DE102008015529A1 - Ship i.e. hellenic ship, for use in e.g. harbor, has main areas such as bow area, loading areas and stern area, at which engine area, bridge area and living area are formed, where bow area is provided with heavy strom-aggregate - Google Patents

Abstract

The ship has three separate main areas such as a bow area, loading areas with loading elements and a stern area, at which an engine area, a bridge area and a living area are formed. The bow area is provided with a heavy strom-aggregate. A propeller is moved at 360 degree. A control system has 2-ruder blades provided with an electric current for accommodation of 4 persons of a ship-crew. The loading area is provided with water lines, and the loading elements are loaded with cargo and oil containers. The stern area has a region for accommodating silo, oil and lubricants.

Description

• A) wie diese die ständig wachsende Gefahr der Begegnung mit den Riesen/Mega-Wellen – bekannt als Monsterwellen – heil überstehen (siehe Skizze 1 und 2) und
• B) wie diese länger und daher größer, als heute üblich, gebaut werden können, um einerseits den Märkten ökonomischer zu dienen und andererseits den Sicherheitsanforderungen für Menschen, Umwelt und Schiff, mehr als heute üblich, zu genügen.

The novelty deals - mainly - with ocean going ships and indeed

• A) how they survive the ever-growing danger of encountering the Giant / Mega Waves - known as Monster Waves - (see Sketches 1 and 2) and
• B) How they can be built longer, and therefore larger than usual today, to serve the markets more economically and to meet the safety requirements for people, the environment and the ship, more than is customary today.

Experts | predict that further increases in surface temperature of the planets (also known as the greenhouse effect) will cause the future Marine behavior increasingly difficult to predict because the sea is opposite Soil - from Nature is in permanent motion, d. H. is more fluid, about one much higher Elongation coefficient when heated has u. a. m.

"researchers believe that most of the approximately 200 large ships with over 200 m length, which have dropped in the last 20 years, directly or indirectly were sunk by such (= monster) waves. "

A impending increase (both in size and in number) of the same for the Foreseeable future is very likely. The Question is: how should the ships of the future be built or equipped be to meet with mega or monster waves, either healthy or without To survive damage?

The present, new type of ship, which:
HELLENIC ship design
addresses, on the one hand, in detail, the specific requirements of the forthcoming, future weather developments of the oceans and, on the other hand, the demands of an ever larger, faster and, above all, more complex / international emerging market with the aim of making it faster, more economical and therefore more efficient, to suffice.

The Ships of novelty have larger and more variable load capacities - and this at considerable Reduction of own (steel) weight, over several times, loaded trips / year and about one considerably greater independence as all other ships until today.

The above novelty deals mainly with:
Container-
Dry Freighter and
tanker ships
because these ships make up over 90% of world tonnage, although the merits of the novelty ships can be applied to - almost - all types of ships.

generally known will be the biggest part the steel weight of the larger ships used for: Outer skin, floor, deck longitudinal and cross-associations etc., d. H. It serves to neither the pressure of the weight of the charge (ie pressure from inside to outside) nor to counteract the water pressure of the oceans (pressure from outside to inside), but the vast one Part of the steel weight of a large ship is used to the ship as a whole how to shape a long and rigid beam whose ends are based on 2 wave crests or the middle of this Balkens (ship) sits on a wave mountain, without that "beam" (ie. the ship) breaks apart (see Sketch 3 and 4). Around Danger - of Breakup of a ship - exclude, will the longitudinal strength dedicated special attention to each ship. On the other hand ever stronger the outer skin, the longitudinal bandages, etc. a ship, the bigger your own grows body weight of the ship, (ie its empty draft also) which greater bending moment loads leads.

Around counteract these loads, accordingly stronger longitudinal associations u. shell used, their greater weight the through-bending load the ship increases accordingly, etc. etc.

The present novelty speaks of:
"High-Elastic-Long-Expandable ... Ships"

• 1. dem Vorschiff
• 2. den Ladungs-Elementen des Ladungs-Bereichs und aus
• 3. dem Hinterschiff (M. R./Haus/Komm. Brücke)

The ships of novelty consist, as sketch 5 shows, of:

• 1. the foredeck
• 2. the charge elements of the charge area and out
• 3. the rear ship (MR / house / comm. Bridge)

below a description of the above ship areas and their function.

1st foredeck

sketch Figure 6 shows the side and top view of the foredeck.

Of the Course of the water lines of the foredeck of novelty is designed that these are both in the water. Lines of the individual charge elements as well as in the rear of the boat hydrodynamically smoothly merge into each other.

sketch 7 shows, for. B., the assembly of the foredeck and the stern the novelty to "a ship unit" whose Services could be unimaginably important in certain situations.

The Foredeck has one own drive and el. power plant. The plant delivers the power for one 360 ° rotatable Adjustable propeller, through which the foredeck in many functions an essential help for the whole ship makes, such. B. the independent arrival or decoupling from the remaining ship of novelty, or the dismantling or mooring of the entire ship, the novelty at or from the landing pier z. B. with lateral movements of the entire ship at the pier pier and similar more.

Further The diesel generator of the forecastle supplies the energy for the ballast pumps of the foredeck, whose draft is always adapted to that of the cargo areas shall be. Furthermore, the energy for the anchor winds as well the electric current for the accommodation / supply - if required - from 3 to 4 crew members in the foredeck.

At two rear ends of the foredeck are 2 retractable rudder plates attached, (sketch 8) which in maneuvers, in particularly narrow berths / harbors, the Ship an important support are.

2. Charge elements / charge areas

Of the actual "highly elastic Area of "the Ship extends between fore and aft, d. H. in In this area are the hold of the ship, which also Charging elements or just cargo tanks (tanker ships) called become.

• a) des Vorschiffes
• b) der Ladungs-Elemente und
• c) des Hinterschiffs

so ausgelegt sein sollen, dass diese einwandfrei ineinander übergehen und zwar so, dass ”nur” Vor- und Hinterschiff zusammen – wasserlinienmäßig – (d. h.: ohne die Elemente des Ladungs-Bereichs) auch eine Schiffseinheit bilden können welche auf Reise gehen kann. Ferner müssen die Schiffe der gleichen „Klasse/Größe” in deren einzelnen Bereichen über die gleichen

• a) Winkel α und
• b) Maße L und B verfügen (Skizze 9)

Sketch 5 first shows a basic arrangement of the areas of the ship of novelty. The cargo area of the ship usually consists of 4 to 7 "individual" holds (or tanks), all of which are absolutely identical, ie they have the same width, height and water lines, while their length may be different (eg 40 , 50, 60 or more meters), so that each individual hold / tank can be used in any order within the cargo area, both within its own "mother ship" and within each other ship of the same "class" or tank "Size" of the system of novelty. This assumes that the waterlines:

• a) of the foredeck
• b) the charge elements and
• c) of the rear ship

should be designed so that they blend perfectly into each other and in such a way that "only" front and rear ship together - waterline - (ie: without the elements of the cargo area) can also form a ship unit which can go on a journey. Furthermore, the ships of the same "class / size" in their individual areas must have the same

• a) angle α and
• b) have dimensions L and B (sketch 9)

On The front sides of the cargo areas are fitted with ladders Sketch 10 which allows climbing onto the weather deck for the Case that the rear end is uncoupled / not there.

