CA2095871C - Icebreaking ship - Google Patents
Icebreaking ship Download PDFInfo
- Publication number
- CA2095871C CA2095871C CA002095871A CA2095871A CA2095871C CA 2095871 C CA2095871 C CA 2095871C CA 002095871 A CA002095871 A CA 002095871A CA 2095871 A CA2095871 A CA 2095871A CA 2095871 C CA2095871 C CA 2095871C
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- CA
- Canada
- Prior art keywords
- ship
- bow
- width
- water line
- hull
- Prior art date
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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
- B63B35/08—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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- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Filling Or Discharging Of Gas Storage Vessels (AREA)
- Underground Or Underwater Handling Of Building Materials (AREA)
- Aerodynamic Tests, Hydrodynamic Tests, Wind Tunnels, And Water Tanks (AREA)
- Bridges Or Land Bridges (AREA)
- Materials Applied To Surfaces To Minimize Adherence Of Mist Or Water (AREA)
- Suspension Of Electric Lines Or Cables (AREA)
- Production, Working, Storing, Or Distribution Of Ice (AREA)
- Prevention Of Electric Corrosion (AREA)
- Insulated Conductors (AREA)
- Buildings Adapted To Withstand Abnormal External Influences (AREA)
- Laying Of Electric Cables Or Lines Outside (AREA)
Abstract
To improve the maneuverability of an icebreaker whose forward quarter ie designed like a pontoon with an underside rising obliquely forward, which bears icebreaking means on its sides, the hull is equipped on both sides over the entire length of the ship with balcony-like flanks, whose balcony undersides drop off obliquely downward and lie in the level of the water line, such that with the turning of the ship, they break of the edges of the ice. Furthermore, the underside of the bow in the vicinity of the icebreaking means is designed wider than the water line of the afterbody, to thus provide a clearance between the edges of the ice and the hull.
Description
2C9 i8''~'1 ICEBREAICTNG ~F~IP
~CItGROUpD OF,-,SHE INV~_ Di 1. Field of the Inventions The invention concerns an ioebreaking ship having a forward quarter designed like a pontoon with the underside of the bow extending frown the ship bottom roughly to the beginning of the front third of the baw and rising obliquely forward to above the water line. The lateral edges of the bow in the vicinity of the water line bear icebreaking ax' cutting means and the width of the ~.eebreaking or cutting means in the vicinity of the water line is greater than the width of the water line of the afterbody of the hull. The hull can also have balcony-like flanks on both sides, with a parapet that is preferably oriented roughly vertically.
The balcony undersides adjoining the parapet can be oriented obliquely downward and the balcony support adjoining oblique surfaces, until the transition to the essentially flat ship bottom, can be oriented roughly vertically. The water line of the hull runs roughly parallel, and preferably somewhat outward to the half width of the underside of th! baloony.
:~. Background Informationa Icebreakers of this type, which were disclosed in German Patent 4101034, have recessed waistline-like indentatioas in the body of the ship on both sides adjoining the pontoon-like forwatd r~uarter .
Furthermore, in this known icebreaker, the balcony-like flanks adjoining the indentations extend all the way to the :~tern.
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2CJa~i'~1 It is true that, with appropriate dimensions of depth and length, the waistline-like indentations provide a small turning circle radius during turns of the ship and, cons~quently, good maneuverability; however, such indentations roquir~ significant construction interventions in the struoture of the ship's hull a,nd, consequently, increased cost.
Moreover, said indentations disrupt the flow of water currents along the ship's side, which circu~astanc~ has a disad~
vantageous effect on resistance, particularly during forward travel in ice-free waters.
O8J8CT Of THE INVB~iTI1?DT
The object of the invention is to overcome these deficiencies and accordingly to improve the design of an icebreaker such that the isebreaker requires no oomplex structural forms of the ship's hull, and furthermore has so flow-restricting elements.
SUMMARY OF T8E I~IVE~tTIQ~i This object is achieved by the present invention in as icebreaking ship having balcony-like flanks which extend the entire length, or virtually the entire length of the hull of the ship. These flanks preferably do not have any indentations therein directed toward the interior of the ship, and the flanks preferably run essentially parallel to the longitudinal axis of the ship. The ship preferably has balcony supports, or side wall portions of the hull, below the balcony-like flanks, while the hull portion has at the desk level, or top thereof, a parapet extending along each side of the ship above the balcony.
~CItGROUpD OF,-,SHE INV~_ Di 1. Field of the Inventions The invention concerns an ioebreaking ship having a forward quarter designed like a pontoon with the underside of the bow extending frown the ship bottom roughly to the beginning of the front third of the baw and rising obliquely forward to above the water line. The lateral edges of the bow in the vicinity of the water line bear icebreaking ax' cutting means and the width of the ~.eebreaking or cutting means in the vicinity of the water line is greater than the width of the water line of the afterbody of the hull. The hull can also have balcony-like flanks on both sides, with a parapet that is preferably oriented roughly vertically.
The balcony undersides adjoining the parapet can be oriented obliquely downward and the balcony support adjoining oblique surfaces, until the transition to the essentially flat ship bottom, can be oriented roughly vertically. The water line of the hull runs roughly parallel, and preferably somewhat outward to the half width of the underside of th! baloony.
:~. Background Informationa Icebreakers of this type, which were disclosed in German Patent 4101034, have recessed waistline-like indentatioas in the body of the ship on both sides adjoining the pontoon-like forwatd r~uarter .
Furthermore, in this known icebreaker, the balcony-like flanks adjoining the indentations extend all the way to the :~tern.
N~-BVA-4 3 CA
2CJa~i'~1 It is true that, with appropriate dimensions of depth and length, the waistline-like indentations provide a small turning circle radius during turns of the ship and, cons~quently, good maneuverability; however, such indentations roquir~ significant construction interventions in the struoture of the ship's hull a,nd, consequently, increased cost.
Moreover, said indentations disrupt the flow of water currents along the ship's side, which circu~astanc~ has a disad~
vantageous effect on resistance, particularly during forward travel in ice-free waters.
O8J8CT Of THE INVB~iTI1?DT
The object of the invention is to overcome these deficiencies and accordingly to improve the design of an icebreaker such that the isebreaker requires no oomplex structural forms of the ship's hull, and furthermore has so flow-restricting elements.
SUMMARY OF T8E I~IVE~tTIQ~i This object is achieved by the present invention in as icebreaking ship having balcony-like flanks which extend the entire length, or virtually the entire length of the hull of the ship. These flanks preferably do not have any indentations therein directed toward the interior of the ship, and the flanks preferably run essentially parallel to the longitudinal axis of the ship. The ship preferably has balcony supports, or side wall portions of the hull, below the balcony-like flanks, while the hull portion has at the desk level, or top thereof, a parapet extending along each side of the ship above the balcony.
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The width of the underside of the bow at its starting point, or the bottom of the ship, corresponds roughly to the distance from the balcony support on one aids of the ship to the balcony support on the other side of the ship. From the starting point forward, the bow widens continuously until reaching the width of I
the underside of the bow in the vicinity of the water line. In the bow portion of the hull, the distance from the parapet on one side of the ship to the parapet on the other side is preferably greater than the width of the underside of the bow in the vicinity of the water line.
The above-discussed feature of the present invention, in addition to the advantages mentioned, achieve several additional astonishing effects, in that the icebrsaking or cutting means disposed on the lateral edges of the bow can improve course stability during travel in a broken ice channel and can also .improve the ease of turning in curved travel because of~thetr autwardly angled position relative to the longitudinal axis of the ship.
Known icebreaker ships have bean able to actively break the .ice with at least one of the bow or stern portions. To achieve turning capability, these icebreakers have bean built with a :Lsnticular water line, i.e., without a parallel center section, or with a very short parallel center section.
Because of this lenticular water line, and the resultant, irregularly broken edge of the ice, and partially also because of additional improvements in the design of lateral projections on NSL-avA~43 c~
2C9,iF~''~'1.
the bow and possibly even on the stern, such known icebrsaking ships can travel in circles using forces on their rudds=~
The present invention is based on the idea that icebrsaking means are present not only on the bow and stern, but essentially extend along preferably the entire length of the icebreaker on the ship's sides. This icebreaker according to the present invention is thus completely surrounded by iasbrsakiag means, i.e., at p=efsrably every point of its water line.
