DE2357131A1 - TRANSPORT SHIP FOR TRANSPORTING LIGHTS - Google Patents

Description

Patent attorneys
DIPU-ING-R-SPtANEMANN,

Dc. B. REITZNER

DIPL.-ING. J. RtCHTER «« r η _{Λ ο} λ

800O MO NCHEN 2 / O Qf IO j

ToI 13

INTER-HULL

1Q5 15 Montgomery Street _{> FoTember} 1973

San. Franc is co, CaI if .94104

V.St.A. ''' 2663-1-8484

P at e n, taxation

Transport ship for the transport of barges

The invention relates to seagoing ships and especially on seaworthy ships that are used for transport several lighters are suitable. Both the structure of the ship and the procedure for its arrangement are discussed the lighter described on this one.

Various designs of transport ships, some of which are submersible, have been developed. These Ships are partially submerged, so that the load-bearing Can swim more easily onto the transport ship. However, none of these designs has been economical proven successful and the only current ones Ships> that meet this requirement have small ones -Lighters that are lifted by cranes and brought on board the transport ship. This method requires great equipment to lift the barges, and is limited to relatively small barges.

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All attempts to construct a transport ship onto which barges can be loaded without lifting them out of the water led to constructions that. were impractical in one way or another. Many designs have required the connection of independent parts to build the entire ship, which is structurally impractical as the connections cannot be made strong enough to hold the ship together in rough seas. Other structures, such as that of US Pat. No. 3,556,036, do not have a continuous structural connection along the sides of the ship, which results in a structurally impractical ship construction, since the front and rear bending forces acting on the ship are not suitable can be counteracted. Other designs, such as that of US Pat. No. 3,587,505, have closed internal chambers which are filled with water when the ship is being loaded. However, maintaining a large closed chamber filled with water leads to the creation of dynamic movement of the water contained therein, independent of the surrounding sea. This makes the ship so unstable that it can no longer be steered. Other designs have required complicated gate arrangements to prevent water from entering the load bearing decks when the ship is in motion. These gates are large and bulky and limit the size of the opening that can be used for the entry of the barges.

The invention is based on the object of creating a sea-going ship which has a retractable hold deck for accommodating several barges so that the barges can float on the ship above the hold deck in order to load and unload them.

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The transport ship according to the invention for the transport of several barges has a hull with a cargo hold deck to accommodate the barges and also several ballast tanks that can be filled with water around the hull to bring into a loading position. A side wall is arranged on the edge of the cargo hold deck and surrounds its starboard side, Port side and bow. The side wall is lowered when the fuselage is in the loading position and is located afloat when the hull is in the transport position. A structure is provided on the ship's side, which stays afloat when the hull is in the loading position.

The fact that the barges float above the hold deck of the ship has the advantage that the barges during loading and unloading do not have to be lifted in any way.

Because the barges do not have to be lifted during loading and unloading, there is the advantage that a small number of relatively large barges can be used in place of many small barges.

Because the barges swim onto the transport ship there is the further advantage that no large, heavy equipment is required to move the barge to be arranged on the ship.

Another advantage of the fact that the barges are based on the Transport ship can swim is the reduction of the superstructure of the ship, since there are no overhead cranes and scaffolding are required to arrange the barges on the ship.

Another advantage of the fact that the barges can swim onto the cargo hold deck of the transport ship,

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is that the barges can be easily moved into the position in which they are moored by they just swim in the right position.

The invention creates a transport ship for transporting several barges, which has a cargo hold deck has to accommodate the lighter, which is completely enclosed by a side wall with the exception of the stern. A Inlet for the barges to the hold deck is provided through the inlet at the stern of the ship which passes through a drop side or other structure is not obstructed.

The fact that the cargo hold deck is enclosed on the sides and on the bow of the transport ship results in the The advantage is that the surfaces of the ship, which are most exposed to the effects of the sea, are uniform Have structure. An inlet opening on the side or on the bow of the transport ship would be a weak point in the construction of the ship and reduce the structural uniformity of the ship.

Another advantage is that the inlet for the barges is at the stern of the transport ship in that the bow of the ship protects the stern inlet. Typically, a ship rotates around its bow mounted anchor winch when it is at anchor. That Ship according to the invention is loaded when it is at anchor, and here the bow is at sea and against the Waves directed and thereby protects the inlet at the stern.

One advantage of shielding the inlet from wind and waves is that the dynamic movement of the lighter as it approaches the transport ship is reduced. A problem with the arrangement of a floating barge on a floating transport ship is the synchronization

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dynamic movement; of the easier with the one: des Transport ships at the inlet "to the ship., The ship is, since it is far more massive and streamlined 'than that Lighter is., Less of the evoked "dynamic movement subject, and the; Shielding of the: lighter, while the ship · exposed to the ambient conditions is, leads to a relative synchronization "of the dynamic Movement, of the lighter with that of the ship.