The possibility of uncoupling the fore and aft ship, which together put one Ship unit form (Sketch 11) to z. For example, launching another port or pier and docking it to other cargo elements to form a new, complete ship unit all together opens up an almost unlimited variety of deployment combinations of unimaginable transport scale for container dry cargo tankers including ships for the shipping of the future.

As seen from the top view (sketch 12) of the ship of novelty is, the individual charge elements are both among themselves as well connected to the fore and aft ship at three (3) points, at their front and at three (3) points at their rear ends.

sketch 13 shows the three possible ones Movement Directions of the Individual. Areas of the ship of novelty. The design of the individual areas of the ship prevents the novelty Movements in the direction of "y-y" and the Thrust of the drive motor moves toward: "-x". Another Part of the novelty for the "optimal Loading / maximizing the transport performance of the ships of novelty "is the Availability from - at least - "three sentences (3x) Charge elements "or Holds / cargo tanks, per ship of novelty, required (Sketch 14). This "3-pack cargo hold system" optimized the transport performance / capacity of a Ship during the entire life of the same, as follows: while the ship loaded on the journey to the next Port is located. there are loaded the charge elements, which for the next Travel are provided. After the arrival of the ship will be only the charge elements for destined for this port, disconnected from the ship and the cargo elements, which for the next Ports provided are already loaded and docked with the ship, and the journey can go on immediately, d. h .: No waiting for loading or Clear. The same process is repeated in - almost - all the help of the journey. This minimizes waiting times of ships of novelty in ports.

By this important time gain (by eliminating waiting times for loading, or Delete, if the ship's turn, etc., etc., and that for everyone Port of the tour!) Doubles - almost - the transport performance of Ship of novelty opposite convention ships.

These size and wide interchangeability or availability of holds is lead to the optimization of transport services, which are for all, the sides involved in this transport system brings benefits and especially the environment.

If Optimization the maximum, possible Performance of all areas of a system in the shortest time without additional Energy effort is bringing the present novelty to the worldwide Shipping all the necessary, tangible means to this important Also to logistically optimize the range of supply of the world's supply.

3. Mechanism for fixed and elastic connection of all areas of the ship of novelty with each other or with each other

sketch 12, the ship of novelty and sketch 15 shows a cargo element this ship. The charge elements (or tanks) become one with each other - as well with the fore and aft ship "tight and articulated "connected. This type of connection - thanks Advantages of a novel polish of the present novelty - allowed the charge elements easy to connect and disconnect with others Cargo elements, as well as with the fore / aft ship in the harbors, or at loading and unloading stations, (ie in calm waters).

Of the independently acting "winding mechanism", one Another novelty of the present patent, ensures the safe and at the same time elastic connection of all areas of the ship the novelty among themselves and which is absolutely necessary to the Movements of the individual ship areas in the direction of "z-z" (sketch 13) in heavy seas. Thanks to the "automatic and robust wind-up mechanism "of novelty all remain Areas of the ship and in any sea weather situation firmly together connected. Sketch 16 shows the side and top views of neighboring ones Cargo elements of the ship of novelty at heavy sea. This "raising Mechanisms "are at the front end of the rear end and the cargo elements housed, sketch 12

Sketch 17 shows the wind-up mechanism and its mode of action. This consists of the iron axis 101 passing through the cast iron cylinder 102 running. The axis 101 superimposed on the supports 107 , At both ends of the cast iron cylinder 102 are the fronts 103 attached, through which the steel bars 104 run and rely on them. These steel bars 104 are used as a bending spring, which bend under load and on discharge, they go back to their initial position, or they are used as clamping fields to maintain a state of equilibrium. The diameter The cast iron cylinder is sized so that the maximum allowable deflection of the steel bars 104 at the diameter of these cylinders ends and can not be exceeded.

A strong wire rope corresponding to the forces to be performed 105 is wrapped around this steel rod drum. The one end of the wire rope 105 gets on the ground 106 attached. The other end comes through the leadership 108 on the weather deck, where is led directly towards the bollard of the adjacent element or the noose 105/1 around the bollard 110 is laid.

To meet the loads to be applied to the wind-up mechanism, so many circles of the rope 105 be wrapped around the steel rod drum, whereby after the load / deflection of the rods 104 until the cast iron cylinder 102 such a rope length is created which the adjacent cargo element needs to move as far as possible (ie, to drop or ascend) in heavy seas, in a vertical direction. The length of the rope 105 is sized to make the rope noose 105/1 in tension-free condition is sufficient to the bollard 110 - (further development / details of the new bollard see below) of the adjacent charge element to be transferred / sketch 18

The other end of the wind-up mechanism is provided with a cable loop which is folded around the bollard of the adjacent ship area. sketch 111 , shows the bollard of novelty and its function. The bollard 110 , another novelty of the HELLENIC design, is rotatable about its axis column 112 By the clamping screw 113 can the rope of the sling 105/1 be extended until it can be folded around the head of the bollard. The flap closing automatically by a spring 114 ensures that the rope sling can not come out of the bollard unaided. The safety pole 115 which by the bollard body 110 and the bollard axle pillar attached to the deck keeps the position of the bollard body unchanged, thereby keeping the rope sling securely wrapped around the bollard of novelty. In order to decouple the cable loop of the wind-up mechanism from the bollard, the safety rod is removed and the bollard rotated 180 °, as shown in sketch 19, so that the rope loop is no longer folded around the bollard or this ship area no longer connected to its adjacent area.

4. The Hinterschiff (MR / Haus / Komm. Brücke)

sketch 20 shows the rear of the novelty.

• a) seine große Länge. Diese hängt hauptsächlich mit zwei Ursachen zusammen: 1) das Hinterschiff muss imstande sein, sich selbst als Teil-Schiff in Fahrt zu setzen, wobei aus navigatorischen/Schwimmfähigkeits-Gründen L > B sein muss und 2) Das Hinterschiff soll so ausgelegt sein dass dieses in jedem Beladungszustand (inkl. des Ballastzustandes) auf – fast – ebeem Kiel schwimmen kann und was leichter erreichbar ist je näher der Gew.-Schwerpunkt der Antriebsmotoren an den Verdrängungs-Schwerpunkt des Hinterschiffs platziert ist, wie Skizze 05 zeigt Um im Falle eines großen Boden-Schadens das Ölauslaufen zu verhindern bzw. zu minimieren, müssen seine Öltanks soweit wie möglich um die Schiffs-Längs-Achse untergebracht sein (Schutz vor Kollision) und über einen besonders hohen, zweiten-Doppelboden (Schutz von Grundberührung/Bodenschäden) verfügen, wie Skizze 20 zeigt.
• b) seine vordere Form Diese soll so gestaltet sein, wie alle anderen vorderen Bereiche der Schiffe derselben „Klasse”/Typs auch, um sich an diesen zu koppeln und dort zu fahren, wo z. B. andere Ladungs-Elemente auf ein Schiff warten (konkret: auf ein ”Vor- und Hinter-Schiff,” wie Skizze 7 zeigt) um zusammen eine komplette Schiffs-Einheit zu bilden um auf Reise zu gehen:

Its peculiarities compared to conventional ships are the following:

• a) its great length. This is mainly due to two causes: 1) The rear of the vessel must be able to launch itself as a sub-ship, for navigational / buoyancy reasons L> B must be and 2) The rear end should be designed so that this in each loading condition (including the ballast condition) it is possible to swim on a keel and what is easier to reach the closer the center of gravity of the drive motors is to the displacement center of gravity of the rear end, as shown in sketch 05 Ground damage to prevent or minimize oil leakage, its oil tanks must be housed as far as possible around the ship's longitudinal axis (protection against collision) and have a particularly high, second-double floor (protection of ground contact / soil damage), as sketch 20 shows.
• b) its front shape This should be designed like all the other front sections of the ships of the same "class" / type also in order to connect to them and to drive where z. B. Waiting for other cargo elements on a ship (specifically: on a "fore and aft ship," as sketch 7 shows) to form together a complete ship unit to go on a journey:

Behavior of the ship Novelty in swell

thanks Shaping of Ship Areas / Elements of Novelty, they have this over at their ends a big Volume proportion of the "one inside the other Go. " creates a kind of common - ground area two adjacent charge elements / areas in which - approximately - the same Ground pressure prevails (Sketch 21 and 22) no matter whether the neighboring Ship areas just above a wave crest, a trough or a flat sea surface.