Using the transverse farces generated by the control elements (rudders), the icebreaker of the present invention is preferably capable of breaking ice in the forward quarter area on the inside of the curves, and both midships, and in the stern area on the outside of the curves as well. This capability is a function of the transverse forces of the control elssasnts, and of the slope of the underside of the balcony and of the ice conditions, such as thickness and solidity.
Rnown icebreakers have a bulkhead angle of incidence of 0 degrees to a maximum of approximstely 25 degrees from vertical.
With sufficiently thick ice, this bulkhead angle of incidence is too small to br~ak ice via they sides of the ship during curved travel using the transverses farces of the control elements. The above-mentioned small angles of incidence should essentially only serve to reduce the forees exerted by the ice when the ice presses against the ship.
Several variant embodiments of the present invention are summarised herebelow.
NHL~BVA-~4 3 CA
2C9 ,8'71 The underside of the bow for the icebreaker of the present invention can be designated so that the underside of the bow above and below the water line perpendicular to the longitudinal axis of the ship is flat, slightly bowed, or flexed to thereby be particularly advantageous for breaking a straight ice channel.
Further, the underside of the bow can be designed so that between its starting point on the ship bottom to above the water Line, each side is preferably flexed upward at an angle such that longitudinal lateral faces are produced. Such a design enables centering of the ship more readily in its ice channel.
Further, the lateral edges of the underside of the bow can preferably be beveled and/or rounded, so that the slide-off of the ice clods from the icebreaking means, either into the channel between the bottom of the balcony and the balcony support, or under the underside of the bow should be faoilitated.
Also a bottom clearing wedge can be disposed on the ship bottom, preferably below the water line, and preferably in the vicinity of the starting point of the underside of the bow to divert ice clods which have made their way under the bottom of the bow to the sides of the ship. This design protects the drive and control elements astern against contact with ice to increase their level of efficiency andlor to protect them from damage.
Also, by designing the forward quarter of the hull to continuously widen toward the base, the distance from the parapet to the parapet must b~ greater than the width of the underside of the bow in the vicinity of the water line, since with this measure the distance from the underside of the balcony to the 2 0 9 5 $ 7 ~ N~-~A-4 3 CA
underside of the bal~.ony is also increased in this area.
The icebreaking ship according to the present invention can also be equipped with a device for generating and sustaining a swaying motion of the ship essentially around its central .':ongitudinal axis. :4s such, the turning behavior of the ship can be indirectly improvad since, as a result of the swaying orations, the breakup of the edge of the ice is intensified by the oblique underside of the balcony, particularly during turning.
One aspect of the invention resides broadly in a ship for breaking ice to clear a channel through an ice field, the ship having a hull, said hull having a bow, a stern, a length extending from said bow to said stern, first and second sides extending from said bow to said stern, and a width between said first and second sides, said hull comprisingr icebreaking means, said icebreaking means extending across a width of said bow and along a substantial portion of the length of said hull along each of said first and second sides thereof; said hull is fox being disposed in water to a depth defined by a water line, and said icebreaking means being disposed at least in the vicinity of the water line; said first and second sides of said hull have a first wall portion disposed below the water line, a second wall portion disposed above the water line, and a connecting portion connecting said first wall portion to said second wall portion;
said connecting portion being disposed substantially along said water line of said ship; said hull having a first width at said first wail portions, and a second width at said second wall portions, said first width being less than said second width;
said connecting portion comprising said icebreaking means along each of said first and second sides; each of said first wall portions and said second wall portions are disposed substantially vertically; and said connecting portion is disposed obliquely downward between said first wall portion and said second wall portion at an angle of about 30°.
Another aspect of the invention resides broadly in an icebreaking ship having a bottom, a hull, a forward quarter designed like a pontoon, a bow, an afterbody disposed sternward behind the bow, and a longitudinal axis, the hull comprising: a first side and a second side disposed in a spaced apart relation with respect to one another and extending along the afterbody;
the bow having an underside extending from the ship bottom at roughly the beginning of a front third of the ship and rising obliquely forward to above the water line; the bow having lateral edges in the vicinity of the water line, said lateral edges comprising icebreaking means; both the afterbody and the bow having a width in the vicinity of the water line, the width of t:he bow in the vicinity of the water line being greater than the width of the,afterbody in the vicinity of the water line; first side wall portions disposed below the water line and projecting flanks disposed above the water line on both of the (first and second sides of the hull; said projecting flanks on both of the first and second sides comprising a parapet portion oriented so 2 0 9 5 8 7 ~ Hue,-eva-4 ~ cA
roughly vertically, and said first side wall portions being oriented roughly vertically; said projecting flanks comprising an underside portion adjoining the parapet portion, the underside portion being oriented obliquely downward towards the first side wall portions; the underside portions having a width extending from the first side wall portions to the parapet portion, and the ship water line runs roughly parallel, preferably somewhat outward, to a half-width of the underside portions of the projecting flanks; said projecting flanks extend along at least a substantial portion of the length of the hull, have no indentations directed toward the interior of the ship, and run essentially parallel to the longitudinal axis of the ship; the underside of the bow having a first width at its starting point on the bottom of the ship, and the hull having a second width extending from the first side wall portion on the first side of the hull to the first side wall portion on the second side of the hull; the first width corresponding roughly to the second width, and from the starting point of the bow on the bottom of the ship, forward, the underside of the bow widens continuously to reach the width of the underside of the bow in the vicinity of the water line; and the hull has a third width extending Pram the parapet on the first side of the hull to the parapet on the second side of the hull, said third width being substantially a width of an upper deck of the ship, and said third width being greater than the width of the underside of the bow in the vicinity of the water line.
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Yet another aspect of the invention resides broadly in a ship for breaking ice to clear a channel through an ice field, the ship having a hull, said hull having a bow, a stern, a length extending from said bow to said stern, first and second sides extending from said bow to said stern, and a width between said first and second sides, said hull comprising: reamers for breaking ice disposed on said lateral edges, said reamers extending across a width of said bow and along a substantial portion of the length of said hull along each of said first and second sides thereof,.
A further aspect of the invention resides broadly in an i.cebreaking ship having a hull, a bow and a ship bottom, the ship also having an interior disposed inside the hull of the ship and a.n upper deck disposed above the hull of the ship, the i.cebreaking ship having a forward quarter which forward quarter (P) is designed like a pontoon, the bow of trie ship having an underside, the underside having a portion comprising substantially the front third of the underside of the bow of the ship, the underside of the bow extending from the ship bottom roughly to the beginning of the portion of the underside and rising obliquely forward to above the water line, the underside of the bow having lateral edges, the lateral edges of the underside of the bow in the vicinity of the water line bear icebreaking or cutting means (reamers) and whose width in the vicinity of the water line is greater than the width of the water line of the afterbody, the hull has two sides disposed opposite 6c 2 0 9 5 8 / 1 N$L-BVA-4 3 CA
to one another whereby the hull has balcony-like flanks on both sides of the hull, the sides of the hull each having a parapet which is oriented substantially vertically, the balcony underside adjoining it is oriented obliquely downward and the balcony support adjoining it until the transition to the essentially flat ship bottom is oriented roughly vertically, and whereby the water line rune roughly parallel, preferably somewhat outward, to the half width of the underside of the balcony, characterized in that the balcony-like flanks extend substantially the entire length of the hull (R) and have no indentations directed toward the interior of the ship and run essentially parallel to the longitudinal axis of the ship, that furthermore the width of the underside (5) of the bow at its starting point on the ship bottom (4) corresponds roughly to the distance from the balcony support (3) of one side to the balcony support (3) of the other side and from there forward widens continuously until it reaches the width of the underside (5) of the bow in the vicinity of the water line (SWL), and that the distance from the parapet of one side {1') to the parapet (1') of the other side and thus the width of the upper deck (7) is greater than the width of the underside (5) of the bow in the vicinity of the water line (SWL).
