DE2827716A1 - TANKER SHIP - Google Patents

Description

DR. ING. F. WUESTItOFF - SOOO MUNICH DR-E. ν. PECIIMANN SCIl-IVEIOERSTRASSE

TELEPHONE C 080) 00 20 51

DR. ING. D. BEHIENS DIPL. ING. 1Ϊ. GOETZ _r ^{TELEX S} ^ ° ⁷ °

O 20 51

282771S

PATENTANWÄLTE ^ moieowatent munches

1H-51 099

Applicant: Charles S. Conway

Featherbed Lane, New Vernon, New Jersey 07976, U.S.A.

Title: Tanker

809882/0925

DR. ING. F. WtTKSTHOFF DK. E. ν. ΡΕΟΙΓΜANN

YOU. INCi. D. BBnRKNS DIPL. INCi. It. GOKTZ

PATENT LAWYERS

80OO ΜϋΚΌΗΕΧ 9Ο SCIIWEIOKIiSTIiASSE 2 TELEION C089) TELEX 5 24 070

TELEGHAM5IE: PHOTECTI'ATENT MUNICH "

1 -51 099

Tanker

DESCRIPTION

The invention relates to containers for fluids and is particularly concerned with receiving liquid cargo suitable containers for use on tankers.

Tankers for transporting liquid cargo are already known and are described, for example, in US Pat. No. 2,918,032. Such tankers usually have several liquid-tight transverse bulkheads and one or more liquid-tight Longitudinal bulkhead that divides the tanker into several liquid-tight cargo containers or chambers subdivide. If the floor or a side wall of the Body of such a tanker is torn open, the liquid cargo escapes from the damaged cargo containers, until the existing pressure gradient in the relevant containers has been eliminated, i.e. until approximately the Part of the liquid cargo which is above the waterline of the tanker has leaked. Such a loss of cargo leads to difficulties, especially with so-called SWBT and double bottom tankers, which require a higher freeboard than the otherwise common tankers, and at

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which therefore has a higher pressure gradient in the load.

For several years there has been ancient pollution from oil tankers when the hull tears open as a result of the run-up or other accident causes increasing cause Worries. With regard to this, there are already various Tanker designs have been proposed that are suitable should be to avoid damage to the environment. This also includes the so-called double-bottom tanker construction, which is essentially a tanker with two hull bottoms separated by a distance available. This construction is intended to allow liquid cargo to escape from the cargo containers for the Fall prevent the outer bottom of the ship's hull e.g. is torn open when running aground. However, with this construction it is not possible for the escape to prevent liquid cargo if a significant accident occurs when the ship runs aground or in another major accident Damage occurs, e.g. if not only the outer but also the inner bottom of the hull is torn open. The construction of such a tanker creates not only additional costs, but the space between the inner and the outer bottom of the hull can not be used Take advantage of the transport and storage of cargo, and therefore this design leads to an increase in operational and maintenance costs for such a tanker. Further If the bottom of the ship is damaged, the repair costs of such tankers are considerably higher, and tankers with a double bottom must have a rigid internal structure in order to withstand the very large forces which are exerted by the cargo on the inner soil and by the water on the outer soil, and tending to tear open both the inner and outer bottoms when the hull is damaged.

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It has also been proposed, for example, in US Pat. No. 3,832,966, to provide double side walls in a tanker, which delimit lateral containers which extend from the upper deck of the ship to the bottom of the hull and are adjacent to the cargo containers in the ship. These lateral containers have a volume between the bottom of the hull and the waterline of the tanker which is equal to the volume of the cargo container above the waterline. If the hull of the tanker is torn open, valves which connect the side containers with the cargo containers are opened so that oil can flow from the cargo containers to the side containers so that the oil in the cargo containers above the waterline does not escape from the torn open hull . The side containers are provided with larger ventilation devices than the cargo containers, so that such an overflow of cargo from the cargo containers to the side containers is possible in order to prevent oil from escaping into the sea. A disadvantage of this construction, however, is that the lateral containers for equalizing the pressure gradient of the liquid cargo in the cargo containers, similar to the space between the inner and the outer floor of a double-bottom tanker, are not available for the storage and transport of cargo, so that the manufacturing, maintenance and operating costs of the tanker increase. In addition, this is a theoretical design and in practice this design would not hold more than 2 to 3% of the liquid cargo carried by such a tanker.

