HRP950213A2 - Convertible ship - Google Patents

Description

The field of technology

The subject of the invention is a ship that can be transformed by simple procedures from a passenger or passenger-cargo ship to a cargo ship, with or without cargo handling equipment, and again from a cargo ship to a passenger or passenger-cargo ship.

Its drivetrain is fully adaptable to the specific needs of each of them.

According to MKP - section B, the subject of the invention belongs to the field of processing and processing, traffic and transport. The subject of the invention is classified or classified and marked with the classification symbol B63, which defines ships and other vessels and corresponding equipment.

The subject of the invention can also be classified by the secondary classification symbol B63J, which defines auxiliary equipment for ships, and B63H, which defines ship propulsion or ship management.

State of the art

The existing multi-purpose ships are freighters, which without being transformed meet the conditions of transporting different loads. These are, for example, combined ships for the transport of liquid fuel in one direction and ores in the other (ORE/OIL CARRIER), ships for liquid fuel, ore and bulk cargo (ORE/BULK/OIL), as well as multi-purpose ships ( MULTIPURPOSE SHIP), which were built for the transport of different, but specific loads.

For the transport of new cars, in addition to special cars, general cargo ships or bulkers (ships for bulk cargo) are sometimes used, in which demountable intermediate decks are temporarily installed.

So far, however, no passenger ship has been built that could, either in its original design or transformed, be used both as a cargo ship and then again as a passenger ship.

Therefore, this invention represents a completely new solution in the field of diverse use of ships in general, and unique in the field of passenger ships. The invention is primarily applicable for coastal passenger navigation ships of longitudinal and transversal lines, especially in countries with developed or perspective tourism on the sea coast.

The general characteristic of coastal passenger ships is unprofitability. In the case of our ships, these are joined by: slowness, too little capacity for sleeping passengers in relation to the size of the ship, overcrowding in the tourist season, no entertainment and high transport tariffs. All this seems anti-economic and anti-tourist.

For the maintenance of coastal passenger railways, constant state intervention in the form of subsidies and the like is necessary.

The essence of invention

Analysis of the unprofitability of transversal, longitudinal and all other coastal passenger railways points to three causes:

A - Short season of full capacity utilization

B - High cost of building a ship, absolute and relative (counting per passenger bed)

C - High exploitation costs, with little income.

This invention completely eliminates cause A, and significantly mitigates causes B and C, thus optimizing the elements for a noticeable increase in profitability with technical solutions.

Ad. A - The possibility of using the ship's full capacity throughout the year was achieved by training it for a dual role: in the tourist season for the transport of passengers, passenger and cargo road vehicles and containerized cargo on longitudinal and transversal railways, and outside of that season for the transport of cargo, road cargo vehicles and, possibly, a limited number of passengers on open and closed seas.

Ad. B - Lowering the cost of the ship per one passenger bed was achieved in two ways, both of a technical nature:

a) project concept that results in minimizing costs for ship construction

b) project concept that results in maximizing the number of passenger beds.

Ad. C - Reducing exploitation costs to a possible minimum and significantly increasing income was achieved partly by technical and partly by organizational measures:

Some of the solutions listed in points A, B and C are completely new technical solutions, so they will be highlighted in this application as patent claims, while the others represent "know-how", so they are only partially and mostly exhaustively listed here.

Description of images

Sl. 1 - axonometric view of the ship with superstructures in the passenger version.

Sl. 2 - axonometric view of the disassembly/assembly of one section of the passenger superstructure with the help of a shipbuilding crane.

Sl. 3 - axonometric view of the ship in the cargo version.

Sl. 4 - alternative A of the connection of the passenger superstructure with the ship's hull.

Sl. 5 and 6 - alternative B (in the floor plan and plan) of that compound.

Sl. 7. schematic representation of the cross-section in the middle of the ship, for the ship in the passenger version.

Sl. 8 - schematic representation of the cross-section in the middle of the ship, for the ship in the cargo version.

Explanation of the design features of the invention

The description of the object and its functioning is systematized according to points A, B and C from the earlier presentation.

A - The transformation of a ship from a passenger or passenger-cargo ship to a cargo ship and vice versa is made possible by the specific construction of passenger superstructures, intermediate decks and their equipment, as well as their assembly/disassembly method.

Passenger superstructures according to Fig. 1, whose number, size, shape and arrangement are determined according to the design requirements for the specific ship, are made in large spatial sections, with their own steel floors 6, Fig. 4, so that they are fully equipped with all linings, with furniture, devices and installations in them (thus, complete for use), and can be brought on board the ship for the purpose of assembly and removed from it after disassembly.

The weight of a single, fully equipped section must not exceed the load capacity of the available shipbuilding crane (3).

The connection of the superstructure sections to the ship's hull can be done in several ways - two alternatives are shown here.