Another advantage that results from the inclusion of the lighter at the stern of the ship is that the lighter is shielded against wind and waves and not sudden gusts of wind or large ones. Exposed to wave _t, if he .sich approaches the inlet opening, which he suddenly put out of alignment relative to the inlet port and: could ram the ship. By reducing the action of the waves on the lighter as it approaches the inlet opening, the result is. Advantage that the pounding of the lighter is reduced, whereby the distance which must be present between the floor of the lighter and the cargo hold deck at the inlet opening is reduced.

Another advantage of having the bow against the wind is directed, is that the influence of the surrounding Lake on the hold deck, so that the Movement of the lighter is simplified.

Because the influence of the environmental conditions on which The cargo hold deck is reduced, there is the advantage that the pitching movement of the lighter when it is in its place is brought to fruition, is reduced, whereby the distance that must be present between the floor of the barge and the cargo hold deck is reduced. Through this in turn, the overall depth is reduced to that of the Hull must be sunk in order to target the barges *

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order, and thereby the dynamic construction of the Simplified hull shape.

Another advantage of the fact that .the barges at the stern of the Transport ship are included, is that the lighter are moved directly against wind and waves, when arranged and moored on the transport ship thereby providing more precise control and handling which is made possible more easily than it would be possible if they would be picked up across or with the wind.

The invention creates a transport ship, a single load-bearing deck to carry has a single layer of lighter instead of multiple layers of decks to carry a few layers of lighter.

Because there is only a single layer of Leichtex, there is the advantage that lighter with relatively large vertical dimensions can be included. There is no restriction on the vertical dimension of the Lighter, as would be necessary if the lighter had to fit between upper and lower decks, and it a very irregularly shaped, bulky load can be absorbed.

Another advantage of the fact that it only has a single layer Easier is that there is only one partially submerged loading position of the transport ship is required. The transport ship doesn't have to be for some different loading positions can accommodate ballast, although an adjustable ballast intake to adapt to different shallow drafts can be provided.

Another advantage of the fact that there is only a single layer of barges, is that only a single load-bearing deck is required * and this deck can be kept above the waterline during the transport of the barges.

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Another advantage that the load-bearing deck lies above the waterline when the transport ship is transporting the barges is that no watertight gate is required to fully enclose the hold deck as would be necessary if the deck would be below the waterline.

Another advantage in that the load-bearing deck is above water, while the transport ship is the barge transported, consists in the fact that the barges can be cleaned and repaired during transport. To this In this way, the barges can be fully serviced without reducing their operating cycle.

The transport ship has a side wall that is the starboard side, surrounds the port side and bow of the hold deck. This side wall is above water when the transport ship the barges are transported when the ship is loading or unloading the barges. While charging or discharging the ship's side creates a connection between the water in the cargo hold deck and the surrounding sea.

An advantage that comes from the connection between the water in the hold deck and the surrounding sea is that there is no dynamic movement of the water can form in the cargo hold deck regardless of the state of the surrounding sea. When there is no connection with the sea the movement of the ship in the surrounding Sae would be a roll and pitch of the one on the one Trapped water in the hold deck. This movement would become very unstable and could damage the transport ship sway so much that the loading process would not be feasible. Already on the ship existing lighter would be with the water above the Move the hold deck and hit the sides of the ship and the lighter to be picked up would be related

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the inlet port is not properly aligned. The education the connection with the sea prevents such independent movement from building up and increases the stability of the Ship, while the barges are placed on it.

Another advantage of the fact that a connection between the water above the hold deck and the sea is possible, is that an outlet for the water is provided in the hold deck when the barge is placed on it as well as an inlet for the water when the barges are removed. This way none occurs rapid flow of water through the narrow spaces between the side of the barge and the walls of the ship to compensate for the movement of the barge. This action would bring the lighter into a rapid current of water that would allow the lighter to steer properly and obstruct the construction of undesirably large channels between the sides of the barge and the walls make the transport ship necessary.

An advantage of the arrangement of submersible board walls is that an inlet for water in addition to the inlet opening is available at the stern of the ship, when the hull takes on ballast to bring it into position for receiving barges. A corresponding one An outlet for the water is provided when the hull is deflated in order to put it in position for transporting the Easier to bring.

Another advantage of the side walls is that they are above water when the transport ship does not Has taken up ballast and transported the barge. A considerable height above the water level Lanas the sides of the transport ship are created when the transport ship is in motion.

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The transport ship has several superstructures that are on top of the ship's side, the starboard side and the port side and surrounds the bow of the cargo deck. A structure is provided that completely surrounds the bow of the ship. Port and starboard superstructures are amidships and Port and starboard superstructures are also located at the stern of the transport ship. Each construction forms a watertight one constructive survey.

