JP2016534921A - Roll-on / roll-off ferry and multi-lamp wharf - Google Patents

Abstract

Various aspects provide a ferry having a lower deck (310). An inlet (130) in the hull allows access to the lower deck via an inlet ramp (312). The inlet is located above the water line and high enough to eliminate the need for an inlet watertight door. One or more upper decks may be entered and exited via upper deck access ramps that may connect the upper deck to the upper deck entrance. The pier (602) may have a plurality of loading platforms, usually at different heights, configured to align with corresponding inlets on the ferry.

Description

  The present invention generally relates to RoRo ferries.

  A ferry configured to transport a wheeled vehicle has "roll on / roll off" access. Vehicles (eg, passenger cars, trucks, buses, trailers, etc.) may self-propel and enter and exit the ferry via one or more entrances, such a ferry being called a RoRo ferry.

  Large RoRo ferries often have a ship width greater than 15 meters and a draft greater than 4 meters. Psoriasis (the vertical distance from the waterline to the lowest point of the dredging arc where water can enter the hull) may be greater than 3 meters. Large ferries typically have multiple decks, so the vehicle may be loaded on several decks.

  Incorporating multiple decks is a challenge. In order to improve resiliency, the cargo (and the deck on which the cargo is placed) is generally placed as low as possible in accordance with the minimum reserve buoyancy requirements. However, the lower deck located below the lowest point of the hail arc on the hull may be inundated.

  The upper deck may be drained into the sea. A deck that does not drain into the sea (eg, the lower deck) is sometimes called a floodable deck. The lowest point on the hull where water may enter the inflatable deck is sometimes referred to as the downflooding point. The submersible deck and hull may form an internal “bathtub” within the ship, and the floodable volume between the inundation point (enclosed by the hull) and the submersible deck is the submersible “bathtub”. "Can be expressed. The water that enters the bathtub may not be drained if nothing is done, causing various problems. If such a volume is large, the ship may become unstable (eg, capsize) as a result of flooding. To minimize this submersible volume, conventional ferries have a minimum vertical distance between the inundation point and the submersible deck (for example, less than 1.5 meters), which Reduce the maximum amount of water that can be held in and make the ferry unstable.

  Since inundation is often related to ship failure or weather conditions, rules (eg, International Maritime Organization IMO rules) may require different minimum requirements for inundation (eg, minimum height between waterline and inundation point). May be prescribed). Since the inundation point of an upright ship may be different from the inundation point of a tilted ship, some tests (eg, non-damaged resilience tests) will see the inundation point and waterline when the ship is tilted. A minimum distance is required between For example, the IMO resiliency rules require that the inundation point not be lower than the water surface when the ship is tilted 40 degrees and is transporting its design load. Simulation is commonly used to test such capabilities.

  Some prior art ferries have a sealable door that seals the ferry doorway. At the wharf, the door will open and the vehicle will be able to self-propel and roll into or out of the ship (roll on or off). The door is closed and watertight sealed before leaving the pier. A watertight seal must achieve watertightness under normal conditions and in extreme weather. The seal must ensure water tightness during the test (and during simulations including tilt), so it should be well around the doorway so that the inundation point stays above the water level (eg when tilted 40 degrees). Must be sealed over a wide range. Such doors and seals are expensive and cumbersome.

  Some prior art ferries allow access to the lower deck via a movable ramp from the upper deck. Such a device is expensive and cumbersome, especially for large ferries. (For example, after an accident) A damaged movable lamp may stop working and cannot land. In particular, if there are many passenger cars and trucks, the mobile device can pose a danger. Ramps that move between two decks (ie can be arranged to load on either the upper deck or the lower deck) must be loaded sequentially on each deck, which can be an “impediment” during loading. is there.

  The improved ferry allows access to multiple decks without the need for watertight doors or cumbersome internal machinery, meets relevant IMO rules, and provides sufficient cargo loading capacity (and Preferably at least one or both of berthing speed and loading / unloading speed is improved). Preferably, the improved ferry provides increased safety and efficiency, and at least one or both of capital and / or operating costs is lower than existing ferries.

  In various aspects, a ferry is provided having a lower deck, which may be an immersive deck. The ferry may include one or more upper decks above the lower deck. The lower deck entrance in the hull allows access to the lower deck via the lower deck entry ramp. The lower deck entrance may be placed at a sufficiently high position above the water line so that a watertight door is not required for the entrance. In some embodiments, there is no portion at the lower deck entrance that lies below the simulated waterline when tilted by an angle (eg, 40 degrees) that represents a damaged ferry.

