, as is seen in the drawings of figures 1 to 4, the bow 15 of the propelling ship protrudes. The shoe 12 itself is independently navigable in all of the embodiments described and shown herein.
In the embodiment which is shown in figures la and lb, the bow 15 of the propelling ship 11 is of conic form in the longitudinal direction of the ship, i.e., the hull of the ship 11 is in the form of a parabola, an ellipse, or a hyperbola in the area of the bow 18. The opening 16 in the stern of the shoe 12 is configured in a corresponding manner, so that there is a good match and fit between both parts of the compound snip 10 so as to configure a good connection between them.
- 13 - ~ 3 ~ ~2~8 In the bow area 18 of the propelling ship 11, as in the corresponding area of the opening 16 of the shoe 12, there are attachment means 31, 32, by means of which the propellinq ship and the shoe 12 can be coupled to each other (see figures 4b and 5 and 6); the coupling systems and their operation will be described in detail below.
In contrast to the embodiment of the compound ship 10 that is shown in figures la and lb, the embodiment as in figures 2a and 2b has a shoe 12 in which the opening 16 is of such a depth 19 in the longitudinal direction 17 of the ship that a significant portion of the sides 21, 22 of the propelling ship 11 are accommodated within it. In this embodiment, essentially only the propulsion section 22 of the propelling ship extends from the shoe 12. This embodiment also makes it possible ~o use propelling ships 11 which, by virtue of their design, have no ability to navigate in ice, i.e., are completely unprotected on the sides against the effects of the transverse forces generated by the ice. The embodiment of the shoe that is shown in figures 2a, 2b may have a bottom in the area of its opening 16, although it is also conceivable that the opening 16 has no bottom. In the embodiment of the compound ship 10 that is shown in figures 3a and 3b, the beam 28 of the ship 12 corresponds essentially to the beam 29 of the propelling ship 11. The sides 20, 21 of the propelling ship 11 align essentially with the sides of the shoe 12. To this end, the bow area 18 of the propelling ship is ~3~!~298 narrower across the ship, or in the beam, compared to the remaining beam 29 of the ship, this being done so that the bow area 18 can enter the opening 16 ln the shoe 12. In this embodiment, the opening 16 is defined by side sections 24, 25 of the opening that are essentially parallel to the longitudinal direction 17 of the shoe, at least above the waterline, as is the case in the embodiment shown in figures 2a and 2b. Here, however, the side 26 of the opening 16 that is proximate to the bow 13 of the shoe is essentially parallel to the transverse direction 27 of the shoe. Thus, what is involved here is an essentially U-shaped opening which can, however, be inclined downwards between the inner surfaces of the side sections 24, 25 of the opening and the transverse side 26. In the same way, the immediate stern 14 of the shoe 12 can also be inclined to match the end of the bow area 18, at which this makes the transition to the sides 20, 21. If, in this embodiment, the compound ship 10 is separated and the propelling ship operated independently of the shoe 12, a ramp or trap (not shown herein) can be lowered over the bow area 18 of the propelling ship in much the same way as is done, for example, in the case of ferries once the loading procedure has been completed. This ramp or door can be so configured that the bow area 18 then assumes a normal bow shape, i.e., in which the bow area 18 tapers conically from the side walls 20, 21 to the bow 15.
131~2~
In principle, the U-shaped opening 16 that is shown in -figure 3b need not in general be so configured even if the beam 29 of the propelling ship 11 and of the shoe 12 are equal, and what is more, the openings 16 described in conjunction with the embodiments set out above are possible in principle.
The embodiments of the compound ship 10 that is shown in figures 4a, 4b, and 4c has a shoe 12 which, in comparison to the above described shoes, has a hold 33 in which solid and/or liquid cargo 34 can be accommodated. In order to make the shoe 12 independent of other cargo-handling devices during the loading or unloading of the cargo 34, this has its own cargo-handling system 35, which can be in the form of a crane or derrick or the like. Although not shown here, the shoe 12 can also have auxilliary systems to provide for an autonomous power supply, as well as a heating system to heat the tanks used to hold the liquid cargo. Shoes 12 of this form can be used as research platforms once they have been brought to the area of operation in arctic waters as a compound ship 10; in this instance, as discussed above, they will to this end have their own auxilliary systems for power supply.