The object of the invention as well as several variants are illustrated in detail in the. accompanying drawings. The drawings depict, in each case, a perspective view, with a plurality of 6d 2 0 9 5 ~ ~ '~ NHL-HVA-4 3 CA
profile curves distributed over the length of the ship illustrated.
in the drawings:
Figure 1 shows a ship's hull designed according to the present invention with the underside of the bow continuously flat in the transverse direction and with largely straight flanks;
Figure 2 shows a ship's hull designed according to the present invention with the underside of the bow flat in the transverse direction and the lateral edges bowed outwards; and Figure 3 shows a ship's hull designed according to the present invention with lateral faces bent upward in the transverse direction along the lateral edges of the underside of the bow.
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SC IP 1~ y In all figures, the sane parts o! the iaebreaksr are provided with the sane reference symbols.
The letter R generally refers to the icebreaker's hull, the starboard silo of which is depicted in all of the figures with a !
plurality o! profile curves dirtributed ove= along the leaqth of the ship. Based on these profile lines it oan be seen that the flanks of the ship are shaped like a balcony. In essence, the balconies extend along substantially the satire length of the ship, and even along the stern area. ~"urther, with the exoeption of a slight widening o! the forward quarter toward the bow, the balconies run generally parallel to the longitudinal axis o! the ship.
It can also be seen that the parapets 1, 1' are roughly vertical and the adjoining balcony undersides 2, 2' are ' preferably oriented obliquely downward at an eagle of approximately 30 degrees. The adjoining balcony supports 3, which also represents the flank of the stern and which essentially makes a transition to the flat bottom ai the ship, are likewise essentially vertical.
The forward quarter, referenced as a whole by the letter P, is preferably designed like a pontoon, or in other words, the underside 5 of the forward quarter P is preferably roughly perpendicular to the longitudinal center plane of the ship, and essentially extends on both sides of this plane. p'urther, the andereide along this forward quarter P preferably rises obliquely from th~ bottom of the ship 4 to the bow.
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'M'~71~-~ 4;°P~Fi-I R~~iGn f NHL-BVJ~-43 C,~1 ~C~ i$'~1 The area where the underside 5 of the bow starts out from the bottom 4 of the ship is preferably located roughly in the front third of the length of the ship, and the transition from the bottom 4 of the ship to the underside 5 of the bow can preferably be a continuous or s~aoth transition.
In this transition area, the underside 5 of the bow can preferably hays the width of the balcony support 3, and the lateral edges 5' of the underside 5 can thus snake a transition into the curve 9 located between the balcony supports 3 and the bottom 4 of the ship. The underside 5 of the bow also prefesably gradually widens~towards the front, until it finally essentially matches the width of the hull at the parapet 1'.
~n the area where the underside 5 of the bow intersects the water line, hereinafter abbreviated gWL, the lateral edges 5' are preferably designed as icebroakir~g mean's, which, together with the underside 5 of the bow, break a channel with essentially straight linear ice edges in a sheet of ice. The continuous widening of the underside 5 of the bow is preferably s~le~ated such that the distance between the lateral edges 5' in the vicinity of the 9f~lh is slightly larger than the width in the SiPi.
for the rest of they hull R. disposed there behind. i In the variant according to figure 1, the lateral edges 5' of the underside 5 of the bow in the vicinity of the S'WL
essentially form a straight line extending from the bottom 4 to the parapet i'. In the variant according to Figure 2, the lateral edges 5' essentially represent outwardly bowed curves.
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In both variants, the underside 5 of the bow is the vioinity of the SwL, and at right angles to the longl.tutdinal axis o! the ship, is essentially flat, and in the area thereunder, is slightly flexed dawna~ardly. This downward flexion essentially aan provide a good transition to a bottom clearing wedge 6 which begins in the vicinity of this downward flexion and expands in a v-shape aft. The branched e~ctat~sions b' of the olearinq wedge 6 essentially provide a transition into the balcony supports 3.
In the variant aooording to higure 3, this design is somewhat altered is that the underside 5 of the bow is provided on each side over its entire length with lateral faxes 5 " angled j upwardly relative to their center surfaoe. The lateral facts 5 "
are delimited by the edges 5 " ' and the lateral edge 5', both of which edges 5 " ' and 5' provide a transition to the bottom 4 in S
the ourve 9.
As alread mentioned in all variants the distance between Y r the parapets 1' preferably increases slightly in the area of the fos~ard quarter F and, consequently, the width of the upper deck 7 can also invrease in a similar manner, roughly fro~a the beginning of the forward quartex p, continuously toward the bow.
This increase in width thereby allows the distanoe between the undersides 2' of the baioonies in this area to be increased accozdingly.
It is thus comarnon to all variants that the channel which the underside of the bow breaks in the ice is somewhat wider than the width of the SWZ of the afterbody R such that a clearanoe remains between the aftezbody R and the edges of tha ice of the channel.
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This clearance can thereby prevent a possible jaaaning-in of the hull R.
Another variant, not shown, but significant within the framework of the invention, provides the icebreaking ship of the present invention with an arrangement for generating a swaying motion of the ship essentially around its central longitudinal axis. Such arrangements are generally known in the art. 8y providing such a swaying motion, additional breaking forces can be transmitted from the undersides 2, 2' of the balconies to the edges of the ice. The ice can thereby be broken by the balconies and the clearance between the edges of th~ ice and the hull R can be widened. This widening increases the turning capability of the ship in the ice.
All, or substantially all, of the components and methods of the various embodiments may be used with at least one embodiment or all of the embodiments, if any, described herein.
The invention as described hereinabove in the context of the preferred embodiments is not to be taken as limited to all of the provided details thereof, since modifications and variations thereof may be made without departing froaln the spirit and scope of the invention.
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The width of the underside of the bow at its starting point, or the bottom of the ship, corresponds roughly to the distance from the balcony support on one aids of the ship to the balcony support on the other side of the ship. From the starting point forward, the bow widens continuously until reaching the width of I
the underside of the bow in the vicinity of the water line. In the bow portion of the hull, the distance from the parapet on one side of the ship to the parapet on the other side is preferably greater than the width of the underside of the bow in the vicinity of the water line.
The above-discussed feature of the present invention, in addition to the advantages mentioned, achieve several additional astonishing effects, in that the icebrsaking or cutting means disposed on the lateral edges of the bow can improve course stability during travel in a broken ice channel and can also .improve the ease of turning in curved travel because of~thetr autwardly angled position relative to the longitudinal axis of the ship.
Known icebreaker ships have bean able to actively break the .ice with at least one of the bow or stern portions. To achieve turning capability, these icebreakers have bean built with a :Lsnticular water line, i.e., without a parallel center section, or with a very short parallel center section.
Because of this lenticular water line, and the resultant, irregularly broken edge of the ice, and partially also because of additional improvements in the design of lateral projections on NSL-avA~43 c~
2C9,iF~''~'1.
the bow and possibly even on the stern, such known icebrsaking ships can travel in circles using forces on their rudds=~
The present invention is based on the idea that icebrsaking means are present not only on the bow and stern, but essentially extend along preferably the entire length of the icebreaker on the ship's sides. This icebreaker according to the present invention is thus completely surrounded by iasbrsakiag means, i.e., at p=efsrably every point of its water line.
Using the transverse farces generated by the control elements (rudders), the icebreaker of the present invention is preferably capable of breaking ice in the forward quarter area on the inside of the curves, and both midships, and in the stern area on the outside of the curves as well. This capability is a function of the transverse forces of the control elssasnts, and of the slope of the underside of the balcony and of the ice conditions, such as thickness and solidity.
Rnown icebreakers have a bulkhead angle of incidence of 0 degrees to a maximum of approximstely 25 degrees from vertical.
With sufficiently thick ice, this bulkhead angle of incidence is too small to br~ak ice via they sides of the ship during curved travel using the transverses farces of the control elements. The above-mentioned small angles of incidence should essentially only serve to reduce the forees exerted by the ice when the ice presses against the ship.