  The ferry may include one or more upper decks, each of which may be connected to the upper deck inlet via an upper deck ramp. Some lamps share an entrance and some lamps have their own entrance. The entrance ramps to the upper and lower decks are fixed ramps in some embodiments. Multiple fixed entrance ramps and entrances can allow high speed simultaneous loading (or landing) on the upper and lower decks, improving efficiency. In some cases, a plurality of inlets are disposed at one end of the ferry. The ferry may have entrances at the bow and stern.

  In a preferred embodiment, the ferry includes a lower deck and at least two upper decks. A fixed entrance ramp connects the entrance to each of the decks, and the vehicle may be loaded simultaneously on the lower and upper decks. In some embodiments, the ferry includes forward and stern entrance ramps, one of the forward and stern entrance ramps being used for loading (the other being used for landing). The ferry may have an entry ramp at one end (eg, stern or bow), with several ramps (eg, a first stern ramp and a second stern ramp) leading to a given deck. May contain. A first stern ramp may be used for loading, and a second stern ramp allows (e.g., simultaneous) landing. The first and second stern ramps may be used in parallel (eg, both ramps loaded simultaneously). In one embodiment, the ferry has forward and stern inlets each having a plurality of ramps, each ramp leading to the deck.

  Some embodiments include a wharf having a plurality of loading ramps having proximal ends at different vertical levels (ie, the ends near the ferry berthed to the wharf). Each proximal end may be offset by a vertical distance of at least 0.5 m. Vehicles may be loaded (or unloaded) simultaneously at the entrance at each corresponding height (to the docked ferry). In some cases, the first, second, and third loading ramps have their respective proximal ends at different vertical level positions, and the vehicle has three different levels on the ferry berthed at the wharf. May be loaded (or landed) at the same time.

FIG. 6 is a side view that is a schematic illustration of various aspects of a ferry, according to some embodiments. FIG. 6 is a plan view that is a schematic illustration of various aspects of a ferry, according to some embodiments. FIG. 6 is a schematic diagram of various aspects of at least one or both of a ferry bow and stern, according to some embodiments, showing a tip (or transom) of the ferry 202 and an exemplary lower deck entrance 130. is there. FIG. 6 is a schematic diagram of various aspects of at least one or both of a ferry bow and stern, according to some embodiments, showing a tip (or transom) of the ferry 202 and an exemplary lower deck entrance 130. is there. FIG. 4 is a schematic illustration of various aspects of a ferry bow and / or stern, according to some embodiments, illustrating a tip (or transom) of a ferry 204. FIG. 4 is a schematic illustration of various aspects of a ferry bow and / or stern, according to some embodiments, illustrating a tip (or transom) of a ferry 204. It is a side view which is the schematic of the ferry which concerns on some embodiment. It is a top view which is the schematic of the ferry which concerns on some embodiment. FIG. 2 is a schematic view of a ferry according to some embodiments, and is a rear view of the rear portion of the ferry 300. It is a side view which is the schematic of the ferry which concerns on some embodiment. It is a top view which is the schematic of the ferry which concerns on some embodiment. 2 is a schematic view of a ferry according to some embodiments, and is a rear view of the rear portion of the ferry 400. FIG. It is a perspective view which is the schematic of the ferry which concerns on some embodiment. FIG. 4 is a side view that is a schematic illustration of a wharf configured to work with a ferry, according to some embodiments. FIG. 6 is a plan view that is a schematic illustration of a wharf configured to work with a ferry, according to some embodiments. It is a side view which is the schematic of the ferry which concerns on some embodiment. It is a top view which is the schematic of the ferry which concerns on some embodiment.

  The RoRo ferry may have one or more ramps that allow the vehicle to enter and exit one or more decks, including the immersive deck. The ferry entrance leading to the inflatable deck may be arranged at a higher position above the water line to substantially prevent water from entering the lower deck. In some cases, the ferry has an integral continuous hull and does not have a sealable vehicle door between the inlet and the waterline. A continuous hull that does not have a sealable door may achieve cost reduction and / or improved safety.

  Various members will now be described. Reference numerals representing each member are generally constant between the drawings. For convenience, certain numerals have been omitted in various figures to facilitate description of other members. Any member may be combined with any other member. Any member may be omitted from the combination of other members.

  1A and 1B are schematic views of various aspects of a ferry according to some embodiments. 1A is a side view and FIG. 1B is a plan view. In accordance with common nomenclature, the ferry 100 (and other ferries described herein) includes a hull 101 having a bow 102 and a stern 104. The bow includes a prow 103 and the stern includes a transom 105. The ferry has a port 106, a starboard 107, and a center line 109 from the bow to the stern in the middle of the port and starboard. The ship width 108 between the port and starboard represents the width of the ferry. The ship width 108 may be a width between 10 meters and 45 meters, including a case where the width is between 18 meters and 40 meters. The ship width may be greater than 15 meters, greater than 20 meters, and even greater than 25 meters.

