US2426345A - Camel - Google Patents

Description

Au 26, 1947. c. D. DOSKER 2,426,345

CAMEL Filed Nov. 26, 1945 s Sheets-Sheet 1 14W 7 Cornelius D Dds/Eer- Aug-26,1947 c. D. DOSKER 2,426,345

' GAMEL Filed Nov. 26, 1945 3 Sheets-Sheet 2 is. v

Cornelius Dos/(e1? Aug. 26,- 1947,

c. b. DOSKERV CAMEL- 3 Sheets-Sheet 3 Filed Nov. 26, 1945- 66 D 3mm 54 cornea; DDosker 56 Patented Aug. 26, 1947 CAMEL Cornelius D. Dosker, Louisville, Ky., assignor to Gamble Brothers, Louisville, Ky., a corporation of Kentucky Application November 26, 1945, Serial No. 630,827

20 Claims.

This invention relates to buffer assemblies or so-called camels which are floated in the water adjacent a ship when lying adjacent another ship or a wharf, or between two ships in motion as at sea when refueling to protect the hulls of the ships against damage.

The problem of preventing damage to the hulls of large ships when refueling at sea from another ship has been a particularly difiicult problem because of the difficulty in maneuvering the ships, the necessity for keeping them underway, and the motion of the sea which is always unpredictable. Considerable damage has been caused under such circumstances because of the lack of a suitable buffer or camel to prevent collisions between the ships. Structures hitherto proposed have proven unsatisfactory, particularly as regards their inability to resist the tremendous pressures developed, and other undesirable characteristics. The problem of a suitable buffer for use in docking ships, between ships at rest and between docks and ships has been almost as great a problem. For instance in this type of work a type of flat camel has been tried. The sides of this camel have tended to become caught under the adjacent ships and the camels upended with a resultant loss of buffering action and damage to the ships.

It is an object of this invention to rovide a relatively light et tremendously strong camel, capable of withstanding the pressures developed between ships at sea or between a ship and a wharf, the camel being characterized by its ability to be deformed and absorb the developed pressures gradually and subsequently return to its original shape to again predetermine the positions of the ships.

Still a further object of my invention is the provision of a camel of tremendous strength and sufficient resiliency in all directions as to permit its compression, racking, and distortion in all directions, the entire assembly being relatively light and easy to handle.

Other objects and advantages will appear from the following description wherein:

Fig. l is a perspective of a camel embodying the present invention.

Fig. 2 is a plan of the camel of Fig. 1 less all but two side strakes to illustrate the manner of installation of the flotation chambers and the hardware.

Fig. 3 is a side elevation of the camel of Fig. 1 less the flotation chambers and hardware.

Fig. 4 is a section taken through the camel of Fig. 1 on a plane adjacent the fourth frame.

Fig. 5 is a perspective of a flotation chamber.

Fig. 6 is a partial section of a modified form of my invention taken on a transverse plane adjacent a frame to which a hoisting clip is secured and wherein a different type of flotation means is employed.

Fig. 7 is an elevation of the hoisting clip in its secured position.

Fig. 8 is a perspective of the float clip.

Fig. 9 is a side elevation of the camel of Fig. 6 omitting the float elements and hardware.

Fig. 10 is an elevation of the tow bar.

Fig. 11 is a perspective of a form of keel strap of Fig. 9.

Fig. 12 is a diagrammatic elevation of a modified construction wherein a frame is assembled within a frame with the slots of the frames in line.

Fig. 13 illustrates a method of securing the inner frame within the outer frame.

Fig. 14 is a view of the same type as that of Fig. 12 of a further modification in whichthe slots of the inner and outer frames are offset Fig. 15 is a partial section showing the manner in which the inner and outer frames may be staggered.

Fig. 16 is a side elevation of a portion of a camel illustrating a combined prow and towing assembly.

Fig. 17 is an end elevation of the camel of Fig. 16, rotated through an angle of 45 to position the slot at the top.

Referring to Fig. 1, the camel there shown as embodying the present invention is formed of a plurality of individual annuli or frames II, a sector of the frames being omitted as shown at l2 to provide a frame that can be compressed to the extent of the removed sector. To provide the necessary resiliency and spring-like action that is required, each frame is formed of a series of concentric annuli Ila (Fig. 1), each annulus being preformed to size and interfitted with the adjacent annuli, the whole being secured together by a suitable adhesive such as phenolic type synthetic resin adhesive, the resultant annulus being subjected to heat and pressure until the resin is completely cured. Preferably the frames are formed of complete annuli, the sector I2 being subsequently sawed therefrom. In determining the angle at which the sectors are sawed to form slot I 2', the angle selected is such that when the frame is fully compressed, the opposing faces of the slot will enter into flush engagement.