One advantage of the bow structure is that an additional height above water is created at the bow of the ship, to facilitate the movement of the transport ship through heavy seas.

An advantage of the fact that superstructures at the bow and stern of the Ship and port and starboard structures are present at the stern of the ship, is that the transport ship is stabilized during charging and discharging. The bow superstructure and the rear superstructures effect longitudinal stability and create reserve buoyancy and effect the port and starboard stern superstructures stability in the transverse direction of the ship and reserve buoyancy.

An advantage of having reserve buoyancy is a safety factor in the event of a Collision, leak, or other unexpected problem.

An advantage of having port and starboard stern superstructures is that they work r Form platforms to pick up the barges over the stern of the ship, as well as facilities for access' from the ship to the barges.

One advantage of the bow, midship and stern superstructures is that there is a side wall at each corner

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of a loaded lighter is present so that the lighter can be secured during loading while the The side wall is still submerged.

The transport ship has no usual weather deck over the barges. The lighter ones are therewith during the transport exposed to ambient conditions.

An advantage of not having a weather deck is that it avoids a large cantilever structure which forms an unnecessary additional weight of the transport ship.

Another advantage of the fact that there is no conventional weather deck above the barges is that the center of gravity of the ship is sufficiently lowered when loading or unloading. The lowered center of gravity increases the stability of the transport ship when it is with Ballast is filled to bring it to the loading position, and when it is deflated to bring it to the transport position bring to.

Another advantage of not having a weather deck surrounding the barges is that, when a volatile, flammable load such as natural gas is in is transported in the barges, there is no enclosed space for a possible dangerous accumulation of such gases is. By preventing the accumulation of volatile gas in enclosed spaces the safety of the transport process is significantly increased and the range of possible loads that are transported can, expanded.

In such a transport ship, the construction of the transport ship and that to be transported Lighter be coordinated so that the barges essentially fill the hold deck. With the one described here

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Construction take the lighter more than 90% of the under the side wall on the cargo hold deck and almost 85% of the space of the stern inlet through the Drop side a.

The fact that the cargo hold deck is essentially filled by the barge results in the advantage of a high Load transport efficiency as the transport ship has little volume is wasted.

Another benefit that results from substantially filling the cargo deck is the reduction the structural requirements for the transport ship. When the barges are spaced apart increased moment loads act on the transport ship in rough seas and it would have to stronger hull can be provided.

Another advantage of having the cargo hold deck with the lighter is essentially filled, is the reduction in volume above the hold deck that is with Water can be filled. This water can flow over the board wall and through the stern inlet, if that Transport ship operates in rough seas.

A benefit of reducing the amount of water that collects over the hold deck when the ship is in rough seas operates, is the prevention of destabilizing forces, which can build up if a large free water surface can remain.

Another advantage of the fact that the cargo hold deck is filled with the barges to the extent possible Reducing accumulation of water on it is reducing the movement of water that one may have could be a serious problem if the fuselage is lifted from the loading position to the trarsport position will. This problem is caused by the submersible side wall

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however, after the ship's side is submerged out of the water, the only outlet for the water is open the cargo hold deck, apart from a few small openings, the inlet opening at the stern. But since that is inside the ship's side located volume is substantially filled with the barges and in that the water flow through the Disrupting the arrangement of the lighter reduces this problem.

Another advantage of having the cargo hold deck the barges is essentially filled, the mutual support of all barges is. When a lighter himself If the sea breaks loose from its anchorage, it is still held by the other barges so that no Moment can form that could lead to severe damage to the transport ship itself.

One advantage that results from the fact that the stern inlet to the cargo hold deck is essentially filled is that Eliminating the need for a gate to close the inlet. Such a goal would be extremely complicated and thus costly and would take up a substantial part of the ship for opening and closing of the gate required systems. Another disadvantage of the gate would be the placement of a large load on it the end of the ship, which would lead to construction problems. Another disadvantage of a gate at the stern would be that the natural flow from the cargo hold deck through a stern opening would be prevented. The closing of the stern opening by the stern lighter, which is arranged in the opening, and this opening fills up to 85%, together with the free height created by the raised cargo hold deck Water is enough to protect the ship against the incoming sea at the stern.

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The transport ship can have a hold deck with only one have slightly positive curvature. The need for excessive curvature, around a high drain volume Achieving this is eliminated by the need for the cargo deck to be substantially filled with the loads is used to prevent large build-up of water.

One advantage of the small curvature is that the Easier to divide the hold deck along the center line of the hold deck, which is above the keel, and the water, that has accumulated on the deck into areas divides each side of the barge, so that the formation of a large free water surface is prevented.