Thereby the pressure effect becomes by the spreading of a rising or falling ocean wave (Wellenberg or wave trough) in this area by the carrying of two in-going charge elements of the same soil pressure, damped. This results in a delay (extension of the common duration of action) and a damping (reduction of the effective force) of the movements between the respective adjacent charge elements. The shape of the charge elements does not reduce the ocean waves, but the effect of the waves on the adjacent cargo elements of the ship of novelty.

A Another crucial component for the diminishing vertical (z-z) movements of the ships at all is the constant growing speed (more precisely the thrust) of the ships.

The following numbers example will help to clarify the case:
Charge element: approx. 40/65 mL., Ship speed: 18 Sm (9.26 m / sec.)
In the opposite direction: sea-wave speed: 18 Sm (9.26 m / sec.)
Speed of encounter: ship / sea waves 18.52 m / sec.
Pass duration of the shaft tip along a
Charge element / range ... max .: 3,20 m / sec.

Alone the time duration of 3.2 sec is too low to the actual Up and down movements of wave crests and troughs in implement corresponding movements of the individual ship areas. The Thrust-force of the marine engine, which contains all the cargo elements (plus Foredeck) like a piece compresses and forward drives, and with a considerable Speed, can not from the buoyancy differences between each charge elements (see Sketch 23 and 24) so that during their Forward movement over the Have power, around by wave mountains and wave troughs to go through as if they were standing these under no other force influence there than those of their own Weight and buoyancy alone.

A another, the most important, reduction / deceleration of z-z movements on all areas of the ship the novelty is due to the novelty of the "winding mechanism" (sketch 17)

The steel bars 104 his drum can be sized and designed so that this up to a certain tensile size on the rope 105 allow no deflection.

The tensile force of the rope 95 between two adjacent ship areas is known to grow proportionally with the fluctuations in the buoyancy volume of the water (swell) in which the ship is currently moving.

from that it happens that every ship of novelty can have a different, own, Size of the sea waves / sea state (more precisely: the buoyancy volume / force per ship area) on its own lay within which all of his ship areas on a level keel swim or the ship of novelty behaves like a conventional "one-piece ship" ship.

This characteristic of the HELLENIC ships is a particularly important novelty for the ships of the future, which on the one hand, in the ports, in the loading / unloading stations, in the yards, etc., behave like conventional (= one-piece) ships and, on the other hand , thanks to the advantages of the "adjustment of the wind-up mechanism" of novelty, in encounters with sea waves over a certain water volume (ie: buoyancy force) up to mega / monster waves possess the ability to yield to these water pressures by the required deflection of the rods 104 of the drum, as sketch 17 shows. By virtue of this scheme / ability of the wind-up mechanism, the novelty ships can go into or over the mega / monster wave as individual ship areas until all areas of the novelty ship have left the monster wave, as sketch 25 shows.

• 1. Die benachbarten Bereiche „gleichen Bodendrucks” des Schiffes
• 2. Die Größe der Zugkraft durch die 6 selbständig wirkenden „Auf-Zieh-Mechanismen” zwischen 2 benachbarten Schiffs-Elementen welche diese regulierbar-elastisch zusammen hält und
• 3. Die Größe der ständig wirkenden, große, horizontalen Schubkraft der heutigen Antriebs-Motoren der Schiffe.

From all above it is clear that the following 3 factors cause, mainly, reduction of vertical movements "zz" of the ship of novelty:

• 1. The adjacent areas of "equal ground pressure" of the ship
• 2. The size of the traction by the 6 self-acting "pull-on mechanisms" between 2 adjacent ship elements which this regulates-elastically holds together and
• 3. The size of the constantly acting, large, horizontal thrust of today's propulsion engines of ships.

Others, more, novelties of the HELLENIC ships.

• a) der sichere Verkehr des Schiffspersonals zwischen Brücke und Vorschiff während der Fahrt des Schiffes – und nicht selten – bei schwerer See und
• b) die Regelung der Ballast-Frage, damit alle einzelnen Bereiche des Schiffes, spätestens bei Beendigung der Beladung, den gleichen „erforderlichen Tiefgang” für die bevorstehende Reise aufweisen

Below are two more novelties that make the daily routine work on board the ship of novelty easier and safer. These novelties are:

• (a) the safe movement of the ship's personnel between the bridge and the forecastle during the journey of the ship, and not infrequently, in the case of heavy seas and
• b) the regulation of the ballast question, so that all individual areas of the ship, at the latest at the end of the loading, have the same "required draft" for the upcoming journey

To a), the following:

Between two adjacent areas / elements of the ship of novelty can in the case of heavy seas, the height difference 2 or 3 or more meters.

The Sketches 26/27 show the side view of the variable height differences between the individual ship areas / elements of the ship the novelty which are bridged have to so that on-board personnel, even in heavy weather, and can move safely behind-the-boat.

To For this purpose the "double conductor" is developed been another novelty for the HELLENIC ship, as sketch 28 u. 29 show. The double ladder consists of two mirror-image halves. Sketch shows the ingredients and the function of the head of novelty.

• 1) dem Stufenträger 1 (mit Handlauf 4)
• 2) dem Bodenroller 2
• 3) dem Leiter-Stopper 3

These consist of

• 1) the step carrier 1 (with handrail 4 )
• 2) the floor scooter 2
• 3) the conductor stopper 3

The 3-ring link 5 holds both halves of the double conductors together in such a way that the connecting link is permanently above the dividing line of two adjacent areas of the ship of novelty. The same sketch shows the 3-ring link in open and closed state (through the T-shaped key) in FIG Pos. 5 The steps of the ladder of novelty form on the principle of the parallelogram / quadrilateral. Sketch 29 shows the step formation according to the above principle as well as each double conductor half is firmly held or stopped in the space intended for them.

Each double-conductor half is fitted with a stopper ( 3 ), which - in the horizontal state of the ladder - by a solid brakeman ( 6 ) on the deck of the ship area, prevents any further movement of the double-conductor half in the longitudinal direction of the adjacent ship area / element.