It is also possible to arrange additional accommodation for deck and research personnel on the shoe 12, so that this can be used not only as a research platform and a cargo carrier, but also as living accommodations. To this end, if the shoe 12 is used, for example, as a supply base for expeditions ~hat set out from it, it can also incorporate a helicopter landing pad as is indicated, ~3192~
for example, by the H in the embodiment shown in figure 3b in the bow area of the shoe 12. The length of the shoe 12 can be varied within very wide limits, depending on particular operational requirements. Even the design of the shoe 12 will be matched to the most varied operational requirements. If, for example, liquid cargo is to be transported, this is lo be so accommodated that a part of the cells do not butt against the outer slating of the shoe in order to prevent the fact that in the event of damage to the outer hull, no liquid that could possibly present an environmental hazard is discharged to the environment.
~s a matter of principle, and for security reasons, the shoe 12 is so subdivided that in the event of damage to one or a plurality of comæartments of the shoe 12, the compound vessel 10 will not sink.
A ramp can also be provided on the shoe 12 and this can be deployed when in the area of operations so as to permit roll-off, roll-on discharge on the shelf or sea ice or the Continental Shelf or onto other firmly anchored installations.
In all of the embodiments described of the compound ship 10 described above, the coupling between the propelling ship 11 and the shoe 12 can be effected by any suitable attachment means 30, for example, chains or cables. Coupling systems that interact with each other so as to be releasable and lockable coupling ~ 3~9~98 systems are firmly attached in the areas of the opening 16 of the shoe 12 and in corresponding locations in the area 18 of the bow 15 of the propelling ship 11. These can be operated or controlled in any manner, for example, electrically, hydraulically, or in any other way, so as to make fully automatic coupling and uncoupling of the compound ship possible. The coupling means can be so configured that coupling of both parts of the compound ship will be effected if, for example, the propelling ship 11 is moved lnto the opening 16 of the shoe 12 in a manner similar to docking.
In other possible embodiments of the coupling between the propelling ship 11 and the shoe 12, the propelling ship 11 or the shoe 12 will be submerged slightly, so that the coupling means can engage one in the other. To this end, both the shoe 12 and the ship 11 can be provided with submersion systems, for example, ballast tanks, to provide for at least partial submersion. The coupling system used to carry out this type of coupling procedure is then configured on the shoe 12 in the form of at least two depressions 31 that are open towards the opening 16, whereas the coupling systems in the bow area 18 of the propelling ship are configured in the form of two trunnions 32 that engage in the depressions 31 of the shoe 12, as is shown schematically in figures 5 and 6. Once the coupling systems have engaged, then a locking mechanism 36, for example, in the form of a bar, can secure the coupling joint.
~ 31~29~
As a matter of principle, the shoe 12 and the propelling ship 11 can be joined rigidly to each other, although they can also be so configured that a movement of the ship 11 relative to the s~oe 12 is possible in at least one degree of freedom or in several such degrees of freedom.
If the shoe 12 is of greater beam than the propelling ship 11, the stern 14 of the shoe 12 can be so configured that, for example, it displays ice-breaker and/or ice clearing properties base~ on the principle of the hammer bow. Finally, mention is made of the fact that, in particular, research vessels can be used as the propelling ship 11 for forming compound ships 10.
Polar research, in particular research aimed at Antarctica, is becoming increasingly important, on the one hand for purposes of scientific investigation of the polar areas and, on the other, for purposes of exploration of, for example, the natural resources that are presumed to lie beneath the Antarctic Shelf.
Research vessels that can navigate in the polar areas throughout the year must have hulls that are equal to the extreme ice conditions found in these areas, i.e., in addition to their own characteristics as platforms for scientific and exploration equipment, they must also have the overall and complete characteristics of an ice breaker. Furthermore, research vessels of this type must also have hulls of very costly design that can resist the great lateral forces exerted by the ice if, for example, research vessels of this kind are to remain ice-bound in order to complete a specific research task such as the measurement of specific ice drift or the like.
It is an acknowledged fact that research vessels of this kind that are used for such extreme operations are extremely costly both from the point of view of design and from the point of view of production, with the result that it is difficult, not only for the so-called emerging countries, which wish to par-ticipate in 131929~
polar research to an ever increasing extent, but also for highly industrialized nations, to have research vessels of this kind built because of material reasons, and then maintain such vessels.