The invention is based on the object of creating a container structure for liquid cargo for tankers, in which the disadvantages of the known cargo container constructions are avoided, in the case of the tearing open of the hull, there is less loss of liquid

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Cargo enters to reduce pollution, a reduction in losses at sea and in port on cargo in the event of damage to the hull, corrosion, leakage losses in the event of damage, possible malfunctions and the risk of operating errors is achievable, in which there are fewer stability problems when greater damage to the bottom of the Hull, which makes it possible to create an intrinsically safe tanker to prevent environmental damage, and in which the space available for transporting and storing liquid cargo can also be fully utilized is.

According to the invention, this object is achieved by creating a Watercraft or ship for picking up liquids with a weight below the specific weight of ¥ water specific weight solved, which has a bottom, side walls and a cover, which between the top Cover and the bottom of the ship delimit at least one watertight chamber for receiving liquid cargo.

According to the invention, a watertight horizontal bulkhead is arranged in the ship between the top cover and the bottom above the waterline of the ship at a distance above the bottom which is less than or equal to the value of the expression H (S _W / S _C ), if H is the vertical height of the ship's waterline above its bottom, S _{w is} the specific gravity of water and S_ is the specific gravity of the liquid cargo. The bulkhead serves to delimit separate upper and lower watertight containers for liquid cargo intien chambers above and below the waterline of the ship, and the upper containers have a smaller vertical height than the lower containers.

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The ship can be a tanker for transporting liquid cargo, its specific Weight is lower than that of water, the tanker having a hull with a bottom, Has side walls, an upper deck and at least one transverse bulkhead arranged in the hull, the transverse bulkheads delimit several watertight cargo compartments between the upper deck and the bottom of the hull. According to According to the invention, a watertight horizontal bulkhead is provided in the hull between the upper deck and the bottom is located above the waterline of the ship at a distance above the bottom that is less than or is equal to the value of the term H (S / S), in which the individual terms have the meaning given above. Here, the horizontal bulkhead delimits separate upper and lower watertight cargo containers within at least one of the cargo compartments above and below the waterline of the ship, and the upper containers have a smaller vertical dimension than the lower containers.

The inventive horizontal bulkhead is used to To make pressure gradient of the liquid cargo in the cargo chambers ineffective and in this way the escape largely to prevent liquid cargo from entering the ship. In contrast to tankers of known type including of the L type of construction with a double floor, in which damage to the floor or the inner floor or the Side walls of the hull lead to a rapid escape of the liquid cargo until the pressure drop of the cargo is eliminated, loses an inventive Tanker has a smaller amount of liquid cargo or no cargo at all when the bottom of the hull is torn open because the liquid cargo in the ship has a lower specific weight than water, so that the Escape of larger amounts of cargo in the event of damage

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—Θ—

movement of the ship's bottom is practically prevented. Even those occurring when the side walls of the hull are torn open Leakage losses are significantly reduced. In this way it is possible to have a significant amount of pollution of the sea when tankers run aground and others to reduce major accidents to a minimum.

Furthermore, the horizontal bulkhead according to the invention is arranged so that there is minimal risk of damaging the bulkhead and losing its effectiveness in preventing it the escape of liquid cargo if the hull is torn open, because the bulkhead is arranged in the hull at the greatest possible height and as far as possible from those parts of the hull, where there is a risk of ripping open, i.e. from the ground and from the side walls. Furthermore, the arrangement of the horizontal bulkheads in the ship at the greatest possible height to a significant reduction in the cost of manufacture of such a ship or the installation of such Transverse bulkhead in an existing ship, because the height of the upper cargo container in the ship is possible kept small, so that the weight of the cargo in the Upper containers reduced accordingly. Therefore, to a lesser extent, support structures are used for the bulkhead required to accommodate the weight of the cargo in the upper bins.