The construction of the frames of a number of separate rings rather than a solid structure has been found advantageous in that each ring acts as an individual beam in opening or closing. When once closed, the entire frame acts as a single beam. The number of rings used to make the frame can be varied to make the strength and resiliency suitable for the intended purpose. Any wood suitable for marine use such as white oak, Douglas fir, or yellow pine may be employed.

Frames II are secured together in predetermined spaced longitudinal relation by a series of longitudinally extending strakes l3, each frame being positioned so that the faces of all the slots will lie in the same longitudinal planes thereby forming a longitudinal slot Id at the top of the camel.

The strakes are secured to the frames by any suitable means such as bolts at their points of contact. It will be noted in Figs. 1 and 4 that more strakes per unit area are secured at the sides of the camel than at the top and bottom. This is desired first to provide more contact surface for the adjacent ship hulls at the sides where the contact normally occurs, and, second, to provide an intentional relative weakness along other faces of the camel to permit distortion and racking. The strakes may be laminated or formed of solid timbers of suitable strength.

In using the camel, it is desirable that its buoyancy be predetermined. To accomplish this and, at the same time, make it possible to vary the buoyancy as the need arises, I may provide a series of flotation chambers l5 (Fig. 5). Chambers l5 are preferably formed of plywood from A to 1" thick or any other suitable material, the chamber being formed with two arcuate shaped sides l6, two ends ll, an outer side l8 and an inner side IS, a pair of battens 2| being secured to the inner side IS. The completed chamber I5 is of a shape and size to fit between two adjacent frames H, the outer surface being adjacent the side strakes and held in place by securing the ends of the battens 2| to the inner surfaces of the adjacent frames. Or the compartments may be secured in angle members 22 as shown in Fig. 4. Preferably the compartments are fitted so as to permit a limited degree of free movement to permit their moving in accordance with the rocking and distortion of the assembly, thereby preventing crushing of the compartments.

It will be noted that the number and position of the compartments can be readily changed to change the buoyancy of the assembly. It is preferred that the compartments be arranged horizontally opposite one another as shown in Figs. 1 and 4 to maintain slot M in the uppermost position. To further insure the camel remaining upright, an I-beam 23 or other suitable mass may be secured on the bottom as shown in Fig. 4.

To facilitate handling of the camel and placing it in position, a plurality of hoisting eyes 25 are secured to the assembly by suitable straps 26 about selected frames as shown in Figs. 1 and 2. With such eyes, the camel can be hoisted and lowered into the water by life-boat davits or other hoisting means.

To secure the camel to a ship or wharf, towing eyes 21 are secured to the ends of straps 28 extending into the assembly and secured to a plurality of frames as shown in Fig. 2.

In operation, as for instance between two ships underway at sea, the camel is lowered into the water between the ships, usually a number of camels being used in line, and secured. Being substantially cylindrical, the camel roll with the motion of the ships, contact being made through the strakes at the side of the camel. The slot in the top of the camel permits the frames to act as shock-absorbing means in planes transverse of the camel axis, a spring-like action being developed which gradually absorbs and releases the varying pressures applied through the strakes, and permits racking or longitudinal deformation of the entire assembly in conformance with relative movements of the ships.

The size of the camel, i. e., the number of frames and strakes and the dimensions thereof may be varied to suit the use. In the example illustrated, the frames have an inside diameter of 5, an outside diameter of '7', a thickness of 5 and a slot width of 12" measured on an outside chord.

Figs. 6-11, incl, illustrate a further embodiment of my invention wherein frames and strakes similar to those of Fig. 1 are employed, a different type of flotation means being used. Referring to Fig. 6, in lieu of the flotation chambers of Fig. 1, a series of float beams 29, formed of solid or laminated wooden timbers, are secured to the inner surfaces of the frames by bolts 3| in the manner shown. The frames are countersunk on their outer surfaces to receive float clips 32 (Fig. 8) which distribute the strain imposed, by the bolt head. A float strap 33, formed as a series of connecting chords, each chord adapted to face a float beam, is provided at the inner faces of the float beams, thus securin the beams to the frames. The number and position of the float beams may be varied as desired to vary the buoyancy of the camel. In any case, it is preferred that the float beams be symmetrical to maintain the slot at the top of the assembly.