In addition to this, for some countries which, on the one hand, carry out polar research, and on the other, however, have large coastal areas in which extensive maritime research is conducted, it is expedient ~hat such research vessels can be used both in polar research and for carrying out research in ice-free areas of the seas and oceans. Even research ships that are not capable o-f navigating in ice are extremely costly to build. Thus, in many instances, research vessels that can navigate in ice and which are intended for polar research are chartered, which is once again entails very large additional costs for building and maintaining research vessels tha-t are not capable of navigating in ice.
It is the task o~ the present invention to create a compound ship that has such characteristics as enable it to navigate in ice, which makes it possible to neyotiate extreme ice conditions in polar waters by using a conventional or not specifically ice-navigable ship, and to move safely through such waters, such ~hat the overall costs for a compound ship of this type are relatively low and such that the propelling ship can be used in ice-free waters alone, as an independent unit.
1~19298 According to the present invention, this has beer, solved by a ship, known per se, which propel~ the compound ship as well as a navigable, driven shoe section, it being pos6ible to connect the shoe by its stern to the bow and/or the stern of the propelling ship. The stern of the shoe has an openinq permitting entry of the bow (or stern as the case may be) of the shlp, this opening being of such a depth in the longitudinal direction of the shoe that a portion of the sides of the propelling ship can be accommodated within it.
The advantage of a ship of thls kind lies in the fact that lt is only the shoe section that is attached to the propelling shlp that needs to have any ice-breaking characterlstics. It is a generally known fact that, when navigatlng in ice, the greatest load on a ship is exerted in its bow area and, when going astern, on the stern ltself. For thls reason, the bow areas of ships built speclfically as lce breakers are specially designed ln ord0r to be able to negotiate the opposing ice. The bow of the shoe section of the compound ship is configured in exactly the same manner as the bow of an ice breaker. As an example, the bow of the shoe can be conflgured preferably as the Thyssen Nordseewerks-Waas bow that ls well known in expert circles; this bow has extremely good lce-breaklng characteristics.
Accommodating the bow or stern of the propelling ship ln an opening of the shoe creates a compound ship tha~ is stable in the longitudinal direction of the compound ship, for in such a case couplings between the shoe and the propelling ship can be ,,, . s ~31~2~8 ~ 24678-27 provided over the whole of the bow or stern area.
Designing the openlng to accommodate not only the bow or stern but also a portion of the sides of the ship preven~s ice building up between the stern of the shoe and the bow or stern of the propelling ship, since this could prejudice navigation and the manoeuverability of the compound ship as a whole and provldes added protection for the lmmediately adjacent portlons of the hull.
In many cases, this protection will be sufficient but, according to a further advantageous configuration of the present invention, the depth of the opening is so great that essentially only the propulsion portion of the propelling ship, which is to say essentially the rudder and the propeller, protrude from the shoe or, if the shoe is arranged at the ~tern of the propelling ship, only the bow of the propelling ship will protrude from the opening. This particular configuration is then particularly expedient if, because of its deslgn, the propelling ship cannot withstand the lateral forces generated by the ice. The shoe which, to a specific extent, encloses the sides of ~he propelling ship, i-~ then so configured from the design point of view that it can withstand these lateral forces.
L~ s~
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The opening to accommodate the bow or the stern of the propelling ship can be configured in any way, not only with regard to its depth, but also with regard to its shape, i.e., its bow or stern configuration, respectively, can be matched to the ship or ships that propel the shoe, i.e., the opening can preferably be of any suitable conic section.
In order that the shoe with its opening can be connected to any variously configured bow or stern area of a variety of propelling ships, it is preferred that the opening be U-shaped in the longitudinal direction of the shoe, this then being defined, at least in the above-water area, by side sections of the opening that are essentially parallel to the longitudinal direction of the shoe whereas the side of the opening that is proximate to the bow of the shoe is essentially parallel to the longitudinal direction of the shoe. The U-shaped configuration of the opening maKes it possible to accommodate not only the bow and stern areas of the propelling ship that may be of conic section, but also permits the accommodation of relatively flat or more pointed bow and stern areas.
In connection with the above-described U-shaped configuration of the shoe, the width of t~e shoe corresponds essentially to the beam of the propelling ship, ~his configuration of the compound ship demanding a bow or stern area of the propelling .ship that matches the U-shaped opening of the shoe. In this configuration, the side wall of the shoe is in line with the side of the 13~92~
propelling ship, so that very good handling characteristics for the compound ship are achieved because of the relatively small amount of vortex formation that is generated between the bow or stern and the propelling ship.