  The ferry has a baseline 110 and a design water line 120 (e.g., the expected water line when the ferry is unloaded, transporting a standard load, or transporting a maximum load). . The draft 115 represents the vertical distance between the base line 110 and the water line 120. In some embodiments, draft 115 includes greater than 4 meters, greater than 4.5 meters, greater than 5.8 meters, and even greater than 7 meters. The draft may be less than 10 meters.

  The ferry may have one or more decks, including a lower deck (eg, an unshown immersive deck). A lower deck entrance 130 located above the lower deck allows the vehicle to enter and exit the lower deck via a lower deck entrance ramp (not shown). The inlet uses herein the portion of the inlet closest to the waterline 120 (eg, the inlet floor), even though the vehicle has an open “area” sufficient to pass the hull. May be indicated. Depending on the size of the ferry (for example, the height of the lower deck above the base line or the number of upper decks above the lower deck, the number of upper decks above), the lower deck entrance 130 is above the water line 120. In some cases, the risk of flooding may be reduced.

  The lower deck entrance 130 is at a height 140 above the water line 120, including at least 50% of the draft 115, preferably at least 60% of the draft 115, and at least 80% of the draft 115. May be arranged. The height 140 may be larger than the draft 115, and includes a case where the height is 20% larger than the draft 115 or 50% larger. The height 140 may be twice that of the draft 115. The lower deck entrance 130 may be arranged at a position at least 2 meters above the water line 120, preferably at least 3 meters above, including a case where it is arranged at a position at least 4 meters above. The lower deck entrance 130 may have a width (FIG. 1B) sufficient for the vehicle to self-propel and enter the ferry and down the lower deck along the lower deck entrance ramp. In some embodiments, the lower deck entrance 130 is wide enough for at least two parallel lanes on which the truck travels. The width of the lower deck entrance 130 may be at least 6 meters and may include the case of a width of at least 8 meters.

  In some embodiments, the ferry described herein (eg, ferry 100) has a sealable doorway (eg, a vehicle doorway) below the height 140 above the water line 120. Absent. Thus, the hull 101 itself does not have an inlet below the height 140 that allows water to flow to the lower deck 310. Because there is no such entrance, this ferry does not require a sealable door that is opened (to allow access to the lower deck) and closed (to prevent ingress of water), and is complicated and costly Is reduced.

  Lower deck entrance 130 may be located at various locations around the hull, including locations proximate to at least one or both of the ferry bow and stern (eg, tip or transom). In the exemplary ferry 100, the lower deck entrance 130 is located within the transom 104. The lower deck entrance 130 may be disposed in the tip 130. Some ferries have only one lower deck entrance and some ferries have several lower deck entrances. A plurality of lower deck entrances may be arranged at one position (for example, stern). In some cases, the stern includes a lower deck entrance (eg, at the transom) and the bow includes another lower deck entrance (eg, at the tip). The various lower deck entrances may be located at at least one or both of the same height 140 position and different height 140 positions.

  2A-2D are schematic views of various aspects of at least one or both of a ferry bow and stern, according to some embodiments. 2A and 2B show the tip (or transom) of the ferry 202 and show an exemplary lower deck entrance 130. 2C and 2D show the tip (or transom) of the ferry 204. For simplicity, each inlet is indicated by the surface closest to the water line.

  2A-2D are exemplary elevational views of the tip or transom as viewed along the centerline 109 (looking at the stern from the front of the bow or looking forward from the rear of the stern). 2A-2D illustrate various configurations of the lower deck entrance compared to (especially) other boarding / unloading points of the ferry.

  As described in more detail with respect to FIGS. 3A-3C, the upper deck inlet 321 may allow access to the upper deck located above the lower deck. The upper deck may be an entrance to a drainable deck that can be drained into the sea, and water that has entered the upper deck entrance 321 may be drained into the sea instead of the lower deck. In some simulations, the upper deck inlet 321 is not in fluid communication with the lower deck, and may fall below the water line 120 without causing flooding.

  The lower deck entrance 130 may be arranged in at least one or both of a state of being arranged in the center (between starboard and port) and a state of being symmetrically arranged in the lateral direction with respect to the center line 109. Thus, no part of the lower deck entrance 130 will descend below the waterline 120 during the expected (simulated) slope condition. FIG. 2A shows an embodiment having a lower deck inlet 130 (in this example) located below the upper deck inlet 321 as indicated by the vertical offset amount 135. FIG. 2C illustrates an embodiment having a lower deck inlet positioned higher than the upper deck inlet by a vertical offset amount 135. The lower deck entrance and the upper deck entrance may be arranged at the same height 140. The vertical offset amount 135 may be between 0.3 m and 3 m, may include a case between 0.5 m and 2 m, and may include a case between 0.75 m and 1.5 m.