Several variant embodiments of the present invention are summarised herebelow.
NHL~BVA-~4 3 CA
2C9 ,8'71 The underside of the bow for the icebreaker of the present invention can be designated so that the underside of the bow above and below the water line perpendicular to the longitudinal axis of the ship is flat, slightly bowed, or flexed to thereby be particularly advantageous for breaking a straight ice channel.
Further, the underside of the bow can be designed so that between its starting point on the ship bottom to above the water Line, each side is preferably flexed upward at an angle such that longitudinal lateral faces are produced. Such a design enables centering of the ship more readily in its ice channel.
Further, the lateral edges of the underside of the bow can preferably be beveled and/or rounded, so that the slide-off of the ice clods from the icebreaking means, either into the channel between the bottom of the balcony and the balcony support, or under the underside of the bow should be faoilitated.
Also a bottom clearing wedge can be disposed on the ship bottom, preferably below the water line, and preferably in the vicinity of the starting point of the underside of the bow to divert ice clods which have made their way under the bottom of the bow to the sides of the ship. This design protects the drive and control elements astern against contact with ice to increase their level of efficiency andlor to protect them from damage.
Also, by designing the forward quarter of the hull to continuously widen toward the base, the distance from the parapet to the parapet must b~ greater than the width of the underside of the bow in the vicinity of the water line, since with this measure the distance from the underside of the balcony to the 2 0 9 5 $ 7 ~ N~-~A-4 3 CA
underside of the bal~.ony is also increased in this area.
The icebreaking ship according to the present invention can also be equipped with a device for generating and sustaining a swaying motion of the ship essentially around its central .':ongitudinal axis. :4s such, the turning behavior of the ship can be indirectly improvad since, as a result of the swaying orations, the breakup of the edge of the ice is intensified by the oblique underside of the balcony, particularly during turning.
One aspect of the invention resides broadly in a ship for breaking ice to clear a channel through an ice field, the ship having a hull, said hull having a bow, a stern, a length extending from said bow to said stern, first and second sides extending from said bow to said stern, and a width between said first and second sides, said hull comprisingr icebreaking means, said icebreaking means extending across a width of said bow and along a substantial portion of the length of said hull along each of said first and second sides thereof; said hull is fox being disposed in water to a depth defined by a water line, and said icebreaking means being disposed at least in the vicinity of the water line; said first and second sides of said hull have a first wall portion disposed below the water line, a second wall portion disposed above the water line, and a connecting portion connecting said first wall portion to said second wall portion;
said connecting portion being disposed substantially along said water line of said ship; said hull having a first width at said first wail portions, and a second width at said second wall portions, said first width being less than said second width;
said connecting portion comprising said icebreaking means along each of said first and second sides; each of said first wall portions and said second wall portions are disposed substantially vertically; and said connecting portion is disposed obliquely downward between said first wall portion and said second wall portion at an angle of about 30°.
Another aspect of the invention resides broadly in an icebreaking ship having a bottom, a hull, a forward quarter designed like a pontoon, a bow, an afterbody disposed sternward behind the bow, and a longitudinal axis, the hull comprising: a first side and a second side disposed in a spaced apart relation with respect to one another and extending along the afterbody;
the bow having an underside extending from the ship bottom at roughly the beginning of a front third of the ship and rising obliquely forward to above the water line; the bow having lateral edges in the vicinity of the water line, said lateral edges comprising icebreaking means; both the afterbody and the bow having a width in the vicinity of the water line, the width of t:he bow in the vicinity of the water line being greater than the width of the,afterbody in the vicinity of the water line; first side wall portions disposed below the water line and projecting flanks disposed above the water line on both of the (first and second sides of the hull; said projecting flanks on both of the first and second sides comprising a parapet portion oriented so 2 0 9 5 8 7 ~ Hue,-eva-4 ~ cA
roughly vertically, and said first side wall portions being oriented roughly vertically; said projecting flanks comprising an underside portion adjoining the parapet portion, the underside portion being oriented obliquely downward towards the first side wall portions; the underside portions having a width extending from the first side wall portions to the parapet portion, and the ship water line runs roughly parallel, preferably somewhat outward, to a half-width of the underside portions of the projecting flanks; said projecting flanks extend along at least a substantial portion of the length of the hull, have no indentations directed toward the interior of the ship, and run essentially parallel to the longitudinal axis of the ship; the underside of the bow having a first width at its starting point on the bottom of the ship, and the hull having a second width extending from the first side wall portion on the first side of the hull to the first side wall portion on the second side of the hull; the first width corresponding roughly to the second width, and from the starting point of the bow on the bottom of the ship, forward, the underside of the bow widens continuously to reach the width of the underside of the bow in the vicinity of the water line; and the hull has a third width extending Pram the parapet on the first side of the hull to the parapet on the second side of the hull, said third width being substantially a width of an upper deck of the ship, and said third width being greater than the width of the underside of the bow in the vicinity of the water line.
6b _ 2 0 ~ ~ a , ~ N8L-8VA-4 3 CA
Yet another aspect of the invention resides broadly in a ship for breaking ice to clear a channel through an ice field, the ship having a hull, said hull having a bow, a stern, a length extending from said bow to said stern, first and second sides extending from said bow to said stern, and a width between said first and second sides, said hull comprising: reamers for breaking ice disposed on said lateral edges, said reamers extending across a width of said bow and along a substantial portion of the length of said hull along each of said first and second sides thereof,.
A further aspect of the invention resides broadly in an i.cebreaking ship having a hull, a bow and a ship bottom, the ship also having an interior disposed inside the hull of the ship and a.n upper deck disposed above the hull of the ship, the i.cebreaking ship having a forward quarter which forward quarter (P) is designed like a pontoon, the bow of trie ship having an underside, the underside having a portion comprising substantially the front third of the underside of the bow of the ship, the underside of the bow extending from the ship bottom roughly to the beginning of the portion of the underside and rising obliquely forward to above the water line, the underside of the bow having lateral edges, the lateral edges of the underside of the bow in the vicinity of the water line bear icebreaking or cutting means (reamers) and whose width in the vicinity of the water line is greater than the width of the water line of the afterbody, the hull has two sides disposed opposite 6c 2 0 9 5 8 / 1 N$L-BVA-4 3 CA
to one another whereby the hull has balcony-like flanks on both sides of the hull, the sides of the hull each having a parapet which is oriented substantially vertically, the balcony underside adjoining it is oriented obliquely downward and the balcony support adjoining it until the transition to the essentially flat ship bottom is oriented roughly vertically, and whereby the water line rune roughly parallel, preferably somewhat outward, to the half width of the underside of the balcony, characterized in that the balcony-like flanks extend substantially the entire length of the hull (R) and have no indentations directed toward the interior of the ship and run essentially parallel to the longitudinal axis of the ship, that furthermore the width of the underside (5) of the bow at its starting point on the ship bottom (4) corresponds roughly to the distance from the balcony support (3) of one side to the balcony support (3) of the other side and from there forward widens continuously until it reaches the width of the underside (5) of the bow in the vicinity of the water line (SWL), and that the distance from the parapet of one side {1') to the parapet (1') of the other side and thus the width of the upper deck (7) is greater than the width of the underside (5) of the bow in the vicinity of the water line (SWL).
The object of the invention as well as several variants are illustrated in detail in the. accompanying drawings. The drawings depict, in each case, a perspective view, with a plurality of 6d 2 0 9 5 ~ ~ '~ NHL-HVA-4 3 CA
profile curves distributed over the length of the ship illustrated.
in the drawings:
Figure 1 shows a ship's hull designed according to the present invention with the underside of the bow continuously flat in the transverse direction and with largely straight flanks;
Figure 2 shows a ship's hull designed according to the present invention with the underside of the bow flat in the transverse direction and the lateral edges bowed outwards; and Figure 3 shows a ship's hull designed according to the present invention with lateral faces bent upward in the transverse direction along the lateral edges of the underside of the bow.
6e DIaL-BVR-43 CA
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SC IP 1~ y In all figures, the sane parts o! the iaebreaksr are provided with the sane reference symbols.