The means by which the propelling ship is connected to the shoe can, in principle, be very varied. If, for example, the shoe and the propelling ship are not especially matched to each other in the area of the opening or the bow or stern area, respectively, it is advantageous to connect the shoe and the propelling ship with flexible means of attachment, for example, with cables and/or chains. More advantageously, however, with a suitable design match of the bow or the stern of the ship to the opening of the shoe, in the area of the opening of the shoe, and in a corresponding position in the area of the bow or stern of the propelling ship, there are fixed lockable and releasable coupling systems. Compared to the 1exible means of attachment, this embodiment permits a more secure connection between the elements of the compound ship for certain operations, in which connection these coupling systems can also be operated and controlled electrically, hydraulically, or in any other way, without the deck personnel being involved in the coupling procedure.
In the event that some areas of the keel of the propelling ship are weak, and/or to simplify the coupling procedure, the shoe can be configured either completely or in the area of its openings in ~ 3~2~8 the manner of a floating dock, so that the propelling ship and the shoe can be coupled to each other by doc]cing the propelling ship. As a matter of principle, the shoe can have a bottom in the area of its opening, although it can also be designed without any such bottom.
In order to carry out the coupling procedure, i.e., to couple or uncouple the elements of the compound ship, both the shoe and the propelling ship can be provided with submersion systems to provide for at least a partial submersion, i.e., both the ship and the shoe can have ballast chambers or the like which will cause either vessel to submerge within specified limits when they are operated.
The provision of such means permits in an advantageous manner the configuration of a relatively simple, very robust and effective coupling system, with the coupling system on the shoe being in the form of at least two depressions that are open towards the opening, whereas the coupling system in the area of the propelling ship can be configured in the form of two trunnions that engage in the depressions in the shoe. Depending on whether the depressions are open in the direction of the deck of the shoe or in the direction of its keel, the propelling ship can either be hooked on with its trunnions in the depressions of the shoe or else the shoe can be hooked on to the trunnions of the ship.
Once this has been done and the hooking-on procedure completed, ~ 3 ~
g the depressions are secured by suitable bolts, so that the trunions are held securely within them.
Regardless of the type of coupling system that is used, the coupling connection between the shoe and the propelling ship can be configured so as to be so rigid that once the compound ship has been joined together, no relative movement is possible between the propelling ship and the shoe. This type of configuration is particularly advantageous if, on the basis of displacement, the propelling ship constitutes the greater fraction of the compound ship.
In one embodiment, in which the shoe is configured so as to be relatively large compared to the propelling ship, it may be advantageous for reasons of stability that the connection that joins the shoe and the propelling ship permit a movement of the ship relative to the shoe in at least one and optionally in several degrees of freedom. With a coupling of this kind, the coupling systems can be configured in the form of articulated joints that make it possible to release the portions of the joints from each other or else combine them to form an articulated joint.
Finally, it can be advantageous to couple a shoe to the stern and another to the bow so that the propelling ship will display the same ability to navigate in ice as the combined compound ship, and do this both when going ahead and when going astern.
The present invention will be described below on the basis of a plurality oE embodiments that are shown in the drawings appended hereto. These drawings are as follows:
igure la: a side view of a compound ship consisting of a propelling ship and a shoe, these being coupled to each other;
igure lb: a section of the drawing shown in figure la, this being in plan view;
igure lc: a cross section along the line A-B in figure lb;
igure 2a: another embodiment of the compound ship in which the shoe encloses the propelling ship up to and including its propulsion and steering systems;
igure 2b: a section of the drawing shown in figure 2a, this being in plan view;
igure 2c: a cross section along the line A-B in figure 2b;
igure 3a: a side view of the compound ship, this being a partial view;
igure 3b: a plan view of the drawing as in figure 3a, the bow area of the propelling ship being separately configured to match the essentially U-shaped opening of the shoe;
igure 4a: a side view of -the compound ship with the shoe configured as a cargo carrier with its own cargo-handling boom and deck house, this being in cross section;
~ 3192~8 igure 4b: a plan view of the drawing as in figure 4a, the opening being semi-circular and connection between the ship and the shoe being effected by chains;
Figure 4c: a cross section through the shoe shown in figure 4b;
Figure 5: a perspective drawing of the bow area of the propelling ship, with the coupling systems being in the form of trunnions;
Figure 6: a perspective view of a section of the inner side of the side of the opening in the shoe, with the coupling system in the form of a depression, a safety bar being inserted therein.