Thus, the invention not only reduces the risk of liquid cargo flowing out in the event of damage the hull of a tanker. but it also eliminates to a maximum extent the danger that the bulkhead becomes ineffective in the event of a collision or run-up, and it leads to a reduction in the cost of manufacturing new ships or equipping existing ships with such a bulkhead.

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In the tank ship according to the invention, a valve arrangement can also be used be present, which connects the upper and lower cargo containers with each other, so that it is possible to transfer liquid cargo from an upper container to a lower container or in the opposite direction. at a preferred embodiment of the invention has the Tanker several longitudinal and transverse bulkheads, which are arranged in the hull, and delimits the horizontal bulkhead separate upper and lower watertight cargo containers in several of the cargo compartments and / or bunker containers. Furthermore, the tanker is provided with facilities for loading and unloading liquid cargo, which through Valves connected to the upper and lower cargo containers and the filling and emptying of these containers enable; there are also additional facilities for filling the upper container with liquid cargo and for emptying it of the upper containers are present. Extraction devices can be added to these additional filling and emptying devices which serve to remove the liquid cargo from the upper containers; for this purpose e.g. motor-driven pumps, first pipelines connected to the suction device and with the first pipelines and second pipelines connected to the upper cargo bins include. The first and second pipelines connect the upper cargo containers to one another and allow the liquid cargo to be retained in the upper containers, the loading and unloading of loads of different types and the transfer of liquid Load from one of the upper containers to another container in the ship. Each of the upper cargo containers can also be provided with a sump for collecting liquid cargo from the upper containers. In this case it can the valve device belonging to each upper cargo container can be arranged in the relevant sump.

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The advantage of the mentioned embodiments of the invention consists in the fact that the upper cargo container can be used completely to accommodate cargo and / or ballast are. Therefore, it is possible to downsize the size of the tanker and reduce the running cost compared to that of the tanker the SWBT or raised floor design. The upper cargo container can also be similar Cargo to be filled, and this liquid cargo can with the help of the valve devices under the action of Gravity are transferred into the lower cargo container. Alternatively, it is possible to use any or all of the above To use cargo containers for transporting and storing cargo of different types, as these Containers thanks to the additional loading and unloading devices are connected to each other. Since the cargo carried by the ship has a lower specific weight than water, the liquid cargo in the lower containers has an upward pressure when the Schott is arranged below the neutral pressure level. If a valve leading to an upper cargo container is opened, the liquid cargo is therefore transferred from the lower container to the upper container, where it is easily discharged or can be refilled, whereby of the loading and unloading devices or the mentioned additional loading and extinguishing devices of the tanker are made use of. Thus, it is in a tanker according to the invention there is no need to perform easing, which is very costly and time consuming.

A tanker according to the invention offers further advantages. For example, compared to double bottom ships, the cost of repairing the bottom after the Accrual significantly less. The operational safety of a tanker according to the invention is also considerably greater than on ships of a different design if a major accident has occurred or cargo containers due to a run-up

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have been damaged because the ship is practically maintaining its normal trim and draft, when all of the lower cargo containers are filled, regardless of which containers are torn open became. Therefore, a tanker according to the invention is practical unsinkable, regardless of the extent of damage to the hull bottom, as long as the construction of the ship is intact in the longitudinal direction. A tanker according to the invention also experiences little or no change in its buoyancy after emergence, during tankers lose buoyancy quickly after emergence with a false bottom. After all, it is compared to tankers Possible with a double bottom, Butterworth cleaning and the removal of gases from the upper and lower load containers from the main deck of the ship at the same time much faster. For example, needed one in a set of upper and lower cargo containers of a tanker according to the invention for Butterworth cleaning and the elimination of the gases takes about three to five hours while a corresponding cleaning of a set of containers on a double bottom tanker would take a day or more.