The letter R generally refers to the icebreaker's hull, the starboard silo of which is depicted in all of the figures with a !
plurality o! profile curves dirtributed ove= along the leaqth of the ship. Based on these profile lines it oan be seen that the flanks of the ship are shaped like a balcony. In essence, the balconies extend along substantially the satire length of the ship, and even along the stern area. ~"urther, with the exoeption of a slight widening o! the forward quarter toward the bow, the balconies run generally parallel to the longitudinal axis o! the ship.
It can also be seen that the parapets 1, 1' are roughly vertical and the adjoining balcony undersides 2, 2' are ' preferably oriented obliquely downward at an eagle of approximately 30 degrees. The adjoining balcony supports 3, which also represents the flank of the stern and which essentially makes a transition to the flat bottom ai the ship, are likewise essentially vertical.
The forward quarter, referenced as a whole by the letter P, is preferably designed like a pontoon, or in other words, the underside 5 of the forward quarter P is preferably roughly perpendicular to the longitudinal center plane of the ship, and essentially extends on both sides of this plane. p'urther, the andereide along this forward quarter P preferably rises obliquely from th~ bottom of the ship 4 to the bow.
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'M'~71~-~ 4;°P~Fi-I R~~iGn f NHL-BVJ~-43 C,~1 ~C~ i$'~1 The area where the underside 5 of the bow starts out from the bottom 4 of the ship is preferably located roughly in the front third of the length of the ship, and the transition from the bottom 4 of the ship to the underside 5 of the bow can preferably be a continuous or s~aoth transition.
In this transition area, the underside 5 of the bow can preferably hays the width of the balcony support 3, and the lateral edges 5' of the underside 5 can thus snake a transition into the curve 9 located between the balcony supports 3 and the bottom 4 of the ship. The underside 5 of the bow also prefesably gradually widens~towards the front, until it finally essentially matches the width of the hull at the parapet 1'.
~n the area where the underside 5 of the bow intersects the water line, hereinafter abbreviated gWL, the lateral edges 5' are preferably designed as icebroakir~g mean's, which, together with the underside 5 of the bow, break a channel with essentially straight linear ice edges in a sheet of ice. The continuous widening of the underside 5 of the bow is preferably s~le~ated such that the distance between the lateral edges 5' in the vicinity of the 9f~lh is slightly larger than the width in the SiPi.
for the rest of they hull R. disposed there behind. i In the variant according to figure 1, the lateral edges 5' of the underside 5 of the bow in the vicinity of the S'WL
essentially form a straight line extending from the bottom 4 to the parapet i'. In the variant according to Figure 2, the lateral edges 5' essentially represent outwardly bowed curves.
,.
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In both variants, the underside 5 of the bow is the vioinity of the SwL, and at right angles to the longl.tutdinal axis o! the ship, is essentially flat, and in the area thereunder, is slightly flexed dawna~ardly. This downward flexion essentially aan provide a good transition to a bottom clearing wedge 6 which begins in the vicinity of this downward flexion and expands in a v-shape aft. The branched e~ctat~sions b' of the olearinq wedge 6 essentially provide a transition into the balcony supports 3.
In the variant aooording to higure 3, this design is somewhat altered is that the underside 5 of the bow is provided on each side over its entire length with lateral faxes 5 " angled j upwardly relative to their center surfaoe. The lateral facts 5 "
are delimited by the edges 5 " ' and the lateral edge 5', both of which edges 5 " ' and 5' provide a transition to the bottom 4 in S
the ourve 9.
As alread mentioned in all variants the distance between Y r the parapets 1' preferably increases slightly in the area of the fos~ard quarter F and, consequently, the width of the upper deck 7 can also invrease in a similar manner, roughly fro~a the beginning of the forward quartex p, continuously toward the bow.
This increase in width thereby allows the distanoe between the undersides 2' of the baioonies in this area to be increased accozdingly.
It is thus comarnon to all variants that the channel which the underside of the bow breaks in the ice is somewhat wider than the width of the SWZ of the afterbody R such that a clearanoe remains between the aftezbody R and the edges of tha ice of the channel.
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This clearance can thereby prevent a possible jaaaning-in of the hull R.
Another variant, not shown, but significant within the framework of the invention, provides the icebreaking ship of the present invention with an arrangement for generating a swaying motion of the ship essentially around its central longitudinal axis. Such arrangements are generally known in the art. 8y providing such a swaying motion, additional breaking forces can be transmitted from the undersides 2, 2' of the balconies to the edges of the ice. The ice can thereby be broken by the balconies and the clearance between the edges of th~ ice and the hull R can be widened. This widening increases the turning capability of the ship in the ice.
All, or substantially all, of the components and methods of the various embodiments may be used with at least one embodiment or all of the embodiments, if any, described herein.
The invention as described hereinabove in the context of the preferred embodiments is not to be taken as limited to all of the provided details thereof, since modifications and variations thereof may be made without departing froaln the spirit and scope of the invention.
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Claims (29)
1. A ship for breaking ice to clear a channel through an ice field, the ship having a hull, said hull having a bow, a stern, a length extending from said bow to said stern, first and second sides extending from said bow to said stern, and a width between said first and second sides, said hull comprising:
icebreaking means, said icebreaking means extending across a width of said bow and along a substantial portion of the length of said hull along each of said first and second sides thereof;
said hull is for being disposed in water to a depth defined by a water line, and said icebreaking means being disposed at least in the vicinity of the water line;
said first and second sides of said hull have a first wall portion disposed below the water line, a second wall portion disposed above the water line, and a connecting portion connecting said first wall portion to said second wall portion;
said connecting portion being disposed substantially along said water line of said ship;
said hull having a first width at said first wall portions, and a second width at said second wall portions, said first width being less than said second width;
said connecting portion comprising said icebreaking means along each of said first and second sides;
each of said first wall portions and said second wall portions are disposed substantially vertically; and said connecting portion is disposed obliquely downward between said first wall portion and said second wall portion at an angle of about 30À.
icebreaking means, said icebreaking means extending across a width of said bow and along a substantial portion of the length of said hull along each of said first and second sides thereof;
said hull is for being disposed in water to a depth defined by a water line, and said icebreaking means being disposed at least in the vicinity of the water line;
said first and second sides of said hull have a first wall portion disposed below the water line, a second wall portion disposed above the water line, and a connecting portion connecting said first wall portion to said second wall portion;
said connecting portion being disposed substantially along said water line of said ship;
said hull having a first width at said first wall portions, and a second width at said second wall portions, said first width being less than said second width;
said connecting portion comprising said icebreaking means along each of said first and second sides;
each of said first wall portions and said second wall portions are disposed substantially vertically; and said connecting portion is disposed obliquely downward between said first wall portion and said second wall portion at an angle of about 30À.
2. The ship according to Claim 1, wherein:
the ship has a bottom;
the bow comprises a forward 1/3 portion of the ship, the bow has a bottom;
the bottom of the bow of the ship rises from the bottom of the ship to a position above the water line in a forward direction of the ship;
the hull has a front-most edge;
the hull comprises a third width at the water line along the front-most edge, the third width at the water line being the greatest hull width at the water line; and the bow bottom in the vicinity of the water line at the front-most edge comprises lateral edges, said lateral edges being configured for cutting ice.
the ship has a bottom;
the bow comprises a forward 1/3 portion of the ship, the bow has a bottom;
the bottom of the bow of the ship rises from the bottom of the ship to a position above the water line in a forward direction of the ship;
the hull has a front-most edge;
the hull comprises a third width at the water line along the front-most edge, the third width at the water line being the greatest hull width at the water line; and the bow bottom in the vicinity of the water line at the front-most edge comprises lateral edges, said lateral edges being configured for cutting ice.
3. The ship according to Claim 2, wherein:
the ship bottom is substantially flat;
the bow bottom intersects the ship bottom at a transitional area wherein a transition from the bow bottom to the ship bottom is substantially smooth; and the ship has a fourth width in said transitional area, said fourth width being substantially the same as said first width.
the ship bottom is substantially flat;
the bow bottom intersects the ship bottom at a transitional area wherein a transition from the bow bottom to the ship bottom is substantially smooth; and the ship has a fourth width in said transitional area, said fourth width being substantially the same as said first width.