Fundamentally, the compound ship 10 consists of a propelling ship 11 and a shoe 12. The shoe 12 has an ice-breal~er bow 13 and a stern 14. The ice-breaker bow 13 corresponds to a bow such as is usually configured in an ice breaker. Fundamentally, the ice-breaker bow 13 of the shoe 12 can be formed according to the design configuration that applies to ice breakers. In particular, a Thyssen Nordseewerke-Waas bow is particularly suitable for configuring the bow 13 of the shoe 12.
It is noted here that the shoe 12, the configuration of which will be described below in connection with its attachment to the bow 15 of the propelling ship 11, can also be connected without any restrictions to the stern 150 of the propelling ship 11. It can also be arranged that a shoe 12 be connected to the bow 15 -~i 3 ~ 8 and another shoe can be connected to the stern 150 of the propelling ship 11, so that the ship will be able to navigate in ice both when going ahead and when going astern.
For reasons of simplicity, in the subsequent example, only a shoe 12 as is coupled to the bow 15 of the ship 11 will be described.
The shoe that is shown in figures 1 to 3 has only one insignificant hold, i.e., these embodiments of the shoe 12 serve primarily only as ice breaker shoes 12.
Within the stern 14 of the shoe 12, there is an opening 16 in which, as is seen in the drawings of figures 1 to 4, the bow 15 of the propelling ship protrudes. The shoe 12 itself is independently navigable in all of the embodiments described and shown herein.
In the embodiment which is shown in figures la and lb, the bow 15 of the propelling ship 11 is of conic form in the longitudinal direction of the ship, i.e., the hull of the ship 11 is in the form of a parabola, an ellipse, or a hyperbola in the area of the bow 18. The opening 16 in the stern of the shoe 12 is configured in a corresponding manner, so that there is a good match and fit between both parts of the compound snip 10 so as to configure a good connection between them.
- 13 - ~ 3 ~ ~2~8 In the bow area 18 of the propelling ship 11, as in the corresponding area of the opening 16 of the shoe 12, there are attachment means 31, 32, by means of which the propellinq ship and the shoe 12 can be coupled to each other (see figures 4b and 5 and 6); the coupling systems and their operation will be described in detail below.
In contrast to the embodiment of the compound ship 10 that is shown in figures la and lb, the embodiment as in figures 2a and 2b has a shoe 12 in which the opening 16 is of such a depth 19 in the longitudinal direction 17 of the ship that a significant portion of the sides 21, 22 of the propelling ship 11 are accommodated within it. In this embodiment, essentially only the propulsion section 22 of the propelling ship extends from the shoe 12. This embodiment also makes it possible ~o use propelling ships 11 which, by virtue of their design, have no ability to navigate in ice, i.e., are completely unprotected on the sides against the effects of the transverse forces generated by the ice. The embodiment of the shoe that is shown in figures 2a, 2b may have a bottom in the area of its opening 16, although it is also conceivable that the opening 16 has no bottom. In the embodiment of the compound ship 10 that is shown in figures 3a and 3b, the beam 28 of the ship 12 corresponds essentially to the beam 29 of the propelling ship 11. The sides 20, 21 of the propelling ship 11 align essentially with the sides of the shoe 12. To this end, the bow area 18 of the propelling ship is ~3~!~298 narrower across the ship, or in the beam, compared to the remaining beam 29 of the ship, this being done so that the bow area 18 can enter the opening 16 ln the shoe 12. In this embodiment, the opening 16 is defined by side sections 24, 25 of the opening that are essentially parallel to the longitudinal direction 17 of the shoe, at least above the waterline, as is the case in the embodiment shown in figures 2a and 2b. Here, however, the side 26 of the opening 16 that is proximate to the bow 13 of the shoe is essentially parallel to the transverse direction 27 of the shoe. Thus, what is involved here is an essentially U-shaped opening which can, however, be inclined downwards between the inner surfaces of the side sections 24, 25 of the opening and the transverse side 26. In the same way, the immediate stern 14 of the shoe 12 can also be inclined to match the end of the bow area 18, at which this makes the transition to the sides 20, 21. If, in this embodiment, the compound ship 10 is separated and the propelling ship operated independently of the shoe 12, a ramp or trap (not shown herein) can be lowered over the bow area 18 of the propelling ship in much the same way as is done, for example, in the case of ferries once the loading procedure has been completed. This ramp or door can be so configured that the bow area 18 then assumes a normal bow shape, i.e., in which the bow area 18 tapers conically from the side walls 20, 21 to the bow 15.