If an extremely steep wave, which is higher than the intended height of the ladder of novelty threatens the head when pulling up the break apart or their destruction. In this case, a built-in "break point" (a "weak spot") is incorporated into the ladder of novelty, the restoration of which is minimal in all respects, as follows:
The leader of novelty rolls within a protected path of guide sheets. These guide plates are built shortly before the "end position" of the Leiterweges from weaker sheet material and can not withstand the tensile force of the raised conductors, so that when pulling the ladder this comes out of the weak guide plates healing but damaged the weak guide plates. The damaged guide plates of the "break point" are easily replaced by new ones and the guide ways of the ladder are in order again.

To b) Travel draft of the ships of novelty / ballast water

Of the Travel draft of the ships of novelty depends on the largest draft the cargo elements of the ship.

This Draft is, for. B. in container ships known as soon as the positioning the container is fixed in the individual cargo areas of the ship, d. H. long before the ship stands at the loading pier for loading. On the charge plan are the weights of all charge units / areas of the ship. From this, the ballast volumes that belong to each charge element, so that all charge elements over the same travel draft feature. After this travel draft, the fore and aft ship also get through their own ballast pumping systems.

To the ballast supply of the charge elements, the following:
The larger the number of containers of a cargo area, the more equal the "theoretical" average weight of the individual containers. In other words, with large container ships, the average weight of "individual containers" is becoming increasingly "equal". This assumption, known from the theory of "large numbers", makes the amount of ballast of a large container ship increasingly equal, ie the amount of ballast for each ship element would have to differ "minimally" from trip to voyage by further development of the ship of novelty, as follows:
From the pier or from the ship's weather deck, the newly-built ballast wagon, a type of mobile ballast pump, sketches 30 the calculated water-ballast amount in the double bottom ballast tank above the ship's element (or out of it) ), which is known from the ballast plan calculation. The required ballast volume of each charge element is controlled by the water volume counter of the ballast car of novelty and delivered accordingly.

The Pump performance of the novelty ballast car is of its own Diesel aggregate of the ballast wagon provided.

The The fore and aft ship are based on the depth of the deepest charge element and regulate their ballast issue with their own, conventional ballast pump systems. The ballast wagon of novelty is housed on the front area of the rear and is an important part of the ship's equipment

Other key benefits of the HELLENIC ship design

As is known, the maximum load of a conventional ship in the fully loaded condition arises when this gets in the sea state and thereby
Wavelength = ship's length,
is.

The maximum bending moments of a conventional ship (ship out one piece) arise in his fellow ship area.

Different at the ship of novelty. Its construction, more precisely: its longitudinal strength is not subject to the same loads of the "one-piece ship" what the maximum bending moments (which is known - proportional with the length of the ship) because its hull consists of several, smaller sections (individual ship holds) the charge elements, from approx. 40 to (max.) 70 m. Length exists and which are subjected to correspondingly lower bending moments than z. For example, a "one-piece ship" of 250 or 300 m in length, which for a multiple of loads of ships of novelty has to be built.

In numbers:
the maximum bending moments at the cargo elements of the ships of novelty arise at sea wavelengths of 40 m. to, maximum 70 m, at which the maximum wave heights - theoretically - should be approx. 1.5 to 2.5 m.

All Areas of the ship of novelty are built so as to increase the loads / forces resist which could occur on these The maximum bending moments in all areas of novelty vessels (eg for ships from 200 to 350 m L and 38 to 60 m B.) and especially at the charge elements (from about 40 to 70 m in length) of the Midship Area, would then about 1/4 to 1/7 of the bending moments of a conventional Ship (ie a "one-piece ship") of the same Length and Load capacity, be.

• a) beim Bau eines z. B. „Post”-bzw. „Super-Post-Panamax” Container-Schiffes der Neuheit mit ”3 Sätze Ladungs-Elemente”, ca. 25.000//30.000 t weniger Stahl gebraucht bzw. erspart werden und
• b) die Tragfähigkeit (d. h.: die Ladungs-Kapazität) des Schiffes wächst entsprechend dem ersparten Stahlgewicht, d. h. sie wächst um ebenfalls ca. 25.000/30.000 t. Und dieser Kapazitätszuwachs begleitet das Schiff der Neuheit ein „Schiffsleben lang”..

The reduced bending moments in shipbuilding practice mean that:

• a) in the construction of a z. B. "Post" -bzw. "Super-Post-Panamax" container ship of novelty with "3 sets of cargo elements", about 25,000 // 30,000 t less steel used or saved and
• b) the carrying capacity (ie: the cargo capacity) of the ship grows according to the saved steel weight, ie it also increases by about 25,000 / 30,000 t. And this capacity increase accompanies the ship of novelty a "ship's life long" ..

This steel saving and / or charge increase applies not only to container ships but also to tankers, for dry freighters as well as other types of ships, provided that they comply with the
HELLENIC ship design
are built.

One Another important, commercial advantage as a result of the reduced Ship weight of the novelty ships is that their draft both loaded and ballasted compared to conventional ships, remains smaller, as shown in sketch 31.

Thereby It is possible for the ships of novelty to drive through waterways or ports to call, which for conventional ships of the same size / capacity - because of their greater draft - not possible is.

The huge Ships of novelty it is possible to serve metropolises worldwide without the waterways leading to them or to their ports need to be deepened.

The Advantages of "High Elastic ships "the Novelty is not just the saving of building material (steel) during their construction and from the increased loading capacity of the ship, but and mainly also in the diversity or diversity of their uses, such as illustrate the following examples.

• a) 2 Container-Schiffs-Elementen
• b) 2 General-Cargo-Schiffs-Elementen und aus
• c) 2 Rohöl-Tanks-Schiffs-Elementen zusammen wie Skizze 32 zeigt und zwar für einen, zwei oder drei benachbarte Bestimmungshäfen, sofern sich diese Häfen auf derselben Fahrt-Route befinden.

The ship of novelty allows the most diverse freight transports during one and the same journey, as the following example shows. After that, the ship of novelty is next to, front and rear ship, also from, for. B .:

• a) 2 container ship elements
• b) 2 general cargo ship elements and out
• c) 2 crude tank-ship elements together as sketch 32 shows for one, two or three adjacent ports of destination, provided these ports are on the same route.

For such or similar Transports are becoming more "normal" today Way "three (3!) Ships needed, an environment unfriendly and expensive thing. These novel sea transports for like that different goods with "the same Ship at the same time " for the Supply of small or weak economies - to which far more than half the world population heard - a real and essential help to their economic and "ever-developing".

It It is expected that shortly after the market launch of the Ship of novelty sea transport as described in the above example, to a matter of course belong become.

A further economic Importance for the novelty ships will be minimizing their deployment failures. The following, too well-known example, illustrates the superiority the ships of novelty in terms of "minimizing use failures".

occurred Damage in a conventional ship due to ground contact, collision, Fire, list etc., may - ever after extent of damage - the Travel does not continue and the ship must be in the most make into dry dock, whether it's a dry dock in the immediate Environment gives, and if so, whether this is currently free etc. etc. While the shipyard / dry dock search operation until the completion of the repair and the "re-engagement" of the ship pass away - mostly - months, in which the ship can not generate revenue. Instead his costs are rising. Such examples are commonplace.

created the same damage to one or two cargo elements of a ship novelty, this / or these damaged cargo elements will be replaced by the remaining ship uncoupled and the undamaged areas of the ship can - with less Interruption - the Continue journey.

The Optimization of the transport capacity of the novelty ships guaranteed through the gapless and flexible charge capacity their ships in contrast to the usual, conventional ships - with their too familiar, permanent waiting times before any action and, their inflexible and rigid capacities - as the example below shows.