4. The ship according to Claim 3, wherein:
the ship has a central longitudinal axis;
said second wall portions are disposed substantially parallel to the central longitudinal axis of the ship;
the ship has a deck portion disposed above the water line in the bow portion of the ship, the deck portion at the front-most edge of the ship having a fifth width, said fifth width being greater than said third width; and said water line along said connecting portion is substan-tially parallel to said longitudinal axis of the ship.
the ship has a central longitudinal axis;
said second wall portions are disposed substantially parallel to the central longitudinal axis of the ship;
the ship has a deck portion disposed above the water line in the bow portion of the ship, the deck portion at the front-most edge of the ship having a fifth width, said fifth width being greater than said third width; and said water line along said connecting portion is substan-tially parallel to said longitudinal axis of the ship.
5. The ship according to Claim 4, wherein:
said lateral edges of the bow bottom are one of:
substantially linear from said transitional area to said front-most end of the ship; and curved outwardly away from the ship from said transi-tional area to said front-most end of the ship; and the bottom of the bow, in a direction perpendicular to the central longitudinal axis is one of:
flat, bowed, and flexed.
said lateral edges of the bow bottom are one of:
substantially linear from said transitional area to said front-most end of the ship; and curved outwardly away from the ship from said transi-tional area to said front-most end of the ship; and the bottom of the bow, in a direction perpendicular to the central longitudinal axis is one of:
flat, bowed, and flexed.
6. The ship according to Claim 5, wherein:
said lateral edges are one of: rounded and bevelled;
said bottom of the ship comprises an ice clearing wedge;
said wedge having a point disposed in the vicinity of said transitional area along the central longitudinal axis;
said wedge widening towards said first and second sides in a direction towards the stern of the ship to push ice out from under the ship; and said wedge towards the stern of the ship being contiguous with one of:
said first side portions of the ship, and said bottom of the ship.
said lateral edges are one of: rounded and bevelled;
said bottom of the ship comprises an ice clearing wedge;
said wedge having a point disposed in the vicinity of said transitional area along the central longitudinal axis;
said wedge widening towards said first and second sides in a direction towards the stern of the ship to push ice out from under the ship; and said wedge towards the stern of the ship being contiguous with one of:
said first side portions of the ship, and said bottom of the ship.
7. The ship according to Claim 6, wherein:
said bow portion, above said water line, continuously widens towards the front-most edge of the ship;
said ice-breaking means extend along substantially the entire length of the hull;
said ship comprises means for rocking the ship in a side-to-side motion about the central longitudinal axis;
said ice breaking means further extend across the stern of the ship at said water line of the ship; and the hull of the ship, along the first and second sides thereof, is configured without indentations projecting towards the central longitudinal axis.
said bow portion, above said water line, continuously widens towards the front-most edge of the ship;
said ice-breaking means extend along substantially the entire length of the hull;
said ship comprises means for rocking the ship in a side-to-side motion about the central longitudinal axis;
said ice breaking means further extend across the stern of the ship at said water line of the ship; and the hull of the ship, along the first and second sides thereof, is configured without indentations projecting towards the central longitudinal axis.
8. The ship according to Claim 1, wherein:
the ship has a bottom;
the bow has a bottom;
the bottom of the bow of the ship rises in a forward direction of the ship from the bottom of the ship to a position above the water line;
the bow comprises a third width adjacent the bottom of the hull, and a fourth width at the position above the water line, the fourth width being greater than the third width;
the hull has a front end;
the hull comprises a fifth width at the water line along the front end, the fifth width at the water line being the greatest hull width at the water line; and the bow bottom in the vicinity of the water line at the front end comprises lateral edges, said lateral edges being configured for cutting ice.
the ship has a bottom;
the bow has a bottom;
the bottom of the bow of the ship rises in a forward direction of the ship from the bottom of the ship to a position above the water line;
the bow comprises a third width adjacent the bottom of the hull, and a fourth width at the position above the water line, the fourth width being greater than the third width;
the hull has a front end;
the hull comprises a fifth width at the water line along the front end, the fifth width at the water line being the greatest hull width at the water line; and the bow bottom in the vicinity of the water line at the front end comprises lateral edges, said lateral edges being configured for cutting ice.
9. The ship according to Claim 8, wherein:
the ship bottom is substantially flat;
the bow bottom untersects the ship bottom at a transitional area wherein a transition from the bow bottom to the ship bottom is substantially smooth;
the ship has a sixth width in said transitional area, said sixth width being substantially the same as said first width.
the ship has a central longitudinal axis;
said second wall portions are disposed substantially parallel to the central longitudinal axis of the ship;
said water line along said connecting portions is substan-tially parallel to said central longitudinal axis of the ship;
said lateral edges of the bow bottom are one of:
substantially linear from said transitional area to said point above the water line; and curved outwardly away from the ship from said transi-tional area to said point above the water line; and the bottom of the bow, in a direction perpendicular to the central longitudinal axis is one of:
flat, bowed, and flexed;
said lateral edges are one of: rounded and bevelled;
said bottom of the ship comprises an ice clearing wedge;
said wedge having a point disposed in the vicinity of said transitional area along the central longitudinal axis;
said wedge widening towards said first and second sides in a direction towards the stern of the ship to push ice out from under the ship;
said wedge towards the stern of the ship being contiguous with one of:
said first side portions of the ship, and said bottom of the ship;
said bow portion, above said water line, continuously widens towards the front end of the ship;
said ice-breaking means extend along the entire length of the hull;
said ship comprises means for rocking the ship in a side to side motion about the central longitudinal axis;
said ice breaking means further extend across the stern of the ship at said water line of the ship; and the hull of the ship, along the first and second sides thereof, is configured without indentations projecting towards the central longitudinal axis.
the ship bottom is substantially flat;
the bow bottom untersects the ship bottom at a transitional area wherein a transition from the bow bottom to the ship bottom is substantially smooth;
the ship has a sixth width in said transitional area, said sixth width being substantially the same as said first width.
the ship has a central longitudinal axis;
said second wall portions are disposed substantially parallel to the central longitudinal axis of the ship;
said water line along said connecting portions is substan-tially parallel to said central longitudinal axis of the ship;
said lateral edges of the bow bottom are one of:
substantially linear from said transitional area to said point above the water line; and curved outwardly away from the ship from said transi-tional area to said point above the water line; and the bottom of the bow, in a direction perpendicular to the central longitudinal axis is one of:
flat, bowed, and flexed;
said lateral edges are one of: rounded and bevelled;
said bottom of the ship comprises an ice clearing wedge;
said wedge having a point disposed in the vicinity of said transitional area along the central longitudinal axis;
said wedge widening towards said first and second sides in a direction towards the stern of the ship to push ice out from under the ship;
said wedge towards the stern of the ship being contiguous with one of:
said first side portions of the ship, and said bottom of the ship;
said bow portion, above said water line, continuously widens towards the front end of the ship;
said ice-breaking means extend along the entire length of the hull;
said ship comprises means for rocking the ship in a side to side motion about the central longitudinal axis;
said ice breaking means further extend across the stern of the ship at said water line of the ship; and the hull of the ship, along the first and second sides thereof, is configured without indentations projecting towards the central longitudinal axis.