Another advantage of the curved cargo deck is the arrangement of drain channels on each side of the cargo deck.

The transport ship can be lighter with a flat bottom which are essentially the same as those commonly used.

An advantage resulting from the use of barges, which are currently used similarly, is _r that the transport ship dimensions according to existing barges can be .gewählt, so that the construction of new Light is not necessary.

The transport ship can be in the front part of the hold deck and be beveled near the ship's side to adapt to the bow shape of the lighter. Usually easier to have beveled front parts of the fuselage to facilitate their movement in the To facilitate water, and the transport ship described here can be constructed according to the sloping front part of the barge.

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An advantage due to the adaptation of the front part of the loading deck and the bow wall to the bevel of the barge is reducing the overall length of the transport ship, which is necessary to take up the same amount of load. Reducing the length of the ship decreases the structural requirements and increases the strength of the transport ship.

Another benefit of customizing the front part of the Cargo hold decks and the side wall to the bevel of the The streamlining effect of the transport ship is lighter, which leads to a more effective hydrodynamic construction of the transport ship leads. Another advantage of adapting the transport ship to the bevel of the Lighter is that the barges themselves have an effective hydrodynamic design.

The cargo hold deck may be beveled downward at the stern inlet to the cargo hold deck.

One advantage of sloping the deck down near the stern inlet opening is that the lighter can stomp at the beginning of loading and is not fully protected by the rear superstructures.

The cargo ship should as possible have a relatively high ratio of width to draft, preferably greater than 4.6 / 1, which is much higher than that of normal transport ships.

One advantage of a high width / draft ratio is a wide load area, which makes the use relatively wider Easier allows. Since only one layer of lighter is picked up, the width of the load area is far more critical than the height.

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Another advantage of a high width / draft ratio is that it can accommodate a single layer Lighter is economically favorable and the use of a single layer of Lighter leads to many advantages, as previously explained.

Another advantage of a high width / draft ratio for the transport ship is the increase in stability, when the ship is in the loading position or in the transport position.

A system with ropes for loading and for checking the position and location of the barges can also be provided. Two ropes can be used to pull the load onto the ship. A train rope runs from the starboard side the bow of the barge to the starboard side of the ship in front of the intended location of the barge. The other train rope runs from the port side of the bow of the barge to the port side of the ship. Two steering ropes are used to steer the barge. A control rope runs from the starboard side of the Bow of the lighter to the port side of the ship behind the intended mooring of the lighter. The other steering line runs from the port side of the bow of the lighter to the starboard side of the ship. That The tow rope and the steering rope, which are attached to the starboard side of the ship, form a set of crossed ones The ropes and the pull rope and the steering rope, which are attached to the port side of the ship, form a second Set of crossed ropes. Each pair of crossed ropes is spaced at the bow of the barge and at the spacing attached to the side of the ship.

One advantage of the two pairs of ropes attached to the bow of the lighter to be loaded is that they are easy to attach the ropes on the lighter without the need to attach the ropes to the stern or to another

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Part of the lighter. As the bow of the barge was the transport ship is closest when the barge approaches the transport ship on which it is to be picked up, the ropes can easily be brought from the transport ship to their attachment point on the barge.

Another advantage of the two pairs of ropes attached to the bow of the barge to be loaded, which are spaced apart cross and connected with spaced winches on the ■ port and starboard sides of the transport ship is the ability to control the lateral position of the barge and the position of the barge, when he is taken to the transport ship.

Another advantage of the two pairs of ropes attached to the bow of the barge to be loaded, which are spaced apart cross and each pair of ropes at the relative distance at the stern of the transport ship arranged pulling devices is attached, consists in the fact that the stern ropes wrap around the bow of the barge when it is up the ship is being pulled, and a means of controlling the fore and aft movement of the barge as well as the lateral movement and position of the barge.

Push and pull rods can also be arranged one behind the other on the transport ship, which in corresponding Cross-shaped fittings can intervene on each barge. The push and pull rods grip into the fittings on each barge after each barge has been pulled into the approximate mooring position so that the Easier can be precisely positioned laterally in the transverse direction of the ship while it is still floating.

An advantage of the one behind the other on the transport ship arranged push and pull rods is that

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The rods used to position the lighter while he is still swimming, with the cruciform Fittings on which the lighter can be kept engaged when the ship is in the transport position is lifted, and that they can serve to secure the lighter during its transport.

Furthermore, tapered pins can be provided that can be extended from the cargo hold deck and into corresponding tapered openings on the underside of every lighter can intervene. The pegs are extended after the barge has moved from the thrust and tie rods has been positioned while the barge is still floating. When the transport ship is in the transport position is lifted, the barges will sit on the pegs when the waterline falls and be off the continuous bevel of the tenons and the corresponding openings exactly positioned. After this Placing a lighter on the cargo hold deck, the pegs remain in engagement with the openings to determine the position of the lighter during its transport to secure.