131~2~
In principle, the U-shaped opening 16 that is shown in -figure 3b need not in general be so configured even if the beam 29 of the propelling ship 11 and of the shoe 12 are equal, and what is more, the openings 16 described in conjunction with the embodiments set out above are possible in principle.
The embodiments of the compound ship 10 that is shown in figures 4a, 4b, and 4c has a shoe 12 which, in comparison to the above described shoes, has a hold 33 in which solid and/or liquid cargo 34 can be accommodated. In order to make the shoe 12 independent of other cargo-handling devices during the loading or unloading of the cargo 34, this has its own cargo-handling system 35, which can be in the form of a crane or derrick or the like. Although not shown here, the shoe 12 can also have auxilliary systems to provide for an autonomous power supply, as well as a heating system to heat the tanks used to hold the liquid cargo. Shoes 12 of this form can be used as research platforms once they have been brought to the area of operation in arctic waters as a compound ship 10; in this instance, as discussed above, they will to this end have their own auxilliary systems for power supply.
It is also possible to arrange additional accommodation for deck and research personnel on the shoe 12, so that this can be used not only as a research platform and a cargo carrier, but also as living accommodations. To this end, if the shoe 12 is used, for example, as a supply base for expeditions ~hat set out from it, it can also incorporate a helicopter landing pad as is indicated, ~3192~
for example, by the H in the embodiment shown in figure 3b in the bow area of the shoe 12. The length of the shoe 12 can be varied within very wide limits, depending on particular operational requirements. Even the design of the shoe 12 will be matched to the most varied operational requirements. If, for example, liquid cargo is to be transported, this is lo be so accommodated that a part of the cells do not butt against the outer slating of the shoe in order to prevent the fact that in the event of damage to the outer hull, no liquid that could possibly present an environmental hazard is discharged to the environment.
~s a matter of principle, and for security reasons, the shoe 12 is so subdivided that in the event of damage to one or a plurality of comæartments of the shoe 12, the compound vessel 10 will not sink.
A ramp can also be provided on the shoe 12 and this can be deployed when in the area of operations so as to permit roll-off, roll-on discharge on the shelf or sea ice or the Continental Shelf or onto other firmly anchored installations.
In all of the embodiments described of the compound ship 10 described above, the coupling between the propelling ship 11 and the shoe 12 can be effected by any suitable attachment means 30, for example, chains or cables. Coupling systems that interact with each other so as to be releasable and lockable coupling ~ 3~9~98 systems are firmly attached in the areas of the opening 16 of the shoe 12 and in corresponding locations in the area 18 of the bow 15 of the propelling ship 11. These can be operated or controlled in any manner, for example, electrically, hydraulically, or in any other way, so as to make fully automatic coupling and uncoupling of the compound ship possible. The coupling means can be so configured that coupling of both parts of the compound ship will be effected if, for example, the propelling ship 11 is moved lnto the opening 16 of the shoe 12 in a manner similar to docking.
In other possible embodiments of the coupling between the propelling ship 11 and the shoe 12, the propelling ship 11 or the shoe 12 will be submerged slightly, so that the coupling means can engage one in the other. To this end, both the shoe 12 and the ship 11 can be provided with submersion systems, for example, ballast tanks, to provide for at least partial submersion. The coupling system used to carry out this type of coupling procedure is then configured on the shoe 12 in the form of at least two depressions 31 that are open towards the opening 16, whereas the coupling systems in the bow area 18 of the propelling ship are configured in the form of two trunnions 32 that engage in the depressions 31 of the shoe 12, as is shown schematically in figures 5 and 6. Once the coupling systems have engaged, then a locking mechanism 36, for example, in the form of a bar, can secure the coupling joint.
~ 31~29~
As a matter of principle, the shoe 12 and the propelling ship 11 can be joined rigidly to each other, although they can also be so configured that a movement of the ship 11 relative to the s~oe 12 is possible in at least one degree of freedom or in several such degrees of freedom.
If the shoe 12 is of greater beam than the propelling ship 11, the stern 14 of the shoe 12 can be so configured that, for example, it displays ice-breaker and/or ice clearing properties base~ on the principle of the hammer bow. Finally, mention is made of the fact that, in particular, research vessels can be used as the propelling ship 11 for forming compound ships 10.