To further assist in maintaining the camel upright in the water, a keel may be provided in the form of a pair of channel irons 34, slightly offset on each side of the bottom center and arranged to receive strakes, the combination being secured by bolts 35. In lieu of the channel irons, the keel strakes may be secured by keel straps 36 (Fig. 11) which have a U-shaped portion 31 of a size to embrace a strake and two extending threaded rods 38 adopted to be bolted to the keel member.

To facilitate hoisting and lowering of the camel, hoisting clips 39 of the type shown in Fig. 7 are secured to spaced strakes on the bottom between the keel assemblies. The clips are made in identical halves 4| with top flanges 42 and bottom flanges 43 secured together by bolt 44, the inner faces of the clip being shaped to conform to the strake. An eye bolt 45 is secured to the top flange.

The manner of securing the strakes and frames together is shown in Fig. 9. Each of the frames adjacent the camel ends and its top and bottom are secured to all the strakes. However, in the central portion, an alternate arrangement is secured by securing a frame I Ia to strakes I3a, I30, and |3e but not to alternate strakes I3?) and I311. The next frame llb is secured to the alternate strakes I31) and |3d and so on. This arrangement has been found to make the camel more resilient and shock-absorbing in its longitudinal deformation. It also saves weight in bolts and the weakening effect of the bolt holes.

To insure an adequate towing connection, a pair of towing bars 46, equal in length to the assembly, are secured to the frames on their inner surface just above the float beams. Each bar has an eye 41 welded or otherwise secured thereto at its ends for connection .to a towing 1 cable. As each of the frames is connected to the towing bars, the entire assembly can be moved through the water without any undue strain other than that for which the camel is intended.

Fig. 12 is a diagrammatic showing of a modified frame wherein a ring 48 is placed within the ring II, the ring slots 12 and 49 being placed in alignment. The inner ring may be secured to the outer ring by an arrangement such as that shown in Fig. 13 wherein the frame H is countersunk to receive the bolt 50 holding the strake l3. Side plates 5| are secured to each side of frame H by bolt 52, the plates extending beyond the frame to form a channel to receive the inner ring 48. Rings 48 are laminated of individual rings 48a in the same manner as frames II. This construction of a ring within a ring greatly increases the strength of the camel while retaining its resiliency.

I have found that the strength of this combination can be further increased by offsetting the slots in the outer and inner rings. For instance in Fig. 14 where an offset of 180 is shown, a 54% increase in load has been required toclose the rings as compared to the assembly of Fig. 12. It is believed that this increase in strength is due to the relatively Wider distribution of the applied load. For example, a simple supported beam with a concentrated load has half the strength of the same beam with uniform loading. Before slippage occurs between the rings of Fig. 14, the concentrated load is distributed through more of the mass, thus reducing the unit stress. When the load becomes great enough to overcome friction, it approaches concentration, but as slippage occurs, the load will be spread again as binding of the inner and outer rings developes with increased load. This process recurs with each successive slippage of the ring. The degree of angular offset can be varied from 0 to 180 to secure the desired action characteristics.

In Fig. 15, I have shown a modified arrangement of the inner and outer rings wherein the rings are spaced longitudinally to form a transversely sta gered formation.

In use between ships under way, a false prow may be provided at the front of the camel to reduce resistance. Or an arrangement as shown in Figs. 16 and 1'7 may be used. A number of the strakes (four in the illustration) are extended beyond the end of the camel as at 53 and bent toward the center at 54, the ends of the strakes being secured by an X-shaped strap 55, bolted thereto at 56 and provided with an eye bolt 51 to permit its use for towing.

Before use, the camel elements may be impregnated or coated to protect the elements against corrosion and marine life.

Having described my invention, I claim:

1. A camel adapted for use as a buffer between ships underway or similar situations, comprising: a substantially cylindrical assembly includin a series of resilient annular frames spaced along the longitudinal axis of the assembly, sectors of the frames being omitted to permit the frames to be compressed and to expand; and strakes secured to the frames and extending longitudinally of the assembly to permit torsion of the assembly while maintaining the frames in their approximate predetermined relative positions.

2. The camel of claim 1 wherein a series of flotation chambers are secured between the frames and strakes, the position of such chambers being selectively variable to predetermine the buoyancy of the camel.