Container Ship the novelty wrong, z. Between 2 ports in Europe and 2 ports in the USA When the ship of novelty arrives at the 1st US port, it couples the cargo elements off that for this port is intended. Then it couples the charge elements, which for the 2 European ones Ports already are loaded, and continue its journey towards the 2nd US Port continued ...

There arrived, the above procedure is repeated. After the termination begins the return journey to Europe.

in the 1. European Port arrived, the cargo elements from the US, for this port decoupled from the ship and the cargo elements already loaded for USA ports docked to the ship and the journey will be towards the 2nd European port continued After completion of the decoupling of the charge elements from the US in the 2nd European Port is the round trip of the ship of novelty finishes and the Procedure for the next Round trip can start immediately.

The entire extinguishing and loading times in the four ports The tour of the ship of novelty - as described above - can from no conventional container ship submarine.

• a) eine Art ”Express-Container-Service,” welche berechtigte Ansprüche auf einen ”Bonus” für Express-Lieferung (d. h. auf dem möglichst kürzesten Weg vom Absender zum Empfänger) erheben kann und
• b) erheblich mehr getätigten Rundreisen, d. h. Belieferung der Häfen/Jahr welches ebenfalls beträchtliche ökonomische Vorteile bringt.

In the above case it concerns

• a) a type of "express container service" which can establish legitimate claims to a "bonus" for express delivery (ie by the shortest possible route from the sender to the consignee) and
• b) significantly more round trips, ie ports / year, which also brings considerable economic benefits.

Yet The combinations will be remarkably more advantageous Exchange of ship areas of vessels of novelty such. B. in case of failure of the rear of an already loaded ship. No load is deleted here and not looking for a complete empty ship on which the whole Load must be reloaded, but another rear end, coupled to which the loaded cargo elements plus foredeck and the whole ship can go on the journey.

Conclusion:

Container ships - z. B. - be built to transport containers. The container ships of the present Meet novelty this purpose to 100%, because: ship life = transport time, means.

Larger transport optimization or use of a ship than in the example above is hard to imagine.

The same applies to all ship types of the HELLENIC design.

The present novelty allows the simultaneous construction of a ship in several, different shipyards in as many as the independently floating areas of the Ship is what the construction time of the ship significantly shortened.

Furthermore, the novelty:

• a) brings, through the "interchangeability / interchangeability (a kind of "containerization") of the cargo areas of their Ships, generally, a larger and faster transport performance than conventional vessels of the same size
• b) allows through the variability / expandability the transport capacity their ships that barely "remaining lots / partial loads stay at the loading places
• c) does not guarantee their ships a "total failure" Calls because the ships of novelty consist of SEPARATE areas / elements which, after damage, from the damaged area of the ship separate and continue their services elsewhere.

Possible carrying capacities the HELLENIC ships

below Tables show - as Example - the Width and variability transport performance of new ships .. These allow Transports from 15,000 to 310,000 ton / ship by ONLY. 3 (!) - standard ship sizes with 4-7 or with 4-6 Cargo elements per ship.

This will make it easier for ships to find ships or ships easier to load because:
The likelihood of providing a vessel of 3 flexible vessel sizes is significantly greater than the probability of providing a vessel of 20 or more inflexible vessel sizes.

In The following pages attempt to describe the behavior of passenger and commercial vessels on the one hand and the ship of novelty on the other when encountering monsters / mega waves, to capture more accurately.

1. Monster / Mega Wave meets Passenger Ship

Experts | worldwide forecast for the future (question: when does it start?) the future?) u. a. unpredictable, d. H. raid-like, local climbs of the water level of the oceans due to intense / unfiltered solar irradiation and similar more. This means that except for large - around the 300 m and longer - passenger ships and some types of naval ships, All other ships on the oceans can become life-threatening Encounters with extremely big ones or monster waves are confronted.

sketch 33 shows a modern passenger ship (in the background) and one Bulk Freighter (in the foreground), both ships drawn on the same scale.

modern, size Passenger ships have one Length at the 300 m and a height between swimming waterline and sundeck around 50 m. Sketch 34 shows cross sections (main frames) of both ships. Meet a passenger ship, like the above, a monster wave of 40 m. Height (estimated or assumed to date) maximum height of monster waves lies around the 40 m), the tip of the monster wave remains at least 10 m below the sun deck of the passenger ship as described above, Sketch 35

The above monster wave could cause damage to the above boats in the rescue boat area, as on other ship's outboard equipment, without damaging or deforming the ship's strength structure or jeopardizing the ship's longitudinal stability. As a general rule:
The sinking of a ship takes place through:
"Loss of its longitudinal and / or transverse stability."

you can assume that all new / large passenger ships the required Measure Strength structures, stability and navigational equipment feature and which are provided by experienced supervisors that encounters with monsters / mega-waves (up to 40 m survive significant damage.

1. Monster wave encountered Ocean going cargo ships

Below, the causes are examined under which following oceangoing trade ships
- as:
General Cargo
Bulk Carrier ... and
tanker
when they encounter monster waves are acutely threatened by sinking.

To on the container ships (special case) would be all other ships above in the loaded state over a freeboard - of maximum - to 8 m. When encountering a monster wave of z. B. 20 m height with above Ships rolled / spreads from the pre-Piek starting one Water layer over the full width of the weather deck of at least (20 m wave height minus 8 m freeboard) = 12 m water level above the weather deck in the direction of the stern. This 12 m high water wave pushes the down the front of the ship and sets it below the normal sea level, as sketch 1 shows.

So or similar could are the description of the sinking of one of the abovementioned cargo ships.

Of course, being responsible for "underwatering" a ship is mainly the "magnitude of pressure" of the water wave on the ship's weather deck. And because this size is neither easy nor fast and secure to determine, first raises the question of the course behavior or after the Positioning / navigating the ships at all in upcoming encounters with mega / monster waves. For this, the following:
When a conventional ship is running parallel to a monster / mega wave, its encounter increases almost simultaneously to the "total lateral length" of the weather deck (Sketch 36) and the pressure (from water weight and its kinetic energy). This water turns the ship around its longitudinal axis, as sketch 37 / 37a shows.

at this lateral encounter of a ship with a monster / mega Wave is the printing surface of seawater - and hence the water pressure of the wave on the weather deck of the ship also - um many times larger than the pressure of water, which is the same wave in a frontal encounter would produce a weather deck with the same ship as Sketch 38 and 39 show.