  The width of the lower deck entrance 130 may be selected to optimize cargo loading and safety (e.g., as wide as possible to prevent inundation during simulated slopes). According to various specifications (eg the International Maritime Organization IMO), a tilted ship (eg a ship tilted at a 40 degree angle 40) should withstand flooding through various means. The angle 40 may be an angle between 30 and 50 degrees, may include an angle between 35 and 45 degrees, and may include 40 degrees. Some ferries require a minimum buoyancy for damage tolerance (eg, when tilting). 2A and 2B compare the ferry 202 in an upright position and an inclined position, respectively. 2C and 2D compare the ferry 204 in an upright position and an inclined position, respectively. In some embodiments, the ferries described herein are submerged that are located below the waterline when the ferry is tilted by an angle 40 (eg, during a simulation such as FIGS. 2B and 2D). It does not have a point (eg, part of the inlet 130). As shown in FIGS. 2B and 2D, the lowest point of the lower deck entrance 130 is located a distance 210 above the waterline when the ferry is tilted by an angle 40 (eg during simulation). .

  As a width of the lower deck entrance (a width between both sides), a width satisfying various inclination requirements may be selected. The distance 220 between the lower deck entrance 130 and the side of the ferry may be (especially) the ship width 108, height 140, and lower deck entrance 130 desired, combined with one or more simulated tilt angles. May be selected according to the width. The distance 220 may be at least 15% of the vessel width 108, preferably at least 20% of the vessel width 108, and may be at least 25% of the vessel width 108 or at least 30% of the vessel width 108. May be included. In some embodiments (eg, as in FIG. 2D), the lower deck inlet may remain above the water line, even when a portion of the upper deck inlet is located below the water line. Prevent water from entering the lower deck.

  3A-3C are schematic views of a ferry according to some embodiments. 3A is a side view, FIG. 3B is a plan view, and FIG. 3C shows a rear view of the rearmost part of the ferry 300. The ferry 300 includes a lower deck 310 connected to the lower deck inlet 130 by a lower deck inlet ramp 312. In some implementations, the entrance ramp may be movable (eg, to various heights). In some embodiments, it is preferred to use a fixed entrance lamp. Fixed entrance lamps may allow at least one of reduced construction costs, ease of operation, reduced maintenance, and safer implementation than movable lamps. Fixed lamps may generally be more resistant to damage than movable lamps. Movable ramps that require the use of a machine (eg, to raise and lower the ramp) can be damaged in an accident, and such damage can prevent landing. Fixed entrance ramps may facilitate landing, especially when the ferry is damaged, partially sunk, tilted, or tilted.

  The lower deck entrance ramp 312 preferably has a slope that does not exceed 18 degrees from the horizontal, preferably does not exceed 11 degrees, and preferably does not exceed 7 degrees. The lower deck 310 may be disposed near the water line 120. In some cases, the lower deck is located below the water line 120. Some ferries have a minimum preliminary buoyancy requirement that may be met at least in part by placing the lower deck 310 above the waterline and forming a sealable room below the lower deck 310. Have. The lower deck 310 may be disposed at a distance 316 above the water line 120, and the distance 316 is 2 meters to 5 meters, including the case of 2.5 meters to 3.5 meters. The slope and length of the lower deck entrance ramp 312 may be selected depending on the size of the ferry, the height 140, the distance 316, and the desired restrictions (eg, maximum slope) associated with the type of vehicle using the ramp. In some embodiments, the lower deck inlet 130 may be positioned at a height 140 above the waterline 120, selected for a lower deck distance 316 above the waterline ( For example, the height 140 includes a case where the height is greater than the distance between the lower deck and the water line 120 and is greater than twice the distance or a height greater than three times the distance. The vertical distance from the lower deck 310 to the lower deck entrance 130 (height 140-distance 316) may be longer than 1.5 meters, longer than 2.5 meters, and 3.5 meters In some embodiments, the vertical distance from the lower deck 310 to the lower deck inlet 130 is from the lower deck 310 to the baseline 110. Vertical distance to When the distance is longer than 25% of (distance 316 + draft 115) and longer than 50% of the vertical distance, when the distance is longer than 75% of the vertical distance, or 100% of the vertical distance Longer distances and longer than 125% of its vertical distance, In a preferred embodiment, draft 115 may be between 4 meters and 11 meters, and distance 316 is between 2 meters and It may be 4 meters and the lower deck entrance 130 is located at least 2 meters above the lower deck, preferably at least 3 meters above.