In alternative A, according to Fig. 4, the vertical walls 7 of the superstructure 1 are connected by bolts with nuts 8 to the final beam 5 of the side paneling 13 of the ship's hull. Seals 9 and 10 ensure water tightness. Floor 6 of superstructure 1 rests on upper deck 4.

In alternative B, the assembly/disassembly of the superstructure section 1 on deck 4 is done in a much simpler way according to Fig. 5 and 6. On deck 4, cups 11 made of cast steel are welded, at certain intervals, formed in such a way that they can be inserted into them turning the key 12 spells and thus fixes in all directions. After that, the superstructure section 1 is placed in place, the steel floor of which has corresponding openings, through which the conically formed noses of the keys 12 pass. By turning these noses, the steel floor 6 of the superstructure 1 is firmly attached to the cups 11, and through them to the deck 4 on which cups 11 are welded. These fittings are made according to ISO standards, and are used to fasten containers to the ship's deck.

Installation lines (fresh and sea water, waste water, ventilation and heating, electrical and telephone installations and others) have connections at the ends of sections of superstructure 1, which are separated/connected during disassembly/assembly.

After disassembly of passenger superstructures 1, Fig. 1, and assembly of line 17, Fig. 8 (at the connection of the superstructure according to alternative A - in alternative B, the line is welded for the final wire 5), the upper deck 4 is ready for the function of the deck of the cargo ship . For this purpose, the deck cargo hatches (hatchways) are covered with steel covers of one of the known types, placed in the plane of the deck.

For the function of a cargo ship, only the superstructure of the command bridge 2, Fig. 2, with crew quarters and several passenger cabins of the conventional type remains on the upper deck.

If the routes on which the ship will operate as a freighter require the possession of ship cranes, they are also of such a performance that they can be easily assembled/disassembled as complete blocks together with their bases.

In the interior of the ship, depending on the size of the ship, one or more intermediate decks 14, Fig. 7, are placed to accommodate passengers. They are of the demountable type and are made according to one of the known solutions. Passengers' bedrooms, dining rooms and sanitary facilities are located on these intermediate decks.

For the cargo ship version, the removable partitions between the bedrooms, all the equipment of those decks, which is designed in such a way that it can be easily transported and packed into the smallest possible volume (by inserting one piece into another) and unloaded from the ship, are dismantled. After that, one or more intermediate decks are dismantled, which depends on the type of intended cargo. Then, according to Fig. 8, a space bounded by the upper deck 4 and the deck above garage 15, a garage for loading vehicles and containers between decks 15 and 16 is obtained, and on the upper deck it is also possible to foresee the loading of containers.

If you want to have a complete RO/RO type in the cargo ship version, then the intermediate deck(s) 14 should not be dismantled, and the access ramps must be installed.

The propulsion plant has three main engines, each operating on its own propeller shaft. All three engines are in operation when the ship is used as a passenger ship, and only one or two when it is used as a cargo ship. With such a solution, the power plant is easily adaptable to the different power needs of this ship in its different versions.

B – Minimizing ship construction costs is achieved by appropriate project conception and technical solutions, which is described in "know-how".

The increase in the number of passenger beds was achieved by using large halls-bedrooms on intermediate decks 14, according to Fig. 7. These halls extend in width from side to side, and in length from one to the adjacent bulkhead. Single or double beds are placed in boxes that have minimal equipment, sufficient for a one-night stay (as with sleeping cars on the railway: luggage net, hanger, mirror, overhead lamp, life belt). The boxes are separated from each other by light, easily removable partitions and have doors of the same light construction.

Individual boxes and group washrooms and toilets are reached by a corridor system. Considering that these are completely closed spaces, solid air conditioning and lighting are provided.

The dining rooms are also large halls located on the intermediate decks, functionally and simply equipped with tables, chairs and long counters for self-service (no other type of service is provided in these dining rooms), with sufficiently wide passages and approaches, solidly air-conditioned and lit.

For passengers who are looking for more comfort, a certain number of classic cabins are provided, located in the superstructure of command bridge 2. For them, in the same superstructure, there is a kitchen, a dining room and a lounge for their living room. In the cargo ship version, all these rooms are made available to the ship's crew.

Living rooms for the majority of passengers and various entertainment rooms (cinema, rooms with machines for various games and competitions, rooms with various machines and devices for gymnastics, dance hall, barber shop, souvenir shop, boutique and other shops, cigarette vending machines , coffee, stationery with the ship's stamp, etc. - all or part of it, depending on the size of the ship and the possibility of accommodating these contents, is located in the passenger superstructures, and the walking, open spaces on their roofs and terraces, and on the sides of the upper deck, if the superstructures they do not reach from side to side.

C – with this invention, the ratio of space available to passengers and that for the crew is significantly more favorable in favor of passengers, compared to conventional coastal passenger ships. This was achieved by the aforementioned installation of demountable decks with easily demountable equipment on them, as well as other technical and organizational measures, described in "know-how". They allow for a sensitive reduction in the number of crew and a relatively even greater reduction in the area for their housing in the passenger ship version (using various services from land, and preparing food for passengers and crew on land, as well as bedrooms for most of the crew on land). The method of increasing the living area for the necessary increased number of crew when the ship is used in the cargo version is also advantageously solved.