10. An icebreaking ship having a bottom, a hull, a forward quarter designed like a pontoon, a bow, an afterbody disposed sternward behind the bow, and a longitudinal axis, the hull comprising:
a first side and a second side disposed in a spaced apart relation with respect to one another and extending along the afterbody;
the bow having an underside extending from the ship bottom at roughly the beginning of a front third of the ship and rising obliquely forward to above the water line;
the bow having lateral edges in the vicinity of the water line, said lateral edges comprising icebreaking means;
both the afterbody and the bow having a width in the vicinity of the water line, the width of the bow in the vicinity of the water line being greater than the width of the afterbody in the vicinity of the water line;
first side wall portions disposed below the water line and projecting flanks disposed above the water line on both of the first and second sides of the hull;
said projecting flanks on both of the first and second sides comprising a parapet portion oriented roughly vertically, and said first side wall portions being oriented roughly vertically;
said projecting flanks comprising an underside portion adjoining the parapet portion, the underside portion being oriented obliquely downward towards the first side wall portions;
the underside portions having a width extending from the first side wall portions to the parapet portion, and the ship water line runs roughly parallel, preferably somewhat outward, to a half-width of the underside portions of the projecting flanks;
said projecting flanks extend along at least a substantial portion of the length of the hull, have no indentations directed toward the interior of the ship, and run essentially parallel to the longitudinal axis of the ship;
the underside of the bow having a first width at its starting point on the bottom of the ship, and the hull having a second width extending from the first side wall portion on the first side of the hull to the first side wall portion on the second side of the hill;
the first width corresponding roughly to the second width, and from the starting point of the bow on the bottom of the ship, forward, the underside of the bow widens continuously to reach the width of the underside of the bow in the vicinity of the mater line; and the hull has a third width extending from the parapet on the first side of the hull to the parapet on the second side of the hull, said third width being substantially a width of an upper deck of the ship, and said third width being greater than the width of the underside of the bow in the vicinity of the water line.
a first side and a second side disposed in a spaced apart relation with respect to one another and extending along the afterbody;
the bow having an underside extending from the ship bottom at roughly the beginning of a front third of the ship and rising obliquely forward to above the water line;
the bow having lateral edges in the vicinity of the water line, said lateral edges comprising icebreaking means;
both the afterbody and the bow having a width in the vicinity of the water line, the width of the bow in the vicinity of the water line being greater than the width of the afterbody in the vicinity of the water line;
first side wall portions disposed below the water line and projecting flanks disposed above the water line on both of the first and second sides of the hull;
said projecting flanks on both of the first and second sides comprising a parapet portion oriented roughly vertically, and said first side wall portions being oriented roughly vertically;
said projecting flanks comprising an underside portion adjoining the parapet portion, the underside portion being oriented obliquely downward towards the first side wall portions;
the underside portions having a width extending from the first side wall portions to the parapet portion, and the ship water line runs roughly parallel, preferably somewhat outward, to a half-width of the underside portions of the projecting flanks;
said projecting flanks extend along at least a substantial portion of the length of the hull, have no indentations directed toward the interior of the ship, and run essentially parallel to the longitudinal axis of the ship;
the underside of the bow having a first width at its starting point on the bottom of the ship, and the hull having a second width extending from the first side wall portion on the first side of the hull to the first side wall portion on the second side of the hill;
the first width corresponding roughly to the second width, and from the starting point of the bow on the bottom of the ship, forward, the underside of the bow widens continuously to reach the width of the underside of the bow in the vicinity of the mater line; and the hull has a third width extending from the parapet on the first side of the hull to the parapet on the second side of the hull, said third width being substantially a width of an upper deck of the ship, and said third width being greater than the width of the underside of the bow in the vicinity of the water line.
11. The ship according to Claim 10, wherein the increase in the width of the underside of the bow is configured such that the lateral edges of the bow each yield one of:
a straight line; and a slightly curved line.
a straight line; and a slightly curved line.
12. The ship according to Claim 11, wherein the underside of the bow above and below the water line, in a direction perpendicular to the longitudinal axis of the ship, is one of:
flat;
slightly bowed; and flexed.
flat;
slightly bowed; and flexed.
13. The ship according to Claim 12, wherein the underside of the bow, between its starting point on the bottom of the ship to above the water line is, on each side of the ship, flexed upward at an angle such that longitudinal lateral faces are produced.
14. The ship according to Claim 13, wherein the lateral edges of the underside of the bow are at least one of:
beveled; and rounded.
beveled; and rounded.
15. The ship according to Claim 14, wherein the ship comprises a bottom-clearing wedge disposed on the bottom of the ship, the wedge being attached below the water line, preferably in the vicinity of the starting point of the underside of the bow, and the wedge comprises diverging lateral surfaces diverging towards the afterbody of the ship, said lateral surfaces gradually joining with one of:
the balcony supports; and the bottom of the ship.
the balcony supports; and the bottom of the ship.
16. The ship according to Claim 15, wherein, along the pontoon-like forward quarter of the bow, both the third width from the parapet on the first side of the ship to the parapet on the second side of the ship, and also a width from the balcony underside on the first side of the ship to the balcony underside on the second side of the ship, continuously widen in a direction toward the bow.
17. The ship according to Claim 16, further comprising means for generating and sustaining a swaying motion of the ship substantially about the central longitudinal axis of the ship, raid swaying means comprising one of:
hydraulically controllable means for generating and sustaining a swaying motion;
mechanically controllable means for generating and sustaining a swaying motion; and pneumatically controllable means for generating and sustaining a swaying motion.
hydraulically controllable means for generating and sustaining a swaying motion;
mechanically controllable means for generating and sustaining a swaying motion; and pneumatically controllable means for generating and sustaining a swaying motion.
18. A ship for breaking ice to clear a channel through an ice field, the ship leaving a hull, said hull having a bow, a stern, a length extending from said bow to said stern, first and second sides extending from said bow to said stern, and a width between said first and second sides, said bow having an underside with lateral edges, said hull comprising:
reamers for breaking ice disposed on said lateral edges, said reamers extending across a width of said bow and along a substantial portion of the length of said hull along each of said first and second sides thereof.
reamers for breaking ice disposed on said lateral edges, said reamers extending across a width of said bow and along a substantial portion of the length of said hull along each of said first and second sides thereof.
19. The ship according to Claim 18, wherein said hull is for being disposed in water to a depth defined by a water line,
20 and said reamers being disposed at least in the vicinity of the water line.
20. The ship according to Claim 19, wherein:
said first and second sides of said hull have a first wall portion disposed below the water line, a second wall portion disposed above the water line, and a connecting portion connecting said first wall portion to said second wall portion;
said connecting portion being disposed substantially along said water line of said ship;
said hull having a first width at said first wall portions, and a second width at said second wall portions, said first width being less than said second width;
said connecting portion being angled upwardly between said second wall portion and said first wall portion; and said connecting portion comprising said reamers along each of said first and second sides.
20. The ship according to Claim 19, wherein:
said first and second sides of said hull have a first wall portion disposed below the water line, a second wall portion disposed above the water line, and a connecting portion connecting said first wall portion to said second wall portion;
said connecting portion being disposed substantially along said water line of said ship;
said hull having a first width at said first wall portions, and a second width at said second wall portions, said first width being less than said second width;
said connecting portion being angled upwardly between said second wall portion and said first wall portion; and said connecting portion comprising said reamers along each of said first and second sides.
21. The ship according to Claim 20, wherein said connecting portion is disposed at an angle of about 30À with respect to each of said first and second wall portions.
22. An icebreaking ship having a hull, a bow and a ship bottom, the ship also having an interior disposed inside the hull of the ship and an upper deck disposed above the hull of the ship, the icebreaking ship having a forward quarter which forward quarter (P) is designed like a pontoon, the bow of the ship having an underside, the underside having a portion comprising substantially the front third of the underside of the bow of the ship, the underside of the bow extending from the ship bottom roughly to the beginning of the portion of the underside and rising obliquely forward to above the water line, the underside of the bow having lateral edges, the lateral edges of the underside of the bow in the vicinity of the water line bear icebreaking or cutting means (reamers) and whose width in the vicinity of the water line is greater than the width of the water line of the afterbody, the hull has two sides disposed opposite to one another whereby the hull has balcony-like flanks on both sides of the hull, the sides of the hull each having a parapet which is oriented substantially vertically, the balcony underside adjoining it is oriented obliquely downward and the balcony support adjoining it until the transition to the essentially flat chip bottom is oriented roughly vertically, and whereby the water line runs roughly parallel, preferably somewhat outward, to the half width of the underside of the balcony, characterized in that the balcony-like flanks extend substantially the entire length of the hull (R) and have no indentations directed toward the interior of the ship and run essentially parallel to the longitudinal axis of the ship, that furthermore the width of the underside (5) of the bow at its starting point on the ship bottom (4) corresponds roughly to the distance from the balcony support (3) of one side to the balcony support (3) of the other side and from there forward widens continuously until it reaches the width of the underside (5) of the bow in the vicinity of the water line (SWL), and that the distance from the parapet of one side (1') to the parapet (1') of the other side and thus the width of the upper deck (7) is greater than the width of the underside (5) of the bow in the vicinity of the water line (SWL).