  The ferry may include one or more upper decks disposed above the lower deck. The upper deck may be a deck that does not have infiltration, and may be a drainable deck that allows water to flow into the sea by gravity. The exemplary ferry 300 includes a first upper deck 320 and a second upper deck 330. Upper deck 320 is connected to upper deck inlet 321 (located in the stern in this example) by upper deck ramp 322. Upper deck 330 is connected to upper deck inlet 321 by an upper deck ramp 332 (in this example). The upper deck entrance ramp need not be inclined (eg, the upper deck entrance is located at substantially the same level as the respective upper deck). The upper deck entrance ramp may be inclined downward from each upper deck to each upper deck entrance. In some embodiments, the first upper deck and the second upper deck may use the same upper deck entrance. In some cases, the various upper decks use different entrances. The upper deck entrance ramp may be movable. The entrance lamp is preferably a fixed lamp.

  The distances 326 and 336 between the decks may be selected depending on the planned vehicle height. In the exemplary embodiment, each of the distances 326 and 326 may be a sufficient distance for trucks and trailers, and thus a free height of at least 4.4 meters between one deck floor and the upper ceiling. May be formed. In some cases, the free height above the deck (eg, upper deck) may be large enough to accommodate a lightweight vehicle (3 meters or less). The deck may be coupled to one or more optional access ramps 314. The access ramp may have a size (eg width, length, position, slope) that allows the vehicle on the lower deck to ascend to the upper deck, facilitating smooth traffic in the ferry As shown in FIG. As shown in FIG. 3B, the access lamp 314 may be located on the side of the ferry.

  The ferry may include a plurality of inlets and inlet ramps that may all be located at one end (eg, bow or stern). As shown in FIG. 3B, in the ferry 300, the upper deck 320 may enter and exit via two upper deck inlet ramps 322, each connected to a separate upper deck inlet 321. Similarly, the upper deck 330 may enter and exit via two upper deck inlet ramps 332 each connected to a separate upper deck inlet 321. An entrance (eg, port entrance or starboard entrance) may allow access to two or more upper decks. In one configuration, the lower deck inlet 130 is centrally located, the upper deck inlet 321 is located on both sides, and each upper deck inlet 321 allows access to the upper deck ramp 322 and the upper deck ramp 332. In some cases, the port entrance allows access to one upper deck, and the starboard entrance allows access to another upper deck. The upper deck entrance may be located at the same height as the lower deck entrance. The upper deck entrance may be located at a height different from the height of the lower deck entrance, as indicated by the vertical offset amount 135. The waterproof barrier 142 can prevent water from flowing on the lower deck 310 (eg, from the upper deck lamp 322).

  The ferry may include a propulsion system 342 that may include a reciprocating engine, turbine, or the like configured to generate propulsion on the ferry (eg, by a propeller, water jet, etc.). In some embodiments, a propulsion system (eg, a water jet or a pod type propeller 344 as shown in FIG. 3A) may be configured to generate a lateral propulsion. The ferry may have a plurality of coaxial propellers (eg rotating in opposite directions). Significant lateral thrust (eg at the stern) may reduce the turning radius of the ferry, allowing the ferry to “turn around” quickly (for example) to return to the wharf. A ferry with an on-road / off-road ramp at one end (eg stern) and a propulsion system that allows high-speed direction changes and sails quickly to the destination. And it may be possible to return to the wharf for landing. In some applications, such a configuration may reduce the need for bow and stern loading inlets, simplify the configuration, and provide a sufficiently fast turnaround time at the port. In some embodiments, the ferry includes a centrally located large axial drive propeller and pod-type propellers on both sides.

  A ramp and associated inlet may be used for loading and / or landing. In some cases, a ramp and associated inlet may be used for both stacking and landing. Some ferries include a turn zone 334 that may allow the vehicle to turn (eg, without back), thereby allowing the same entrance to be used for boarding and disembarking. . The diameter of the turning zone 334 may be larger than 12 m, including the case where it is larger than 14 m.

  4A-4C are schematic views of a ferry according to some embodiments. 4A shows a side view, FIG. 4B shows a plan view, and FIG. 4C shows a rear view of the rearmost part of the ferry 400. The ferry 400 includes a propulsion system 342 that is driven by natural gas (eg, methane, ethane, etc.). Preferably, natural gas may be supplied and stored as liquefied natural gas (LNG). The ferry 400 includes an LNG engine 410 configured to drive at least one or both of one or more propellers and one or more water jets. The LNG refueling station 420 may be connected to the deck (in this case, the upper deck 320) by a refueling ramp to accommodate LNG tanks delivered on a trailer (eg, by truck). The LNG refueling station 420 may include a removable LNG refueling connection 430 that is removably coupled to the LNG trailer and capable of transporting LNG from the trailer to the engine 410. An LNG vent mast 450 may allow excess LNG to be drained (eg, during storage).