A tanker according to the invention can be in the most diverse Form, e.g. as an oil tanker or as a barge or as an oil storage container, which is used in oil extraction plants near the coast is arranged in the water. In the case of a tanker, certain upper cargo containers can also be used as cargo holds be used for dry cargo; in this case one could use appropriate hatch borders and covers or Provide access shafts.

Embodiments of the invention are explained in more detail below with reference to schematic drawings. It shows:

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Fig. 1 is a partially drawn as a longitudinal section side view of an embodiment of an inventive Container structure for liquid cargo for use in a tanker;

FIG. 2 shows section 2-2 in FIG. 1; FIG.

3 shows a section corresponding to FIG. 2, in which damage to a side wall and the hull bottom is indicated;

Fig. 4_ the top view of a further embodiment of the Invention with additional loading and unloading devices for the upper cargo container of a tanker; and

Fig. 5 is an enlarged partial section of the tanker according to FIG. 4, in which the in an upper cargo container arranged additional filling and emptying devices are shown.

In Fig. 1 and 2, a tanker 10 is shown, the body of which includes a bottom 11 and side walls 12. That The ship has an upper deck 13 and a plurality of longitudinal bulkheads 14 and transverse bulkheads 15 that are inside the hull are arranged and a plurality of watertight cargo compartments 16 between the upper deck and the bottom of the hull delimit. Furthermore, in the hull between the upper deck 13 and the bottom 11 is above the water line of the ship, a horizontal watertight bulkhead 17 is arranged, which serves to separate watertight upper cargo container 19 and watertight lower cargo container 20 within at least one of the cargo compartments 16 to be delimited from one another, namely in several cargo compartments 16 in the embodiment shown in FIG. 1 above and below the water line 18, the arrangement

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voltage is such that the upper container 19 has a smaller one Have height than the lower container 20. Of course, the horizontal bulkhead 17 could have a single upper cargo container or several upper cargo containers in the front or rear or middle or one or each side Define part of the tanker and there could be one or more transverse bulkheads or one or more longitudinal bulkheads and Cross bulkheads to delimit the cargo compartments.

As mentioned, the horizontal bulkhead 17 is arranged above the water line 18, according to FIGS. 1 and 2 at a vertical distance h above the bottom 11 of the hull, which is less than the neutral pressure level in the cargo chambers or equal to this pressure level, which is also above the waterline 18. The neutral pressure head is the maximum vertical height at which the cargo carried by the ship is carried by the body of water in which the ship is located; it is given by the expression H (S / S), in which H denotes the vertical height of the ship's waterline above the ship's bottom 11, ie the draft, S _w the specific gravity of water and S _c the specific gravity of the liquid cargo. In relation to the waterline of the ship, the horizontal bulkhead 17 is arranged at a vertical distance above the waterline 18 which is less than or equal to the value of the expression H (S / S-1). The bulkhead 17 is preferably located about 0.3 m below the neutral pressure head in order to take into account deviations in the specific gravity of the cargo and the water due to temperature changes and in relation to the trim of the ship, which could result in a downward pressure occurs in the lower cargo containers, which would allow cargo to escape from the ship in the event of damage to the hull if the bulkhead 17 is arranged in the cargo chambers at a height corresponding to the neutral pressure level. Hence will

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the preferred height h of the horizontal bulkhead above the bottom 11 of the ship by the equation h = H (S / S) - 1 determined, in the H is the vertical height of the waterline 18 of the ship above the hull bottom 11 in feet (1 foot = 0.3 m) and h denotes the vertical height of the horizontal bulkhead above the floor 11 in feet.

The term "waterline" here denotes the loading waterline of the ship, which is maintained during operation must be, e.g. the summer draft of the ship; As is well known to any person skilled in the art, the location of the waterline above the hull bottom 11 depending on the position of the cargo waterline vary slightly.