One advantage of the tapered tenons that engage the tapered openings is that that the ship is exactly centered in the transport position. This allows the ship to be used at every opportunity determinable load.

Another benefit of the tapered tenons, the engage in the tapered openings is that the position of the lighter during this Transport is maintained without additional devices to secure the barge.

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The invention is explained below with reference to Figures 1 to, for example. It shows:

Figure 1 is a perspective view of the empty ship,

Figure 2 the ship in the loading position while a barge is being picked up,

Figure 3 the ship in the fully loaded transport position,

FIG. 4 shows a rear view of a loaded and secured barge on the ship,

FIG. 5 shows a perspective view of the front part of the front barge on which Shape the forward part of the cargo area deck and are adapted to the ship's side,

and

Figures 6A, 6B and 6C

Supervisions showing the procedure by which the barges onto the ship to be pulled.

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Fig. 1 shows the ship in the state for the transport of Lighter, but without a lighter. The ship consists essentially of a hull 10 which extends from the cargo hold deck 11 extends down to the keel (not visible), a side wall 12 is located on the edge of the cargo hold deck 11 and completely surrounds the hold with the exception of the stern of the ship. Some superstructures are on the ship's side 12. A front structure 13 lies on the bow section of the ship's side to form a raised bow section. Two middle ones Superstructures 14 and 15 are amidships, a middle superstructure on the port part of the ship's side and a middle superstructure Structure 15 on the starboard part of the ship's side. Two deck superstructures lie on the stern of the ship Stern structure 16 on the port part of the ship's side and a. Stern structure 17 on the starboard part of the ship's side. One Series of openings 19 lead from the cargo hold deck 11 to the surrounding sea to drain water from the hold deck.

The embodiment shown in Fig. 1 is preferably suitable for transport lighter, that transport liquefied natural gas, which is why a flue pipe 18 is provided at the stern of the ship. The deck superstructures on the ship with the exception the bridge and the crew quarters 20 are adjacent the stern superstructures 16 and 17 and carry a control cabin 21 which is suspended above the cargo hold deck 11. The structure consists of a trolley 22 which is connected to chimneys 23 and 24 of the ship. Using the Chimneys 23 and 24, which in any case are essential to support the control cabin 21, and the basic structure of the ship result in an absolute minimum of superstructures. The reduction in superstructures lowers the center of gravity ' of the ship and simplifies the construction of an effective and stable hull shape considerably.

Since only a single load-bearing deck is used, the entire hull can be composed of ballast tanks

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be. These ballast tanks are empty when the 'ship is in the state shown in Fig. 1, but can be filled with seawater to the deck 11 to sink and move the ship in the state shown in Fig. 2 for loading with barges. The ballast tanks in the hull are essentially filled with seawater, so that the cargo hold deck 11 and the ship's side submerge and only the front superstructure 13, the middle superstructures 14 and 15 and the rear superstructures 16 and 17 staying afloat. The combination of drop side and superstructures results in a multi-level structure that is partially over water and partially submerged when the hull is in the loading condition. The hold deck will sunk sufficiently so that there is a small gap between the deck and the bottom of the floating Lighter 30 consists.

The lighter is secured by means of ropes 31 and 32 on the bow of the barge 30 and are attached to winches 33 and 34 in front of the desired mooring point of the barge 30 lying, pulled into position. The rope 35 is attached to the bow of the barge 30 on its starboard side and on a winch 36 attached behind the desired mooring point of the bow of the barge, so that the ropes 35 and 32 cross. The rope 35 is led around the bow of the barge and allows together with the rope 31 and two corresponding starboard ropes a corresponding control of the position and attitude of the barge 30 during the Loading. The two starboard ropes consist of rope 31 together with an invisible rope, the on the bow of the barge and an invisible winch is attached to the aft starboard structure 17. Around to provide further control of the lighter 30 as it passes through the stern inlet of the cargo hold deck 11, retractable rollers are provided on both sides of the inlet. The port side extendable pulley 37

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is shown in the extended position; a similar The starboard-side extendable hull is covered by the -Lighter in the illustration shown .. For further protection of the Lasitsehiff are deflectors 38 are provided, which extend along the inside of each side wall 12 to prevent contact of the lighter with the side wall.

When a second and third barge is to be loaded onto the ship, they are consecutive used to pull one on the front ropes Exercise train. The winches 33 and 34 cannot be used because the first barge 30 would be in the way. That " Loading of the stern barge 42 is shown in FIGS. 6A, B and 6C. The ropes 70 and 71 are on opposite sides Sides of the bow of the lighter 42 are attached and run to winches 72 and 73 on the steerable aft Construction 17. Since the ropes 70 and 71 are attached as shown in Figure 6, they cross each other. Two corresponding ropes 74 and 75 intersect and are attached to the port aft structure 16 by winches 76 and 77.