  The LNG refueling ramp may rise in a direction that moves from the deck toward the LNG refueling station 420. In the preferred embodiment, the truck and LNG trailer will self-propel and board the ferry 400 via the entrance ramp, then back and ascend to the LNG refueling station 420 via the LNG refueling ramp 440. The LNG trailer can be removed from the truck and the truck can be disembarked from the ferry. Such a configuration may allow for an efficient “replacement” between an empty LNG trailer and a full LNG trailer, and may eliminate the need for an on-board (eg, internal) LNG storage tank. The refueling station 420 may have a plurality of walls 422. The wall 422 may be configured (eg, by a strap or chain) to stabilize the LNG trailer, particularly against at least one or both of tilt and sudden stop. The wall 422 may have at least one or both of an explosion-proof function and a fire-proof function (e.g., allow gas to escape from the ferry 400 in the event of a fire or explosion), thereby comparing to an internal LNG tank housed in a container. Can improve safety.

  The method of replacing the LNG fuel tank is to supply a full LNG tank on the trailer, to use the fuel in the tank, to reattach the truck to the empty LNG tank and to remove the empty LNG tank. Replacing an empty LNG tank with a full LNG tank.

  FIG. 5 is a schematic diagram of a ferry according to some embodiments. FIG. 5 shows a perspective view. The ferry 500 includes a lower deck 310 (not shown), an upper deck 320, and a second upper deck 330. The upper deck enters and exits via port and starboard upper deck entrance ramps 322 and 332 to the port and starboard upper deck entrance 321. The lower deck 310 enters and exits from the lower deck entrance 130 via the lower deck entrance ramp 312. The upper deck entrance 321 is arranged at a position shifted from the lower deck entrance 130 by a vertical offset amount 135. The LNG refueling station 420 (not shown) includes an LNG refueling lamp 440 and a ventilation mast 450.

  6A and 6B are schematic views of a wharf configured to work with a ferry, according to some embodiments. 6A shows a side view and FIG. 6B shows a plan view. To facilitate loading and landing, the wharf may be configured to be integrated with at least one or both of the various ferries and other ferries described herein. Wharf 602 may include a loading ramp that can be configured to mate with a corresponding entrance on a ferry (eg, ferry 600). Wharf 602 may include a first loading ramp 610 configured to convey the vehicle to the lower deck entrance and a second loading ramp 620 configured to convey the vehicle to the upper deck entrance. The loading ramps 610 and 620 may be configurable to be adjusted to their respective vertical offsets 135 (FIG. 3) between the inlets. The loading ramp 610 and loading ramp 620 may be at the same level (for example, at the level of the pier 602 road) at each distal end (relative to the ferry) or at different levels. An exemplary wharf may have one or more loading ramps 610 and one or more loading ramps 620. The proximal end (relative to the ferry) of each loading ramp may be located at a different level (eg, displaced vertically relative to each other by a vertical offset amount 135 (FIG. 3)). In one embodiment, each loading ramp is a fixed ramp with each distal end at the level of the road and each proximal end displaced by a vertical offset amount 135 (close to the ferry), and in some cases Each lamp can be adjusted to a different level. In some implementations, the wharf 602 includes two loading ramps leading to one deck entrance and one loading ramp leading to another deck entrance.

  The wharf for loading and unloading vehicles on a ferry berthed at the wharf may have first and second loading ramps (and optionally additional loading ramps). The first loading ramp has a proximal end (611) configured to substantially align with the ferry entrance (i.e., within an error that allows the vehicle to travel between the ferry and the loading ramp). You may have. The proximal end of the first loading ramp may be located at a first height (eg, at least 3 meters above the water below the wharf), preferably at least 4 meters high. Or preferably at least 6 meters high. The second loading ramp is, in some embodiments, a proximal end that may be substantially adjacent or laterally displaced relative to the proximal end (611) of the first loading ramp. (621) may be included. Usually, the vehicle may use the first loading ramp and the second loading ramp simultaneously. The proximal end of the first loading ramp and the proximal end of the second loading ramp may be offset from each other in the vertical direction by a vertical offset amount (135) (FIGS. 2a-2d). ) Is at least 0.5 meters, preferably at least 1 meter, preferably at least 1.5 meters, preferably at least 2 meters, preferably at least 3 meters. The wharf may have a third loading ramp (or more loading ramps). The third loading ramp is configured to place a vehicle on the ferry that may be vertically offset from at least one of the proximal ends of the first and second loading ramps by a vertical offset amount (135). The vertical offset amount (135) is at least 0.5 meters, preferably at least 1 meter, preferably at least 1.5 meters. In this case, the proximal end of the third loading ramp is adjacent to at least one of the proximal ends of the first and second loading ramps. The proximal ends of the first and second loading ramps may be offset by a first vertical offset amount (135), and the proximal ends of the second and third loading ramps may be offset by a second vertical offset amount ( 135). The values of the first and second vertical offset amounts may be within 5% of each other. The value of the first vertical offset and the value of the second vertical offset amount may differ from each other by a value greater than 0.5 meters, preferably greater than 1 meter, preferably greater than 2 meters. .