As a general rule can be assumed that the water pressure of a monster / mega-wave on the weather deck of a conventional ship at a meeting angle around the 90 °, the smallest possible Water pressure is lower compared to smaller encounter angles parallel course of ship and monster wave, with water pressure the monster wave is greatest on the ship's weather deck, as sketch 36 shows. Because: Once the first water of the monster wave, laterally, on the weather deck of a ship has risen generated this one constantly growing Inclination of the ship about its longitudinal axis and thereby increasingly reduces its transverse stability. in addition comes in most cases - a "slip" of the cargo, which in most cases leads to the total loss of lateral stability of the ship ..

sketch 36 and 38 show the different influence of a relatively small "monster wave" in borderline situations: While this wave during a frontal encounter with a cargo ship not led to his downfall would have, because the water pressure (the pressure area / size) on the weather deck of the Ship not big enough was to submerge it (Sketch 38), the Water pressure of the same wave at its lateral / parallel rise on the weather deck of the same ship, obviously on one essential larger decks area exercised would be that Ship under larger water Pressure set and presumably led to its downfall. Because: The size of the water pressure on the weather deck is the deciding force that leads to sinking of a ship. A wave running parallel to the ship generates at its ascent on the weather deck of the ship a far greater pressure than a water Frontal wave of equal size

• a) mit einem vollbeladenen Schiff und daher mit dem dem Freibord (Fall A) und
• b) mit dem selbem Schiff aber Teil beladen und daher mit entsprechend größerem Freibord (Fall B). Zu Fall a): Allein die Wasserhöhe HA, rollend über das Wetterdeck des Schiffes, drückt dieses leicht unter die Wasser Oberfläche, einfach ans dem Verhältnis: Höhe der Monster-Welle zu Freibord-Höhe des Schiffes Zu Fall b): Das erste über Deck-Wasser WD der Monster Welle dreht das Schiff um seine Längsachse, so dass erst die Ladung zum ”Rutschen” kommt und – fast – gleichzeitig kommt auf das geneigte Wetterdeck der ganze Wasserdruck der Monster-Welle.

Sketch 40 shows lateral encounters of ships with monster waves, such as:

• a) with a fully loaded vessel and therefore with the freeboard (case A) and
• b) but with the same ship loaded part and therefore with a correspondingly larger freeboard (case B). Case a): Only the water level HA, rolling over the weather deck of the ship, pushes this easily under the water surface, simply by the ratio: height of the monster wave to freeboard height of the ship to case b): The first over deck -Water WD of the monster wave turns the ship around its longitudinal axis, so that only the charge for "sliding" comes and - almost - comes simultaneously on the inclined weather deck, the whole water pressure of the monster wave.

The Ships go under when the weight of the cargo (here: the sea water on the weather deck) worth over the permissible has grown so this over no freeboard anymore respectively.

The oversized water pressure a monster wave on the foredeck leads to the loss of its longitudinal stability the result of the sinking of the ship. The above "stability criteria" apply for all Ships.

2 monster wave meets container ship

Container Ships are a special case of cargo ships.

This is involved the variable or "fictitious" or changeable Height of the "weather deck" of container ships in the loaded condition, together. This variability of the height of the weather deck the container ships hangs directly from the number of container layers (eg 4, 5 or 6 Layers) over the actual Weather deck together. The stability of the housing or attaching the 4 or 5 container layers above the Weather deck of a container ship may be crucial for survival of the ship after an encounter with a monster wave.

The water pressure of a "monster wave" on the 4 or 5 Contai stacked above the weather deck ner layers of a container ship (eg more than 150 m in length) must be considerable.

• 1) Bleiben nach dem Zusammenprall der Monsterwelle mit dem Contaner-Schiff die 4 oder 5 Container-Schichten über dem Wetterdeck weiter miteinander fest gebunden, verringert sich der Wasserdruck der Monster Welle über dem Wetterdeck um diese Wasserhöhe (von z. B. 4 bzw. 5 Container-Schichten von 2,4 m Höhe/Schicht = 10 bzw. 12 m Wassersäule), weil diese Container-Schichten über das Wetterdeck des Container-Schiffes, in diesem Fall, als „fester Bestandteil,” als eine Art von Aufbauten des Schiffes wirkten und deswegen könnten diese nicht gleichzeitig auch von dem Wasser einer Welle besetzt werden. Entscheidend für die Einwirkung der Monster-Welle auf die Stab tät eines Container-Schiffes bleibt die Höhe der Wasserwelle über die obersten Container-Deck-Schicht, hauptsächlich im Vorschiff-Bereich (Skizze 41).
• 2) Gehen die über dem Wetterdeck gestapelten (4 oder 5) Container-Schichten durch den Wasser-Druck der Monster-Welle auseinander (d. h. über Bord), verringert sich die ”angebliche,” die fiktive, ”Schiffshöhe” entsprechend (d. h. um die Höhe der 4 bzw. 5 Container-Schichten über dem „wahren” Wetterdeck). Der Wasserdruck der Monster-Welle über der tatsächlichen Wetterdeck-Höhe vergrößert sich automatisch um den Druck von 10 bzw. 12 m Wassersäule, d. h. um die Höhe der fortgespülten Container-Schichten. Nebenbei steigt, durch den Verlust der Decks-Ladung‚ die Freibord-Höhe des Container-Schiffes entsprechend dem Gewicht der über Bord gegangenen Container an. Wie im Fall 1) entscheidend für die gefährdete Stabilität des Schiffes bleibt die Höhe der Wasserschicht der Monster-Welle – in diesem Fall – über dem tatsächlichen Wetterdeck des Schiffes, und nicht über der obersten Container-Schicht der über Deck gestapelten Container, weil diese Schichten nicht mehr existieren.

Crucial to the survival of the container ship after colliding with a monster wave (with the 4 or 5 container layers above the weather deck) is whether these container layers have remained together over the weather deck of the ship or if they broke apart and went overboard. The following, important, distinctions:

• 1) If the 4 or 5 container layers above the weather deck remain firmly bound together after the collision of the monster wave with the Contaner ship, the water pressure of the monster wave above the weather deck is reduced by this water level (eg 4 or 5). 5 container layers of 2.4 m height / layer = 10 or 12 m water column), because these container layers over the weather deck of the container ship, in this case, as a "fixed component," as a kind of superstructures of the Ship worked and therefore could not be occupied by the water of a wave at the same time. Decisive for the effect of the monster wave on the bar of a container ship remains the height of the water wave over the uppermost container deck layer, mainly in the foredeck area (sketch 41).
• 2) If the (4 or 5) container layers stacked above the weather deck are separated (ie overboard) by the water pressure of the monster wave, the "alleged", the fictitious, "ship height" correspondingly decreases (ie Height of the 4 or 5 container layers above the "true" weather deck). The water pressure of the monster wave above the actual weather deck height automatically increases by the pressure of 10 or 12 m water column, ie the height of the washed-up container layers. Incidentally, due to the loss of deck cargo, the freeboard height of the container ship increases according to the weight of the overboard containers. As in case 1) crucial for the endangered stability of the ship remains the height of the water layer of the monster wave - in this case - over the actual weather deck of the ship, and not over the uppermost container layer of the containers stacked over deck, because these layers no longer exist.

3. Monster / Mega Wave meets the HELLENIC ship

below become the special advantages through which the constructional and logistic News of the HELLENIC ship design, compared to all other ships, clarifies and what novelties ultimately crucial to survival the crew and the ship of novelty in encounters with monster waves are.

Stands an encounter of the ship of novelty with a monster wave before, should this encounter - if possible - frontal (that is, the ship should move vertically against the shaft). This frontal direction, which is identical to the longitudinal axis The ship's aim is to help all of the individual areas of the ship the novelty during the duration of his encounter with the monster wave as possible cause the smallest resistance to make the monster wave easier to cross / through swim.

To the speed of the ship of novelty at its encounter with the monster wave following:
In order to allow the areas of the ship's novelty to continue to swim on the monster wave until all ship areas cross the monster wave, respectively, the large, horizontal thrust of the ship of the virgin exceptionally has to be "small" during that encounter duration "Is kept so small that it is just enough to prevent a possible" backward driving "of the ship or until all areas of the ship of novelty have left the monster wave, sketch 16.