When the lighter 42 is pulled towards the ship (FIG. 6), the two crossed dew pairs cause the lighter to be steered. When the lighter reaches the stern inlet to the cargo hold deck 11, it is engaged by the extendable rollers 37 (Fig. 6B). After the bow of the barge 42 has passed the retractable rollers 37 _s run the ropes 71 and 75, which are attached to the rear jacks 73 and 77, indicates to the bow of the barge, as shown in Figure 6C _o. In this position, the two sets of crossed ropes control the bow and stern of the barge as well as lateral control and attitude control. The functions of the train ropes and control ropes are reversed to unload the barges. The loading process can be carried out by personnel located in the suspended control cabin 21

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monitored and the superstructures form work platforms for the crew that is needed to load and moor the barge.

In Fig. 3 the ship is fully loaded in the transport position shown. The hold deck is above water and is essentially with barges 30, 41 and 42 loaded. The side wall 12 is also above water and forms an additional one together with the superstructures Freeboard for the vehicle when it is in motion. In the embodiment shown, this is from the cargo hold deck 11 and the side wall 12 enclosed volume at least 90% filled with the barges. At the stern of the ship, the aft barge 42 substantially fills the inlet port and occupies about 85% of it Area, which forms sufficient protection against the sea at the stern.

The barges shown are primarily suitable for the transport of liquefied natural gas and it must therefore there must necessarily be a gas exhaust system. The vehicle shown has a complete gas exhaust system, the lighter having outlet pipes 43 connected to corresponding pipes 44 on the port side of the transport ship can be connected. The pipes 44 are connected to a flue pipe through inner pipes (not shown) 18 attached to the port side of the ship. This system forms a unified facility in order to to dispense excess natural gas at the stern of the ship (if permissible) in a calculated manner and to reduce the dangers, that occur during the transport of natural gas. Outlet openings 19 also provide for the discharge of liquefied matter Natural gas that accidentally leaked.

The device for the precise positioning and mooring of each barge in the transport state is shown in FIG. 4 shown. If the lighter is still swimming, like through them

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dashed waterline 51 is shown, and was brought to the approximate transportation point, are one after the other arranged push and pull rods 52, which are arranged on an adjacent structure 53, lowered so that they engage a corresponding cruciform fitting 54 located on the barge. The thrust and tie rods are used to accurately position the lighter 30 dwarschiffs so that the center of gravity of the lighter is in line with that of the transport ship. After the lighter is positioned dwarships was, pegs 55, which are arranged in the cargo hold deck 11, are raised to partially into corresponding openings 56 to engage on the underside of the lighter 30. The opening 56 tapers continuously as shown so that when the tapered pin 55 is extended, the lighter 30 is approximately in its transport position is determined. When the hull 10 of the transport ship is emptied, the cargo hold deck 11 is above water to lift and bring the ship into the transport condition, as indicated by the waterline 57, sits down the lighter 30 on the cargo hold deck 11 and the tapering pin 55 fully engages in the corresponding opening 56 to precisely position and secure the lighter in the transport position, as shown.

The formation of the front part of the structure 12 and the front part of the cargo hold deck 11 to the bow of the front Easier 3O is shown in FIG. The cargo hold deck 11 runs obliquely upwards, as by the inclined Plane 61 is shown and the structure 12 slopes inwardly as shown by the concave surface 62, to form a mutually sloping surface that conforms to the bow of the lighter 30. This gives shape the basic shape of the ship is streamlined and reduces the length of the ship, which is used to accommodate a a certain number of barges is required »

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Claims (4)