  As shown in FIG. 6B, the vehicle may enter and exit the various decks simultaneously. In the exemplary wharf 602, the deck that each traffic lane leads to is shown to the left of each loading ramp. In one configuration, each vehicle may enter and exit three different decks simultaneously. In some cases, the boarding vehicle will board the ferry via a first entrance (eg, top deck ramp 620 and associated upper deck entrance 321), while the vehicle to disembark will receive a second entrance (eg, other Unloading via the bottom loading ramp 620) via the upper deck entrance 321. The turn zone can allow loading and unloading without back and may allow one side of a ramp (eg, lower deck entrance ramp 312) to be used for loading and the other side to be used for landing. . The ferry 600 shows another position of the access lamp 314 (in this case, a position near the midpoint of the ferry 600).

  7A and 7B are schematic diagrams of ferries according to some embodiments. FIG. 7A shows a side view and FIG. 7B shows a plan view. The exemplary ferry 700 includes a lower deck 310 and an upper deck 330. Each deck may enter and exit through the bow entrance and the bow entrance. The stern lower deck ramp 312 connects the stern lower deck entrance 130 to the lower deck 310, and the front lower deck ramp 312 connects the front lower deck entrance 130 to the lower deck 310. The stern upper deck ramp 332 connects the stern upper deck entrance 312 to the upper deck 330, and the front upper deck ramp 332 connects the front upper deck entrance 321 to the upper deck 330.

  The forward and stern inlets may allow substantially one-way traffic as schematically indicated by the black arrows in FIG. 7B. Each vehicle may enter through one entrance and exit through the other entrance.

  In some embodiments, the forward entrance may be higher than the corresponding stern entrance, which may improve wave resistance against waves approaching when passing. In the exemplary ferry 700, the front lower deck entrance 130 is above the water line and higher than the stern lower deck entrance 130. The tip may have a shape that keeps the approaching waves away from the front lower deck entrance 130. In the exemplary ferry 700, the lower deck inlet 130 is located below the upper deck inlet 321 at the stern, and the lower deck inlet 130 is located above the upper deck inlet 321 at the bow.

  The above description is illustrative and not restrictive. Many variations of the invention will become apparent to those skilled in the art upon review of this disclosure. The scope of the invention should, therefore, be determined not with reference to the above description, but instead should be determined with reference to the appended claims along with their full scope of equivalents.

Claims (25)