Claims (25)
1. A compound ship with properties that permit it to navigate in ice, comprising a shoe provided with an ice-breaking bow and a ship propelling the shoe, the shoe being couplable by its stern to the bow of the propelling ship for purposes of navigating in ice and the stern of the shoe having an opening permitting entry of the bow of the ship, the opening being of such a depth in the longitudinal direction of the shoe that a portion of the sides of the propelling ship can be accommodated within it.
2. A compound ship with properties that permit it to navigate in ice, comprising a shoe provided with an ice-breaking bow and a ship propelling the shoe, the shoe being couplable by its stern to the stern of the propelling ship for purposes of navigating in ice and the stern of the shoe having an opening permitting entry of the stern of the ship, the opening being of such a depth in the longitudinal direction of the shoe that a portion of the sides of the propelling ship can be accommodated within it.
3. A compound ship as defined in claim 1, in which the opening is of such a depth in the longitudinal direction of the shoe, that essentially only the propulsion section of the propelling ship projects from the shoe.
4. A compound ship as defined in claim 2, in which the opening is of such a depth in the longitudinal direction of the shoe that essentially only the immediate bow area of the propelling ship projects from the shoe.
5. A compound ship as defined in any one of claims 1 to 4, in which the opening is of conic section at least above the waterline in the longitudinal direction of the shoe.
6. A compound ship as defined in any one of claims 1 to 4 in which the opening is defined at least above the waterline by side sections of the opening that are essentially parallel to the longitudinal direction of the shoe, the side of the opening that is proximate to the bow of the shoe being oriented so as to be essentially parallel to the transverse direction of the shoe.
7. A compound ship as defined in any one of claims 1 to 4, in which the beam of the shoe corresponds essentially to the beam of the propelling ship.
8. A compound ship as defined in any one of claims 1 to 4, in which the shoe is connected to the propelling ship by means of flexible attachment means.
9. A compound ship as defined in claim 1 or 3, in which both the area of the opening of the shoe and in a corresponding location in the area of the bow of the propelling ship there are fixed coupling systems that interact with each other and which are releasable and lockable.
10. A compound ship as defined in claim 2 or 4, in which both in the area of the opening of the shoe and in a corresponding position in the area of the stern of the propelling ship there are fixed coupling systems that interact with each other so as to be releasable and lockable.
11. A compound ship as defined in any one of claims 1 to 4, in which the shoe is configured in the area of its opening in the manner of a floating dock, so that the propelling ship and the shoe can be coupled to each other by the ship going through a docking manoeuvre.
12. A compound ship as defined in claim 1, in which the shoe has a submersion system to provide for at least partial submersion.
13. A compound ship as defined in claim 1, in which the propelling ship has a submersion system to provide for at least partial submersion.
14. A compound ship as defined in claim 12 or 13, in which the coupling system on the shoe is in the form of at least two depressions that are open towards the opening, whereas the coupling system in the bow area of the propelling ship is formed by at least two trunnions that engage in the depressions of the shoe.
15. A compound ship as defined in claim 2, in which the shoe has a submersion system to provide for at least partial submersion.
16. A compound ship as defined in claim 2, in which the propelling ship has a submersion system to provide for at least partial submersion.
17. A compound ship as defined in claim 15 or 16, in which the coupling system on the shoe is in the form of at least two depressions that are open to the opening, whereas the coupling system in the stern area of the propelling ship is formed by at least two trunnions that engage in the depressions of the shoe.
18. A compound ship as defined in any one of claims 1 to 4, in which the connection that couples the shoe on the propelling ship is configured so as to be rigid.
19. A compound ship as defined in any one of claims 1 to 4, in which the connection that couples the shoe to the propelling ship permits movement of the ship relative to the shoe in at least one degree of freedom.
20. A compound ship as defined in any one of claims 1 to 4, in which the shoe has a hold to accommodate solid and/or liquid cargo.
21. A compound ship as defined in any one of claims 1 to 4, in which the shoe has auxiliary systems to provide for autonomous power supply as well as heating systems to heat the tanks used for liquid cargo.
22. A compound ship as defined in any one of claims 1 to 4, in which the shoe has cargo-handling systems to load and unload cargo.
23. A compound ship as defined in any one of claims 1 to 4, in which the propelling ship is a research vessel.
24. A compound ship as defined in claim 1, in which the stern of the shoe has ice breaking and/or ice clearing characteristics.