Lighter, characterized by a hull (10) with a raised bow section (13), around the ship at all To give drafts a front buoyancy, a cargo hold deck (11) within the hull (10), which extends substantially horizontally parallel to the waterline of the hull and the barges (30, 41, 42) at least partially on the fuselage (1O) carries at least one ballast volume that delimits the fuselage (10) so that the hull can swim at a first shallow draft when the ballast volume is empty, and at a second, greater draft, when the ballast volume is filled with ballast, the cargo hold deck (11) is submerged at the second draft so that the barges can swim over it and are placed on it can be, a device to flood the ballast volume and to empty it, a side wall (12), the from the cargo hold deck (11) from the floor to a certain height above the cargo hold deck and from the bow extends over at least a portion of the port side and the starboard side of the ship and one over the opening at the stern of the ship, which extends through the hold deck, is limited, the height of the side wall (12) above the hold deck (11) is lower than the ship's waterline when the ballast volume is flooded, leaving water can enter and exit via the ship's side, and is higher than the waterline of the ship if the ballast volume is emptied in order to prevent the entry and exit of water via the ship's side to the cargo hold deck, and one Construction behind the bow (13) of the ship which has a watertight elevation to keep away from the bow at all Drafts of the ship between the first shallow draft and the second higher draft of the ship To give a boost. 409822/0344 2357-31 2. Transport ship according to claim 1, characterized in that that the hold deck is above the ship's waterline is when the ship has the first shallow draft swims. 3. Transport ship according to claim 1, characterized in that the side wall (12) extends continuously along the port side and starboard sides of the ship from the bow (13) of the ship extends to the stern of the ship. 4. Transport ship according to claim l _r, characterized in that the BaiLastvölumen is chosen such that the charged r fully loaded barge on the hold deck CIl) are held above the waterline of the ship when the ship floats with the first draft. 5. cargo ship according to claim l _f, characterized in that the ratio of width to draft of the hull (10) is about 4.6 / 1. 6. Transport ship for the transport of several load-bearing barges, characterized by a hull (10) with a raised bow section (13) to give the ship a front lift at all drafts, a cargo hold deck CH) , which is arranged within the hull (10) and extends substantially horizontally parallel to the waterline of the hull and on the hull carries the barges during their transport, at least one ballast volume which is limited in the hull (10) so that the hull at a first shallow draft,. when the ballast volume is empty, and at a second, higher draft, when the ballast volume is filled with ballast, floats , the hold deck (11) being submerged at the second draft so that several barges can swim over it and be placed on it, a device to flood the bailast volume su 409822/0344 and to empty a side wall (12) on the edge of the cargo hold deck (11), which surrounds the starboard and port sides and can be sunk when the hull (10) is on the second, higher draft, and is above water, if the hull is on the first, shallow draft, two aft superstructures (16, 17) in the stern of the ship, a rear structure (17) on the starboard side and a rear structure (16) on the port side, the watertight Have elevations so that they remain afloat when the hull (10) is on the second, higher draft is to create buoyancy at the stern of the ship while it is being loaded. 7. Transport ship according to claim 6, characterized by two middle superstructures (14, 15) arranged amidships, a middle structure (15) on the starboard side of the Side wall (12) and a middle structure (14) on the port side of the side wall, which are so high that they stay afloat when the hull (10) is at the second higher draft. 8. Transport ship according to claim 6, characterized in that that the cargo hold deck (11) is sloping downwards at the stern. 9. Transport ship according to claim 6, characterized in that the cargo hold deck (11) has a slight positive curvature. 10. Transport ship according to claim 6, characterized in that the front part of the cargo hold deck (11) and the front Part of the side wall (12) are beveled to adapt to the bow shape of the front barge. 409822/0344 llo transport ship according to claim 6, characterized in that that the hold deck is substantially flat in order to transport lighter with a substantially flat bottom. 12. Sea cargo transport system, characterized by a Hull (10) with a raised bow section (13) to give the ship a forward buoyancy, a cargo hold deck (11), which is arranged within the fuselage (10) and is essentially horizontal and parallel to the Extending waterline of the hull, at least one ballast volume that is limited in the hull (10) so the hull at a first shallow draft when the ballast volume is empty and at a second higher draft Draft, when the ballast volume is filled with ballast, can float, a facility for flooding and Emptying the ballast volume, a side wall (12) which is arranged on the edge of the cargo hold deck (11), the Surrounds the starboard and port sides and which is sunk when the hull is on the second, higher draft, and which is above water when the hull is at the first, shallow draft to prevent the entry of seawater to prevent several lighters on the cargo hold deck (30, 41, 42), which swing slightly above the hold deck can when the hull on the second, higher draft so that the barges swim over the stern of the cargo hold deck and above the cargo hold deck inside the ship's side can be moored, and a superstructure behind the bow of the ship that has a watertight bump around the ship away from the bow at all drafts of the ship between the first low and the second to give a higher draft a boost. 