3. The camel of claim 1 wherein the planes of the faces of the omitted sectors are such that when the frames are compressed, the faces are in uniform contact throughout their surfaces.

4. The camel of claim 1 wherein the corresponding faces of the omitted sectors of all the frames lie in the same planes to define a longitudinally extending slot when the frames are open, and means is provided to maintain the slot at the upper part of the camel when floating in the water.

5. The camel of claim 1 wherein alternate frames are connected to alternate strakes to permit greater resilient deformation of the assembly.

6. The camel of claim 1 wherein the number of strakes per unit area are increased adjacent the points of contact of the ships and the camel.

7. The camel of claim 1 wherein a series of flotation chambers are secured between the frames and strakes, the chambers being formed as individual wooden compartments and shaped to conform to the outline of the assembly to be contained therein.

8. The camel of claim 1 including a series of flotation beams secured to the inside of the frames and extending longitudinally of the assembly, the positions of the beams being variable to predetermine the lbuoyancy of the camel.

9. The camel of claim 1 including a plurality of beams secured to the inner faces of the frames and projecting beyond an end of the camel, the projecting ends of the beams being formed in a manner to bring the projecting ends closely adjacent one another to form an end for the camel; and means to secure projecting ends of the beams together.

10. The camel of claim 1 including a plurality of longitudinal beams secured to a plurality of frames and projecting beyond an end of the camel, the projecting ends of the beams being formed in a manner to bring the projecting ends closely adjacent one another and form an end for the camel; and means to secure the projecting ends of the beams together and provide a connection for a tow line.

11. A camel adapted for use as a buffer between ships underway or similar situations, comprising: a substantially cylindrical assembly including a series of resilient annular frames of laminated wood spaced along the longitudinal axis of the assembly, sectors of the frames between the same substantially radial planes being omitted to permit predetermined limited compression and expansion of the frames and to define a longitudinal slot in the assembly; and strakes secured to the frames at their peripheries and extending longitudinally of the assembly to permit to-rsion of the assembly while maintaining the frames in their approximate predetermined relative positions.

12. The camel of claim 11 wherein a series of flotation chambers are secured to the assembly in a manner to maintain the slot formed by the omitted sectors of the frames at the top of the assembly, the chambers being loosely secured in the assembly to prevent their being crushed by the deformation of the assembly.

13. A camel adapted for use as a buffer between ships underway or similar situations, comprising: a substantially cylindrical assembly including a series of resilient annular frames of laminated wood spaced along th longitudinal axis of the assembly, sectors of the frames being omitted to permit the frames to be compressed and to expand; and strakes secured to the frames at their peripheries and extending longitudinally of the assembly to permit torsion of the assembly while maintaining the frames in their approximate predetermined relative positions.

14. The camel of claim 13 wherein the frames are formed of a plurality of separate preformed annuli, arranged in concentric fitted relation and secured by an adhesive cured under heat and pressure.

15. A camel adapted for use as a buffer between ships underway or similar situations, comprising: a substantially cylindrical assembly including a series of resilient annular frames spaced along the longitudinal axis of the assembly; a second series of resilient annular frames Within the first series of frames and substantially concentric therewith, sectors of all the frames being omitted to permit their expansion and contraction; and means to maintain the frames in their approximate predetermined relative positions.

16. The camel of claim 15 wherein the faces of the omitted sectors of all frames are positioned in substantially the same longitudinal planes to define a longitudinal slot at the periphery of the assembly.

1'7. The camel of claim 15 wherein the faces of the omitted sectors of the outer series of frames are positioned in substantially the same longitudinal planes to define a longitudinal slot at the periphery of the assembly, and the faces of the omitted sectors of the inner series of frames are positioned in the same longitudinal planes but angularly offset from the first planes to define an inner longitudinal slot angularly offset from the first slot.

18. The camel of claim 15 wherein the faces of the omitted sectors of the outer series of frames are positioned in substantially the same longitudinal planes to define a longitudinal slot at the periphery of the assembly, and the faces of the omitted sectors of the inner series of frames are positioned in the same longitudinal planes but angularly offset from the first planes to define an inner longitudinal slot offset approximately 180 from the first slot.

19. The camel of claim 15 wherein the individual frames are formed of a series of wooden preformed annuli, fitted concentrically with adjacent annuli, and secured together by an adhesive under heat and pressure.

20. The camel of claim 15 wherein the inner frames are longitudinally offset relative to the outer frames.

CORNELIUS D. DOSKER.

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