A hull (101) having a bow (102) including a bow (103) and a stern (104) including a transom (105), including a port (106), a starboard (107), the port and the starboard , The base line (110), the design water line (120), and the draft (115) between the base line and the design water line. A hull (101) greater than .5 meters, preferably greater than 5.8 meters;
A lower deck (310) of the hull;
A lower deck entrance (130) in the hull, disposed at a height (140) above the design waterline, wherein the height (140) is at least 3 meters, preferably at least 4 meters; A lower deck entrance (130), preferably at least 6 meters and greater than 50%, preferably greater than 80% of the draft;
Preferably, it is a fixed ramp, and has a slope of 18 degrees or less, preferably 11 degrees or less, more preferably 7 degrees or less from the horizontal direction, and a lower deck entrance ramp (312) for connecting the lower deck entrance to the lower deck. Ferry (100, 202, 204, 300, 400, 500, 600, 700).   The ferry according to claim 1, wherein the hull does not have a sealable doorway for vehicles to enter and exit, which is located between the lower deck entrance and the design water line.   The ferry according to claim 1 or 2, wherein the height above the design water line is greater than 100% of the draft, preferably greater than 150%, preferably greater than 200%. The ship width is greater than 15 meters, preferably 18 meters, preferably less than 45 meters, preferably less than 40 meters,
The lower deck entrance is located at or above the simulated waterline determined during the simulation when the ferry is loaded with design loads and rolls at an inclination angle (40) The ferry according to any one of claims 1 to 3, wherein the tilt angle is between 30 and 50 degrees, preferably between 35 and 45 degrees, preferably 40 degrees. .   Any part of the lower deck entrance is a distance from port and starboard that is 15% of the ship width, preferably 20% of the ship width, preferably 25% of the ship width, preferably 30% of the ship width. 5. A ferry as claimed in any one of claims 1 to 4 which is not located within.   The ferry according to any one of claims 1 to 5, wherein the lower deck entrance is disposed on at least one of the tip and the transom. Preferably a drainable deck, at least one first upper deck (320) positioned at least 4.4 meters above the lower deck;
A first upper deck entrance (321) in the hull;
The first upper deck entrance ramp (322), which is preferably a fixed ramp and connects the first upper deck entrance to the upper deck, further comprising: ferry.   8. The ferry of claim 7, wherein at least one inlet is disposed at the tip and at least another inlet is disposed at the transom.   The ferry according to claim 8, wherein the tip entrance is located above the water line and higher than the transom entrance. A second upper deck entrance (321) in the hull;
The ferry of any one of claims 7 to 9, further comprising a second upper deck entrance ramp (322) connecting the second upper deck entrance to the first upper deck.   The ferry according to claim 10, wherein the first upper deck entrance is located on the port side of the lower deck entrance, and the second upper deck entrance is located on the starboard side of the lower deck entrance.   12. The lower deck inlet according to any one of claims 7 to 11, wherein the lower deck inlet is separated from at least one upper deck inlet by a vertical offset amount (135) of at least 0.5m, preferably 1m, preferably 1.5m. The ferry described in the section.   The ferry of claim 12, wherein the lower deck entrance is at a lower position than the upper deck entrance. Preferably a drainable deck, a second upper deck disposed at least 4.4 m above the first upper deck,
14. A second ramp upper ramp (332), preferably a fixed ramp, further connecting the second upper deck to the first upper deck inlet in the hull. The ferry according to any one of the above.   15. A ferry as claimed in any one of claims 7 to 14, preferably a fixed ramp, further comprising an access ramp (314) connecting the lower deck to at least one upper deck.   On the at least one deck, it further comprises a turning zone (334) having a diameter greater than 12m, preferably greater than 14m, said turning zone preferably being used for the vehicle to enter and 16. A ferry as claimed in any one of the preceding claims, configured to allow use of an entrance to disembark. An engine (410) driven by natural gas;
A refueling station (420) configured to contain a liquefied natural gas (LNG) fuel tank on a trailer and to convey LNG from the fuel tank to the engine;
A removable LNG refueling connection (430) configured to connect the fuel tank to the refueling station;
A ferry as claimed in any one of the preceding claims, further comprising a refueling ramp (440) connecting the refueling station to at least one deck.   The ferry of claim 17, wherein the refueling ramp rises from the deck toward the refueling station as it moves toward the entrance to the deck. A first loading ramp (610) configured to transport a vehicle to the lower deck entrance of the ferry according to any one of claims 7 to 18;
19. A second loading, configured to convey a vehicle to the upper deck entrance of the ferry according to any one of claims 7 to 18, preferably arranged adjacent to the first loading ramp. A bun with a lamp (620).   A third loading ramp (620) configured to convey the vehicle to the second upper deck entry ramp of the ferry according to any one of claims 10 to 17, preferably, The third loading lamp is disposed adjacent to the first loading lamp, and preferably the second and third loading lamps are disposed on opposite sides of the first loading lamp. 19. Wharf according to 19. A wharf (602) for loading and unloading vehicles on a ferry docked at the wharf,
A first loading ramp (610) having a proximal end (611) at a first height that is at least 3 meters, preferably at least 4 meters, preferably at least 6 meters above the water level below said pier; ,
A second loading ramp having a proximal end (621) disposed substantially adjacent to said proximal end (611) of said first loading ramp, whereby a vehicle is said first loading ramp; And a second loading lamp (620) that may use the second loading lamp at the same time,
The vertical offset of the proximal end of the first loading ramp and the proximal end of the second loading ramp is at least 0.5 m, preferably at least 1 m, preferably at least 1.5 m, preferably at least 2 m A wharf that is offset from each other vertically by an amount (135)   Offset vertically from at least one of the proximal ends of the first and second loading ramps by a vertical offset amount (135) that is at least 0.5 m, preferably at least 1 m, preferably at least 1.5 m. And a third loading ramp (620) having a proximal end, wherein the proximal end of the third loading ramp is preferably the same as the proximal end of the first and second loading ramps. 24. The wharf of claim 21 adjacent to at least one.   The proximal end of the first loading ramp and the proximal end of the second loading ramp are offset by the first vertical offset amount (135), and the proximal end of the second loading ramp is 23. The wharf of claim 22, wherein an end and the proximal end of the third loading ramp are offset by the second vertical offset amount (135).   24. The wharf of claim 23, wherein the value of the first vertical offset amount and the value of the second vertical offset amount are within 5% of each other.   The value of the first vertical offset amount and the value of the second vertical offset amount differ from each other by a value greater than 0.5 m, preferably a value greater than 1 m, preferably a value greater than 2 m. The wharf according to 23.

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