13. System for the transport of liquefied natural gas, characterized by a hull (10) with a raised bow section (13), in order to give the ship a forward buoyancy, a hold deck (11) which is inside the 409822/0344 The fuselage (10) is arranged and substantially horizontally and parallel to the waterline of the hull, at least one ballast volume in the hull (10) is limited to allow the hull at an initial shallow draft when the ballast volume is empty, and at a second higher draft, when the ballast volume is filled with ballast, a facility can float for flooding and emptying the ballast volume, a side wall (12) which is attached to the edge of the cargo hold deck (11) is arranged, which surrounds the starboard and port sides and which is sunk when the hull is on the second, higher draft, and the one above water is when the hull is on the first, shallow draft to prevent entry of seawater onto the hold deck to prevent two aft superstructures (16, 17) in the rear part of the ship with watertight elevations in order to to provide buoyancy to the stern of the ship when the ship is on the second, higher draft, whereby a rear structure (17) on the starboard side of the ship's side (12) and one on the port side of the The side wall is located amidships, two middle superstructures (14, 15) with watertight elevations, around amidships to give buoyancy when the ship is on the second, higher draft, with a medium superstructure (15) on the starboard side of the ship's side and a middle structure (14) on the port side of the ship's side is, and several barges (30, 41, 42) containing liquefied natural gas and also slightly above the cargo hold deck can swim when the ship is at the second higher draft, so that the barges over the stern of the cargo hold deck and can be arranged on it. 409822/0344 14. Transport ship for the transport of several barges, marked through a hull (10) with a cargo hold deck (11) for receiving the barges (30, 41, 42) during their Transport, whereby the fuselage can hold ballast in order to Sink the cargo deck to allow the lighter over the cargo hold deck can float and can be arranged on it., a multi-level structure that the starboard side: the port side and the bow of the hold deck surrounds and is partly over water, if the The hull is ballasted to give it a lift to lend, drawbars for ropes that are in relative terms Distance in front of and behind the desired mooring point of the bow of a barge to be loaded the backhard side of the multi-level structure ancreord- net, a first pair of ropes that im. Distance at that Bow of the lighter to be loaded are attached to themselves cross and are each connected to one of the spaced port side pulling devices, Drawbars for ropes that are at a relative distance in front of and behind the desired mooring Bow of the lighter to be loaded on the starboard side of the multi-level structure are arranged, and a second Pair of ropes, spaced apart, on the bow of the one to be loaded Are arranged more easily, cross each other and each with the spaced-apart, starboard-side Drawbars are connected. 15. Transpart ship for the transport of several barges, marked through a hull (10) with a cargo hold deck (11) for receiving the barges (30, 41, 42) during their transport, with the hull taking up ballast can to lower the cargo deck so that the Leichtex while loading the lighter onto the loading— room deck, a multi-level structure that includes the starboard side, the port side and the The bow of the cargo hold deck surrounds and partly over water - 3C - can be when the fuselage is in charge to this To impart buoyancy, a first pair of conduits spaced apart on the bow of the lighter to be loaded are crossing and spaced on the port side of the multilevel structure, a second pair of conduits spaced at the bow of the lighter to be loaded are arranged to cross and at a distance on the starboard side of the multiple level are arranged, and deflector devices (37), which are adjacent to each other on both sides of the rear inlet the cargo hold deck (11) are arranged to guide the lighter to be loaded during loading. 16. Transport ship for the transport of several barges, marked through a hull (10) with a cargo hold deck (11) for receiving several barges (30, 41, 42) during their transport, whereby the hull can take on ballast, to sink the hold deck so that the barges while the barges are being loaded onto the hold deck can swim, a multi-level structure that covers the starboard side, the port side and the bow of the Surrounds cargo hold decks and forms a stern inlet to the cargo hold deck, means (71, 72, 76, 77) to the Easier to pull over the hold deck to the approximate transport location of each lighter, and on tiem Multi-level superstructure arranged one behind the other and tie rods (52) which can engage corresponding fittings (54) on each barge to each barge position and secure sideways while swimming. 17. Transport ship according to claim 16, characterized in that that the lighter have tapered openings (56) on the underside, and that the devices for Securing each barge in the exact transport position consist of tapered pins (55), 409822/0344 which are arranged on the cargo hold deck (11) and can be extended to partially fit into the openings on the underside to intervene on every lighter while it is swimming, and that the pegs fully engage in the openings, when the hull is deflated and every lighter touches down on the hold deck. 18. Drive device for moving floating Ships by a cargo hold with side walls *, characterized by the relative distance at the front and rear rope pulling devices arranged on the port side wall of the hold, a first pair of ropes spaced apart are attached to the bow of the ship to be moved, cross each other and each with the front and aft, spaced-apart rope pulling devices are connected to the port side wall of the hold, at a relative distance in front and behind on the starboard wall of the hold, rope pulling devices, and a second pair of ropes, spaced on the bow of the ship to be moved, cross each other and each with the front and rear, spaced-apart rope pulling devices on the starboard side of the Are connected to the hold. 19. Method for precise positioning of a barge on a liftable cargo hold deck, · characterized in that the lighter is thereby positioned to the side in a floating manner that one behind the other arranged push and pull rods attack corresponding fittings on the barge, that tapered pins, which are arranged on the cargo hold deck, partially in corresponding openings on the underside of the lighter engage, and that the deck is raised to insert the tapered pegs into the corresponding tapered ones fully engage openings on the underside of the barge, to precisely position the lighter on the cargo hold deck. 4 09-8.22 / Q.34 4 " Blank page