25. A compound ship as defined in claim 1, in which a further shoe substantially identical to the first shoe is simultaneously couplable to the stern of the propelling ship, the opening in the further shoe accommodating the stern and an adjacent portion of the sides of the ship.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19863618336 DE3618336A1 (en) | 1986-05-30 | 1986-05-30 | ICE-SKATING SHIP ASSOCIATION |
| DEP3618336.9 | 1986-05-30 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1319298C true CA1319298C (en) | 1993-06-22 |
Family
ID=6302027
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000538330A Expired - Fee Related CA1319298C (en) | 1986-05-30 | 1987-05-29 | Compound ship capable of navigating in ice |
Country Status (6)
| Country | Link |
|---|---|
| JP (1) | JP2637753B2 (en) |
| CA (1) | CA1319298C (en) |
| DE (3) | DE3618336A1 (en) |
| FI (1) | FI95895B (en) |
| LV (1) | LV11141B (en) |
| WO (1) | WO1987007229A1 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR101369479B1 (en) * | 2011-12-27 | 2014-03-04 | 삼성중공업 주식회사 | Ice breaking device and ship including the same |
| CN107140107A (en) * | 2017-05-27 | 2017-09-08 | 广船国际有限公司 | Polar region deck carrier |
Family Cites Families (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| BE728631A (en) * | 1966-10-20 | 1969-08-01 | ||
| US3545395A (en) | 1968-06-12 | 1970-12-08 | Vladislav Vladimirovich Rastor | Ship with ice-breaking attachment |
| US3530814A (en) * | 1968-07-16 | 1970-09-29 | Vladislav Vladimirovich Rastor | Icebreaking attachment |
| DE1756937A1 (en) * | 1968-08-06 | 1970-08-27 | Ts Tekhn Kb Min Rechnogo Flota | Icebreaker attachment |
| US3610196A (en) * | 1969-03-19 | 1971-10-05 | Robert Lowry | Hydrolock segmented ship system |
| US3706295A (en) * | 1970-03-18 | 1972-12-19 | Emanuele Iozza | Ice breaking passive bow |
| NL160769C (en) * | 1972-02-10 | 1979-12-17 | Ihc Holland Nv | DRILLING ISLAND WITH ACCOMPANYING NURSING BOAT. |
| DE2206472C3 (en) * | 1972-02-11 | 1974-12-05 | Fritz 2000 Hamburg Kallipke | Ship shape for ice-breaking surface ships |
| US3842783A (en) | 1973-02-15 | 1974-10-22 | D Waller | Ocean going integrated tug-barge connection system |
| US3910219A (en) * | 1973-10-05 | 1975-10-07 | Aoki Construction | Connecting structure for ocean-going push-barge |
| JPH0688693A (en) * | 1992-09-07 | 1994-03-29 | Furukawa Electric Co Ltd:The | Aluminum heat exchanger and its manufacture |
-
1986
- 1986-05-30 DE DE19863618336 patent/DE3618336A1/en not_active Withdrawn
-
1987
- 1987-05-23 WO PCT/DE1987/000234 patent/WO1987007229A1/en active IP Right Grant
- 1987-05-23 DE DE87DE8700234D patent/DE3790273D2/en not_active Expired
- 1987-05-23 JP JP62503124A patent/JP2637753B2/en not_active Expired - Fee Related
- 1987-05-23 DE DE3790273A patent/DE3790273C1/en not_active Expired - Lifetime
- 1987-05-29 CA CA000538330A patent/CA1319298C/en not_active Expired - Fee Related
-
1988
- 1988-01-20 FI FI880230A patent/FI95895B/en not_active IP Right Cessation
-
1993
- 1993-06-30 LV LVP-93-940A patent/LV11141B/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| FI95895B (en) | 1995-12-29 |
| LV11141A (en) | 1996-04-20 |
| WO1987007229A1 (en) | 1987-12-03 |
| JP2637753B2 (en) | 1997-08-06 |
| DE3790273D2 (en) | 1988-06-01 |
| FI880230A0 (en) | 1988-01-20 |
| FI880230A (en) | 1988-01-20 |
| LV11141B (en) | 1996-10-20 |
| DE3618336A1 (en) | 1987-12-03 |
| DE3790273C1 (en) | 1995-11-23 |
| JPH01500343A (en) | 1989-02-09 |
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Legal Events
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| MKLA | Lapsed |