For example, if one assumes that the Viasser line used to determine the maximum load on the ship is about 13 »72 m is higher than the bottom 11, and that the specific weight of the water in the body of water to be traveled, e.g. in the case of sea water, 1.0269, the horizontal bulkhead 17 is preferably at a vertical height of about 13.81 m above the ground, i.e. 0.09 m above the waterline, if the ship is carrying heavy Boscan crude oil with a specific To transport a weight of 0.9986, or at a height of about 14.28 m above the ship's floor, i.e. about 0.56 m above the waterline if heavy fuel oil with a specific weight of 0.9659 is to be transported, or at a height of about 15.78 m above the ground, i.e. about 2.05 m above the waterline if diesel oil with a specific Weight of 0.8762 is to be transported.

Fig. 3 illustrates the mode of operation of the cargo container according to the invention when minor overrun damage occurs on the hull bottom 11, as indicated at 21, when major damage occurs on the ship's bottom, as indicated at 22, and when tearing open one side of the hull, such as

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it is indicated at 23, such damage when mooring or by collisions with tugs or the like. can be evoked. In the case of damage 21, only a negligibly small amount of cargo is left hatched area 24 corresponds, lost, because the horizontal bulkhead 17 holds the liquid pressure gradient of the liquid cargo in the upper container 19 over the damaged lower container 20 back. Since the specific Weight of the liquid cargo in the cargo compartment is lower than that of water, there will be a leak of the liquid cargo under the effect of the pressure gradient in the damaged cargo chamber. Even with the Damage 22 is only lost that part of the liquid cargo indicated in FIG. 3 by the hatched area 25, because the specific weight of the cargo is lower than that of water. In the event of damage 23 to a side wall a larger part of the liquid cargo, which is indicated by the hatched area 26, is lost, and the part that extends up to the level of the damaged area. However, since the pressure gradient in the upper Cargo container 19 above the damaged cargo chamber is rendered ineffective by the horizontal bulkhead 17, this can liquid cargo can only escape relatively slowly from the lower container. Therefore it may be possible to use part of the to transfer liquid cargo from the damaged lower container to another container of the tanker. to for this purpose one can take advantage of the negative pressure in the lower containers 20 due to the presence of the horizontal Schotts 17 is caused.

4 and 5 show a further embodiment of the invention Container for liquid cargo, in which valves 27 are arranged in sumps 28, with which each of the upper Cargo container 19 of the tanker is provided. The swamps take liquid cargo from the upper containers, and the valves, each between the upper and lower cargo

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containers of the ship are arranged and they connect to each other, allow liquid cargo from the upper To transfer containers 19 into the lower container 20 or to refill it in the opposite direction. Furthermore is the tanker is provided with additional facilities for loading and unloading liquid cargo, which the upper containers 19 assigned and available in addition to the main system, not shown, for loading and unloading liquid cargo to which the ship's upper and lower tanks are connected. To the additional charging and Extinguishing devices include a suction device, e.g. with a motor-driven pump 29 in the form of a centrifugal pump or the like. Which can be driven with the aid of a diesel emergency power unit and is connected to a first pipeline 30 which extends in the longitudinal direction through the upper containers 19; there are also several transverse ones Second pipelines 31 are present, which are connected to the pipeline 30 are connected and connected to the upper containers 19. The pump 29 is provided with a discharge port

33 is provided, and with the pipe 30 is a filler neck

34 connected so that the upper cargo container as required can be filled and emptied. As mentioned, you can use the additional loading and unloading devices to If necessary, to empty certain containers to lighten the ship, to be made up of several types Loading or unloading cargo and liquid cargo from one of the upper containers to another upper or lower container of the ship. The valves and the second pipelines 31 of the additional loading and unloading devices are with the help of handwheels 32, their Actuating shafts protrude vertically upwards over the upper deck of the ship. The valves and the handwheels are each arranged at the rear end of the upper cargo container.