23. The ship according to Claim 22, characterized in that the increase in the width of the underside (5) of the bow is selected such that its lateral edges (5') each yield a straight or slightly curved line.
24. The ship according to Claim 22, characterized in that the underside (5) of the bow above and below the water line (SWL) perpendicular to the longitudinal axis of the ship is flat, slightly bowed, or flexed.
25. The ship according to Claim 22, characterized in that the underside (5) of the bow between its starting point on the chip bottom (4) to above the water line (SWL) is on each side flexed upward at an angle such that longitudinal lateral faces (5") are produced.
26. The ship according to Claim 25, characterized in that the lateral edges (5') of the underside (5) of the bow are at least one of: beveled and rounded.
27. The ship according to Claim 26, characterized in that a bottom clearing wedge (6) is disposed on the ship bottom (4), which wedge is attached below the water line (SWL), preferably in the vicinity of the starting point of the underside (5) of the bow, and its branched extensions (6') make a gradual transition to the balcony support (3) or blend into the bottom of the ship.
28. The ship-according to Claim 27, characterized in that the distance from the parapet (1') of one side to the parapet (1') of the other side and, consequently, also the distance from the balcony underside (2') of one side to the balcony underside (2') of the other side in the vicinity of the pontoon-like forward quarter (P) to the bow is designed continuously widening toward the bow.
29. The ship according to Claim 28, characterized in that it is equipped with an arrangement, which is preferably equipped with hydraulically, mechanically, or pneumatically controllable means, which, as needed, generates and sustains a swaying motion of the ship essentially around its central longitudinal axis.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE4215334A DE4215334A1 (en) | 1992-05-09 | 1992-05-09 | Icebreaking ship |
| DEP4215334 | 1992-05-09 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2095871A1 CA2095871A1 (en) | 1993-11-10 |
| CA2095871C true CA2095871C (en) | 2002-03-12 |
Family
ID=6458502
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002095871A Expired - Fee Related CA2095871C (en) | 1992-05-09 | 1993-05-10 | Icebreaking ship |
Country Status (12)
| Country | Link |
|---|---|
| JP (1) | JP3248642B2 (en) |
| KR (1) | KR100250780B1 (en) |
| CN (1) | CN1039689C (en) |
| CA (1) | CA2095871C (en) |
| DE (1) | DE4215334A1 (en) |
| FI (1) | FI110596B (en) |
| FR (1) | FR2690892B1 (en) |
| GB (1) | GB2266683B (en) |
| NO (1) | NO300494B1 (en) |
| PL (1) | PL171265B1 (en) |
| RU (1) | RU2062245C1 (en) |
| SE (1) | SE507652C2 (en) |
Families Citing this family (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FI109783B (en) * | 1997-02-27 | 2002-10-15 | Kvaerner Masa Yards Oy | A method of opening a passage through an ice field and an icebreaker |
| RU2458812C2 (en) * | 2010-05-31 | 2012-08-20 | Николай Михайлович Нестеров | Arctic ice breaker hull bow |
| DE202011103910U1 (en) | 2011-07-30 | 2011-10-19 | David Berman | Mounting device for ice cutting |
| RU2549739C1 (en) * | 2013-11-06 | 2015-04-27 | Федеральное государственное унитарное предприятие "Крыловский государственный научный центр" | Ice breaker for operation in shallow freezing sea areas |
| JP6653724B2 (en) * | 2018-03-29 | 2020-02-26 | ジャパンマリンユナイテッド株式会社 | Ship |
| RU183492U1 (en) * | 2018-04-27 | 2018-09-24 | Юрий Арсентьевич Чашков | ICE-BREAKER WITH NOSE BYPASSES OF STEPS FOR FORMING DESTRUCTION OF ICE BY PRESSING |
| CN110466699B (en) * | 2019-08-30 | 2021-07-20 | 广船国际有限公司 | Ship ice breaking device and ship comprising same |
| CN110949624B (en) * | 2019-11-12 | 2022-08-02 | 中国船舶工业集团公司第七0八研究所 | Ice-breaking ship with double folding angle broadsides |
| JP7312991B2 (en) * | 2020-07-06 | 2023-07-24 | 協同商船株式会社 | vessel |
| CN112373635A (en) * | 2020-11-13 | 2021-02-19 | 中国船舶科学研究中心 | Novel icebreaker bow structure |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| NO123932B (en) * | 1970-02-13 | 1972-02-07 | Fredriksstad Mek Verksted As | |
| DE2212146C3 (en) * | 1972-03-14 | 1979-09-20 | Aktien-Gesellschaft Weser, 2800 Bremen | Foreship shape for ice-breaking ships |
| JPS558982A (en) * | 1978-06-30 | 1980-01-22 | Mitsui Eng & Shipbuild Co Ltd | Method of turning sailing of vessel at frozen sea and construction of hull |
| SE462480B (en) * | 1987-02-23 | 1990-07-02 | Goetaverken Arendal Ab | CREATIVE SHIPS |
-
1992
- 1992-05-09 DE DE4215334A patent/DE4215334A1/en not_active Withdrawn
-
1993
- 1993-05-06 NO NO19931650A patent/NO300494B1/en not_active IP Right Cessation
- 1993-05-06 FI FI932046A patent/FI110596B/en not_active IP Right Cessation
- 1993-05-07 SE SE9301587A patent/SE507652C2/en not_active IP Right Cessation
- 1993-05-07 PL PL93298848A patent/PL171265B1/en not_active IP Right Cessation
- 1993-05-07 GB GB9309491A patent/GB2266683B/en not_active Expired - Fee Related
- 1993-05-07 JP JP13117493A patent/JP3248642B2/en not_active Expired - Fee Related
- 1993-05-07 RU RU9393005325A patent/RU2062245C1/en not_active IP Right Cessation
- 1993-05-07 FR FR939305531A patent/FR2690892B1/en not_active Expired - Fee Related
- 1993-05-08 CN CN93107010A patent/CN1039689C/en not_active Expired - Fee Related
- 1993-05-08 KR KR1019930007913A patent/KR100250780B1/en not_active IP Right Cessation
- 1993-05-10 CA CA002095871A patent/CA2095871C/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| GB2266683B (en) | 1995-10-11 |
| NO931650L (en) | 1993-11-10 |
| DE4215334A1 (en) | 1993-11-11 |
| KR930023232A (en) | 1993-12-18 |
| FR2690892B1 (en) | 1994-09-09 |
| FR2690892A1 (en) | 1993-11-12 |
| SE507652C2 (en) | 1998-06-29 |
| FI110596B (en) | 2003-02-28 |
| FI932046A0 (en) | 1993-05-06 |
| SE9301587D0 (en) | 1993-05-07 |
| FI932046A (en) | 1993-11-10 |
| SE9301587L (en) | 1993-11-10 |
| PL171265B1 (en) | 1997-03-28 |
| KR100250780B1 (en) | 2000-04-01 |
| JP3248642B2 (en) | 2002-01-21 |
| CN1081152A (en) | 1994-01-26 |
| GB9309491D0 (en) | 1993-06-23 |
| GB2266683A (en) | 1993-11-10 |
| NO931650D0 (en) | 1993-05-06 |
| CA2095871A1 (en) | 1993-11-10 |
| RU2062245C1 (en) | 1996-06-20 |
| JPH0672385A (en) | 1994-03-15 |
| NO300494B1 (en) | 1997-06-09 |
| CN1039689C (en) | 1998-09-09 |
| PL298848A1 (en) | 1994-02-07 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| MKLA | Lapsed |