"Know-how" also foresees solutions for minimizing exploitation costs, especially those for energy, and maximizing business income.

A ship designed in this way will be able to operate profitably with significantly lower transport tariffs and food and sleeping prices for passengers, as well as lower transport tariffs for passenger and cargo vehicles.

All of the above also enables a significant reorientation of truck transport from the Adriatic to the "sea highway", according to the RO/RO system, which would result in significant fuel savings, a reduction in wear and tear on the road highway and its relief, as a significant tourist factor.

Conclusion

The ship, conceived as described, presents several completely new technical solutions, which enable it to have considerable advantages over conventional passenger ships of longitudinal and transverse tracks. In contrast and compared to them:

b) can be used throughout the year

b) the construction price, both absolute and relative (per one passenger bed), is lower

b) the number of passenger beds is significantly higher

b) the number of crew in the passenger version is significantly lower

b) its space for passengers is relatively larger

b) its exploitation costs are lower

b) his income is higher.

The mentioned advantages of this type of ship ensure the profitability of the business, which is not the case with conventional passenger ships of the same lines. Thanks to its design concept, technical innovations and way of use, this type of ship can offer popular tariffs for transporting vehicles and passengers, as well as for food and various services to passengers, as well as significantly greater comfort and leisure.

Statement of the best known method for the economic need of the reported invention

The invention is primarily applicable to coastal passenger ships of longitudinal and transversal lines, especially in countries with developed or perspective tourism on the sea coast.

The general characteristic of coastal passenger ships is unprofitability. Analysis of the unprofitability of transversal, longitudinal and all coastal passenger railways points to three of its fundamental causes:

A – Short season of full use of ship capacity.

B – High cost of building a ship, absolute and relative (counting each

passenger bed).

C – High exploitation costs, with little generated income.

This invention completely eliminates cause A, and significantly mitigates causes B and C, and thus optimizes elements for a noticeable increase in profitability with technical solutions.

Ad. A - The possibility of using the ship's full capacity throughout the year was achieved by training it for a dual role: in the tourist season for the transport of passengers, passenger and cargo road vehicles and containerized cargo on longitudinal and transversal railways, and outside of that season for the transport of cargo, road cargo vehicles And, possibly, a limited number of passengers on open and closed seas.

Ad. B – Lowering the cost price of the ship per one passenger bed was achieved in two ways, both of a technical nature:

b) a design concept that results in the minimization of costs for the construction of the ship

b) project concept that results in maximizing the number of passenger beds.

Ad. C – Reduction of exploitation costs to a possible minimum and a significant increase in income was achieved partly by technical and partly by organizational measures.

Claims (5)

1. A convertible ship, which can be transformed by simple procedures from a passenger or passenger-cargo ship to a cargo ship (with or without cargo handling equipment) and again from a cargo ship to a passenger or passenger-cargo ship, with a propulsion system fully adaptable to the specific needs of each of them , and which in the passenger version has a significantly smaller number of crew and a significantly larger part of the space designated for passengers, and a significantly larger number of passenger beds than a conventional passenger ship of the same tonnage, indicated by the fact that its passenger superstructures (1), Fig. 1., intended for the living room and leisure, designed in such a way that as fully equipped sections they can be removably mounted on the deck (4) or dismantled from it, and the installation lines have connections at the ends of the sections of the superstructure (1) which are separated or connected during disassembly or assembly of these superstructure sections (1) from the deck (4). 2. A convertible ship, according to claim 1, characterized by the fact that one or more intermediate decks (14), Fig. 7, are designed in such a way that, if necessary, the mentioned transformations can be dismantled or reassembled with simple procedures, and they are constructed according to one of the known (protected) designs (McGregor or others) or in some other original design. 3. A convertible ship, according to requirements 1. and 2., characterized by the fact that its passenger bedrooms, dining rooms and sanitary facilities are located in large halls on the demountable intermediate decks (14), and all their equipment, as well as installation lines, are made in the manner that they can be mounted, dismantled, packed, transported and stored with simple procedures, so in the passenger ship version they are mounted on it, and in the cargo version they are dismantled and unloaded from it. 4. A convertible ship, according to requirements 1., 2. and 3., characterized by the fact that any cargo handling equipment in the cargo ship version is easily mounted on the ship and dismantled from it, and all in one block, which consists of a complete crane and its stand. 5. Convertible ship, according to requirements 1., 2., 3. and 4., characterized by the fact that in its passenger version, the ship's space intended for the crew is significantly reduced compared to a conventional ship, in favor of space for passengers, which was achieved by automation plant management and other devices, self-service equipment in canteens, the use of vending machines and entertainment, food preparation and the use of various services at the terminals and housing for part of the crew at the terminals.