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Claims (10)

EXPECTATIONS Apparatus or watercraft that floats in water for taking up a liquid, its specific Weight is lower than that of water, with a bottom, side walls and a top cover that is at least define a watertight chamber between the top cover and the bottom to contain the liquid, characterized by a horizontal watertight bulkhead (17) in the device or the watercraft (10) between the top cover (13) and the bottom (11) above the water line (18) in is located a distance from the ground less than or equal to the value of the term H (S / S) Value of this expression, in which H is the vertical height of the waterline above the ground, S is the specific gravity of the Water and S denote the specific gravity of the liquid that separated the horizontal bulkhead from one another watertight upper and lower liquid holding containers (19, 20) in the chambers (16) above and below the The waterline and that the upper containers have a lower vertical height than the lower containers. 2. Device or watercraft according to claim 1, characterized in that the horizontal bulkhead (17) is arranged in the device or the watercraft (10) above the water line (18) and at a distance from the bottom (11), which corresponds roughly to the value of the expression H (S / S) -1, in which H is the vertical height of the waterline above the ground in feet (1 foot = about 0.3 m), S is the specific gravity of the water, and S _{c is} the denotes the specific gravity of the liquid. 809832 / $ 092 51 099 2827718 3. Tanker for transporting liquid cargo, the specific weight of which is lower than that of barrels, with a hull that has a bottom, side walls, an upper cover and at least one transverse bulkhead arranged in the hull to delimit several watertight cargo compartments between the upper cover and the bottom, characterized in that a horizontal watertight bulkhead (17) is arranged in the hull between the top cover (13) and the bottom (11) above the waterline of the ship at a distance above the bottom which is smaller than that Value of the expression B (S / 3) or equal to the value of this expression, in which H is the vertical height of the waterline (18) of the ship above the ground, S is the specific gravity of the liquid cargo and Z is the specific gravity of the liquid cargo denotes that the horizontal bulkhead separate upper and lower watertight cargo containers (19, 20) in at least one de r cargo compartments (16) delimiting above and below the waterline of the ship, and that the vertical height of the upper container is less than that of the lower container. 4. Device or tanker according to claim 2, characterized in that the horizontal bulkhead (17) in the device or the tanker (10) above the water line (18) and at a distance above the bottom (11) is arranged corresponds approximately to the value of the expression H (S _W / S) -1, in which H is the vertical height of the waterline above the ground in feet (1 foot = about 0.3 m), S _{w is} the specific gravity of water and S denotes the specific weight of the liquid cargo. 5. Tank ship according to claim 3, characterized by between the upper cargo containers (19) and the lower cargo containers (20) arranged, the cargo containers with each other 803832/0325 51 099 connecting valves (27), which allow liquid cargo from the upper cargo containers to the lower To transfer cargo containers or from the lower cargo containers to the upper cargo containers. 6. Tank ship according to claim 3, characterized in that in the body of the tank ship (10) several longitudinal bulkheads (14) and transverse bulkheads (15) are arranged that the horizontal bulkhead (17) in several cargo chambers (16) separate upper and lower watertight Cargo containers (19, 20) delimit the fact that main devices for loading and unloading liquid cargo are connected to the upper and lower cargo containers, and that additional devices for supplying and removing liquid cargo are connected to the upper cargo containers. 7. Tank ship according to claim 6, characterized in that each upper cargo container (19) with a 3ump (28) for collecting liquid cargo from the associated upper one Cargo container is provided, and that the valves (27) assigned to the various upper cargo containers, respectively are arranged in the relevant sump. 8. Tank ship according to claim 6, characterized in that that in addition to the additional loading and unloading devices, a suction device (29) for withdrawing the liquid cargo from the upper cargo containers (19). 9. Tank ship according to claim 8, characterized in that a motor-driven pump arrangement for the suction device (29) heard. 10. Tanker according to claim 8, characterized in that da.O to the additional loading and unloading facilities to the Suction device (29) connected first pipelines (30) 3 0 9 8 8 2/0 3 2 p 51 099 2827718 as well as second pipelines (31) belong, which latter are connected to the first pipelines and the upper cargo container (19), and that the first and second Pipelines connect the upper cargo containers with one another. §09882 / 0925