By reducing the thrust of the ship of novelty on one double the necessary but predictable minimum when crossing a monster wave the number of movement freedoms of each ship's area, d. H. from previously only in "z-z" (vertical) Direction also in the "x-x" (horizontal - axial) Direction (Sketch 23 and 25) which movement freedoms during the crossing of monster waves required for buoyancy of the areas of the ship of novelty are. Of course, stay all areas of the ship during the crossing a monster wave, thanks to the great and elastic resilience of the "wind-up mechanism" firmly connected.

systematic Tests on ship models should be at the appropriate speeds of the ships of novelty in their encounter of monster waves determine

• 1) die minimale Druckausübung der Monster-Welle auf die Schiffs-Bereiche/Elemente
• 2) die kleinste denkbare Zeitdauer der Begegnung und
• 3) die – bis auf die „Aufzieh-Mechanismen” – minimale Belastung der einzelnen Bereiche/Elemente des Schiffes.

The main advantages of the HELLENIC ship design, in a frontal encounter with a monster wave, are:

• 1) The minimum pressure exertion of the monster wave on the ship areas / elements
• 2) the smallest conceivable time of encounter and
• 3) the minimum load on the individual areas / elements of the ship, apart from the "wind-up mechanisms".

• 1) das Verhältnis L/H (Länge zu Höhe) der einzelnen Bereiche/Elemente des Schiffes der Neuheit
• 2) die Freibord-Höhe aller Bereiche/Elemente des Schiffes
• 3) die Größe der Zugkraft der „Aufzieh-Mechanismen” zwischen den einzelnen Schiffs-Bereichen bzw. Elementen und
• 4) die Länge des „Seils” der „Aufzieh-Mechanismen” welche „immer” ein wenig kürzer sein soll als die Seiten-Höhe zwei benachbarter Schiffs-Bereiche. bzw. Elementen

Decisive for the buoyancy of all areas / elements of the ship of novelty in their encounter with a monster wave, so that all areas of the ship remain together, is:

• 1) the ratio L / H (length to height) of the individual areas / elements of the ship of novelty
• 2) the freeboard height of all areas / elements of the ship
• 3) the size of the pulling force of the "wind-up mechanisms" between the individual ship areas or elements and
• 4) the length of the "rope" of the "wind-up mechanisms" which should always be a little shorter than the side-height of two adjacent ship areas. or elements

In order to the ship of novelty (more precisely, its individual areas) on the Monster wave "rises" - and not vice versa! - have to be certain Size // proportions the individual areas of the ship more accurately determined and adhered to (eg Fr./L = freeboard to length of its charge elements). The freeboard of the ship's elements must be such that the Proportions of the wave height per charge element smaller than the freeboard height of the individual charge elements should be.

In general:
The larger the H / L ratio of a monster wave, the greater the difficulty of a ship's swimming on such a wave. And because the literature in this area is not rich enough (more precisely: non-existent!), It is advisable to limit the compatibility of an underlying ship project in its encounter with a monster wave, as above, in terms of buoyancy and stability by all necessary systematic model tests and other tests.

critical for the buoyancy every single ship area / element of the ships of novelty is, as already mentioned, that - if possible - no water a monster wave on the weather deck of the ship's novelty arrives. However, this happens and all ship areas / elements have the required freeboard height (as described above), the buoyancy of the ship is not novelty threatened

The buoyancy of the single ship-elements of the ship of novelty is this already given by every ship's element over its own freeboard has and thus it on every different water level (wave height) one Monster wave can swim.

To the crossing the monster wave increases the speed of the ship Novelty back to normal height. This is the freedom of movement the ship's areas in the longitudinal direction x-x back to zero and the windup mechanisms automatically ensure that all areas of the ship will be reconnected closer together. and all together the "one-piece ship" again form

Tragfähigkeiten der HELLENIC-Schiffe

Of course, the shape and size of the ship's areas and elements (L, B and H in general and each other in particular) of novelty tuned by further investigations / calculations and tests so far or improved to find the safest and most efficient use of the forces of the seas , so that encounters or crossings with / from "monster waves" in the future no existential danger for the ships of the
HELLENIC designs
and their crews
are what is the main object of the above novelty. Load capacities of the HELLENIC ships

Load capacities of the HELLENIC ships

Claims (26)

Oceangoing ships, characterized in that they consist of three (3) separate main areas, such as: the foredeck, the cargo area (consisting of cargo elements) and the rear end to which: Machine room / comm. Bridge / living and man rooms belong, as sketch 05 shows. Ship characterized as described under 1, characterized that the foredeck is provided with a strong power unit, whose performance is sufficient to meet the windlasses, a 360 ° adjustable propeller, the 2-rudder blades of the control system, as well as the electr. Electricity, for the requirements of accommodating up to 4 persons of the ship crew, like sketch 06 u. 08 shows. Ship as described under 1 and 2, characterized in that its cargo area usually consists of 3 to 7 individual charge elements, a kind of independent "hold", which over the same Have water lines (main frame) and thus can be used within the cargo area in any order but may have different lengths, as shown in Sketch 09 and 14. Ship as described under 1 to 3, characterized that the rear ship in front of the bridge house over a Area has, as sketch 20 shows, which for the accommodation of the entire bunker, oil and lubricants, as well of the predominant Part of the ballast water, and which as the actual Lageraum of the ship, since all the cargo elements of the ship are exchangeable. and are therefore interchangeable and therefore unsuitable as "fixed" storage rooms. Ship characterized as described under 1-4, characterized that the waterlines of all areas of the ship are designed that the waterlines of the foredeck into the waterlines of the others Ship areas including the rear ship (same size / class of ship, of course), into each other hydrodynamically smoothly, so that fore and aft coupled together, as sketch 07 shows, the smallest ship unit of novelty, which can go on a journey. Ship as described under 1-5 characterized in that that all individual ship areas, including the fore and aft ship, formally designed so that each front ship area / element, such as Sketch 09 points to the back end of each other ship the same ship size / class, can be docked so that both ship areas together a complete / gapless Can form unity as sketch 11 shows. Ship as characterized by 1-6, that the rear end of the foredeck and the front end of all Charge elements, including the rear end are shaped as sketch 21/22 show that the corresponding charge elements / areas (the same ship size / class) impeccable and complete under each other and can be coupled to each other, so that all areas / elements of the ship of novelty go through the intertwining, at the ends of which over a "common Ship length Lg "between form adjacent elements, or divide, which, damping or Balancing, on the vertical movements "z-z" of the charge elements / areas act of the ship of novelty. Ship as described in 1-7, characterized in that all the cargo elements, as well as the rear end, at the front ends of the: port, starboard and midships, as shown in Sketch 12, with automatic, or self-acting "Aufzieh mechanisms ", Which are housed under the weather deck, as shown in sketch 17, and which mainly from the axis 101 , the cast iron cylinder 120 , the steel bars 104 dun the supports 107 exist, ensure by the permanent tension of the rods 104 of the rod drum, that all areas and elements of the ship of novelty remain closely connected, as well as that the up and down movements of the ship's areas / elements are reduced by the ocean waves. Ship as under 1-8, characterized in that the rods 104 the drum of the pull-up mechanism, sketch 17 can be built and designed so that they only react (ie: begin to bend) when the tension of the rope 105 has exceeded a certain, fixed size or if the sea waves have exceeded a certain height. This means that the behavior of the ship of novelty up to this, certain wave height / sea state, must be absolutely identical to the behavior of conventional ships and the advantages of the ship of novelty (ie: the freedom of movement of the ship areas / Elements to float on different waves and to be firmly connected with each other) occur automatically when the ship of novelty gets into sea or heavy seas and for what sea state / wave height, the winding mechanism of novelty. are set. Ship as described in 1-9, characterized in that at the rear end of the foredeck and all cargo elements and precisely opposite the wind-up mechanisms - in the longitudinal direction - as shown in sketch 18, bollards 110 are installed with drehbaem Oberteit, where the cable loops 105/1 the self-acting wind-up mechanisms are folded together to tightly and elastically interconnect all the areas / elements of the ship of novelty, as shown in sketch 17 and which run through the upper deck of the ship and are attached to the lower side of the upper deck, like the Sketch shows and its tops are rotated by 180 ° and through the safety bars 115 and the self-closing safety flaps 114 , which prevent the loops from coming out of the necks of the bollards. Sketch 18 shows the decoupling of a ship area by end locking and rotation of the bollard top 110 around 180 °. Ship characterized as described in 1-10, characterized that this while one and the same journey (ie: simultaneously) in its cargo elements different types of charge carry can, like B. Cargo elements loaded with General Cargo, others loaded with containers and the remaining cargo elements loaded with crude oil, being a part of it in oil container making it the easiest, fastest and most economical Way needs be satisfied for the market which, "usual / usually," three (3!) different ships needed would. Ship as described under 1-11 characterized in that that in case of damage such as collision, fire, loss of stability etc., on one or more of its charge elements, the damaged elements be decoupled from the rest, intact ship of novelty can and continue the journey with the intact / undamaged cargo elements so that the ship of novelty, even in the "damaged state," his Services, an unimaginable feat for conventional Ships. Ship characterized as described in 1-12, characterized that its areas or cargo elements, from smaller "cargo spaces" / closed existing systems, which - because their smaller dimensions (the ¼ to 1 // 7 of the length conventional vessels of equal capacity) - correspondingly lower static Stresses (Bigemomenten and torsional forces, mainly,) be subjected to and thus can be built according to "lighter" what a considerable one Saving of building material, d. h .: Stahlt, and labor costs, means. Ship as described under 1-13 characterized in that that this, because of its lighter weight compared to conventional ones Ships of equal capacity both in the empty and in the loaded state, a significantly smaller Draft ", which the start of much more waterways and Ports as conventional ships of equal capacity, which is an unsustainable economic Advantage of the ships of novelty over all other ships is. Ship characterized as described in 1-14, characterized that this in both ballast and in loaded rides, because of its lighter weight of steel (Ca 24 to 29% lighter than conventional ships) a smaller draft as conventional ships of the same size claimed, or smaller Water masses as an equal displace conventional ship to move forward at the same speed as sketch 31 shows, and thus claimed lower thrust, which is a corresponding less fuel consumption equals and this is a ship's life long.. Ship characterized as described in 1-15, characterized that this depth of draft and sustainability problems easier faster and more economical mastered as conventional ships by attaching one or two other cargo elements to the ship of novelty, what an enlargement of his Load capacity by 20 to 30 percent, with consistent draft, Advantages of great importance for the Ship, for the environment and - especially - for the world weaker Economies. Ship as characterized by 1-16, that in the case of a Panama Canal passage, in case that the ship larger (longer) than the length the channel lock is, the ship can be the novelty of 1, Separate 2 or 3 of its elements / charge areas and for these another, additional Lock for the crossing take the channel. At the end of the Panama Canal crossing the ship's areas of the ship will be the novelty of the two Locks coupled together and the "one-piece ship" of novelty continues its journey continued. Ship marked as 1-16 that this in the empty (not loaded) state on even keel to swim (Sketch) no ballast water needed in contrast to - almost - all conventional ships, sketch, which to float on a level keel have to Pick up the water ballast and transport it to the next loading port to stay on course Ship as in 1-17 characterized in that for the inspection of its weather deck in heavy seas, where the cargo elements alternately have a height difference - with each other or with fore and aft, a special ladder has been developed, called "the double Ladder, "as sketch 29 shows, consisting of two identical ladders, which are mirror-inverted around the 3-ring holder 5 are firmly connected and which through the stoppers 6 be positioned (braked) permanently on both parts of the double ladder over the parting line between two adjacent ship areas / elements so that each ladder part can serve only one ship area, as shown in sketch 26, wherein the step formation of the ladder The novelty can only arise at different deck heights between two adjacent ship areas or elements and that according to the principle of the double parallelogram, as shown in Sketch 26 and 29. Ship as characterized by 1-18, that the ballast supply the charge elements "so that all charge areas / elements while the ride have the same draft, via a special "water ballast supply car" of novelty features, As sketch 30 shows, and which with all necessary equipment / equipment is provided while the ballast supply of the fore and aft ship, which is also after the biggest draft the charge elements, over conventional ballast pump systems, takes place. Ship characterized as described in 1-19, characterized that for capacities of 15,000 t. up to 315,000 t. (as an example) only 3-ship sizes of Novelty suffice with 2 different capacities each per charge element to meet the needs to meet the mark, like the tables of capacities of the HELLENIC Ships in detail represent and not being in all the cargo elements of the ship the novelty the same charge for the same receiver is loaded, but different types of cargo for different Receiver in different ports / countries. Ship as characterized by 1-20, that in his encounters with monsters / mega-waves to join in with the possible smallest water pressure / resistance of the monster wave faced to be, the encounter perpendicular to the wave front / course done should, as sketch 43 shows, because thereby the monster / mega wave with the smallest conceivable area the ship is confronted with novelty and which is known the main panty surface of a ship. Ship characterized as described under 1-21, characterized that during his vertical encounter with a monster / mega-wave, As sketch 44 shows, the frontal, direct water pressure of the shaft only presses the foredeck, which successively through all this water pressure Charge elements transfers to the rear of the ship and only in the direction the ship's longitudinal axis, so the only one possible Movement direction of the areas / elements, - next to the axial movement direction of the ship of novelty - only which is in the vertical direction of the monster wave course Ship characterized as described under 1-22, characterized that its individual areas / elements to be able, in the laden state to rise to all levels of a monster / mega-wave and to swim, every single element / area must have one own - proportionately to its length - have freeboard height Ship characterized as described under 1-23, characterized that at the crossing a monster / mega wave its speed / thrust should be so big just to prevent the frontal water pressure of the monster wave the ship of novelty moves backwards, Ship characterized as described under 1-24, characterized that this - im Unlike conventional ships, which in encounters with Monster / Mega waves under the pressure of the masses of water this Waves placed the ship under the sea / wave surface and continued this press down, like Sketch 02 u. 42 show - also the ship called the novelty ", thanks its composition of individual, closed ship areas / elements, when encountering a monster / mega wave all of its individual ship areas / elements the requirements (= the buoyancy forces) of the monster / mega waves thereby suffice can that every single ship area or cargo element on one other water level of the monster wave can swim, like sketch 43 shows, and by the self-acting "Aufzieh-mechanisms" of novelty, all areas / elements of the ship of novelty remain fixed interconnected on the mega / monster wave until it's over, like sketch and show.